The ’93 Miata at the 2014 Lime Rock Vintage Fall Festival
August of 2016, three months from the time of this writing, will mark 20 years that I’ve owned my black Mazda Miata. Aside from its incredible driving characteristics, it has been a typical Japanese-car ownership experience, which is to say, the vehicle has needed almost no repairs during the 65,000 miles I’ve put on it.
Of course any car needs maintenance and consumables, so tires, brakes and batteries have been changed out. The engine oil is replaced once or twice a year regardless of mileage. The typical tune-up items such as plugs, wires, and filters are changed regularly. Light bulbs? One headlight bulb went out a few years ago. The convertible top was replaced around 2002.
The upholstery, stereo, exhaust, clutch, shocks, springs, and U-joints are all the pieces which the factory installed in 1993. The R-12 A/C still blows cold, but did need one top-up (I still have 12 oz. cans of Freon). The one repair which almost put the car off the road was a leaky clutch slave cylinder. It’s a common Miata failure, and the new one took about 30 minutes to install.
However: last summer, I began to notice a slight film at the base of the inside of the windshield. At first, I chalked it up to a typical dirty window. Then I noticed that using the heater made the film cover a greater area of the glass. I swiped a finger through it, and it had an oily feel. Uh-oh, said I; could this be the dreaded heater core? Each time I thoroughly cleaned the inside of the windshield, the film came back. Even with the heat completely off, it appeared. At 98,000 miles and 23 years, I knew it was time.
Heater core replacement on ANY car is not easy. My 1968 Mustang (with factory air) got its core replaced by me, and it involved disassembling most of the dash and center console. During my brief time professionally wrenching on Volvos, I did my share of heater cores on 240s. (The Volvo 240 heater core is infamous: Click and Clack, the Tappet Brothers, had a running joke on their show, in which they said that Volvo would assemble a 240 by taking a heater core, putting it on the assembly line, and building up the rest of the car around it.)
The entire air filter box must be removed to gain access to the lower rear hose (at right)
Besides a new core, it seemed to be a good idea to also replace all the original coolant hoses. The hoses are available as a kit from Moss Motors, so with said kit in hand, I drained the system and began with the engine compartment hoses. They were all hard as rocks, and most needed to be cut off their metal pipes.
From L to R: lower radiator hose, intermediate pipe, lower rear hose
The Miata lower radiator hose does not connect to the front of the engine. Rather, it passes through a metal intermediate pipe, then another rubber hose, connecting to the engine at the rear. This pipe looked terrible, so I removed it to give it a closer look. The corrosion on it was superficial, but in the interest of longevity, it is getting cleaned and painted.
This pipe barely looks reusable
But it cleaned up with a Scotch-Brite wheel in a drill
First coat of Bill Hirsch aluminum paint
Had this from a previous project; my experience with Hirsch products has been excellent
The main hoses are off; there are 5 smaller hoses which also need replacing, and these clamps look like some knuckles will bleed. More to follow.
After a relatively mild winter, the spring of 2016 has been taking its sweet time arriving in the Northeast. Any fears of summer heat waves in early May have been unfounded, with daily temperatures often running 10 degrees below normal. Our little driving club tried to get an early start on the season by planning a mid-April event, which had to be cancelled due to the threat of snow! Our scheduled drive on Sunday May 15 did successfully occur, in spite of cool weather and surprise showers.
Hey guys, do you want to eat, or would you rather stand around and shoot the breeze?
Checking back on last year’s blog entries, we never had more 15 participants on any one run (excepting Spousal Accompaniment Day). Today, we broke that record with 17 gentlemen occupying 12 cars. Obviously, we had 5 passengers, several of whom were joining us for the first time. Our destination was a crowd favorite, the Silver Spoon Café in Cold Spring NY.
We pull over to give those in back a chance to catch up
The cars: we usually count up the Chevys, and then all the rest. Today, the Europeans won the day with a total of 7 cars: 3 Germans, 2 Brits, and 2 Italians. We had 4 U.S. brand cars, and one Japanese. There were old(ish) and new(ish) vehicles in all the subcategories with multiple vehicles.
The Mother Country was beautifully represented Rich S’s black MGB and Rich L’s white Jaguar F-Type.
The MGB of Rich S
The F-Type Jag of Rich L
The 2 Italians cars were both Alfas: EC was the proud papa bringing his ’91 spider out with us for the first time, while your humble scribe brought his trusty, un-rusty ’67 GT Junior.
Enzo’s 1991 Alfa Spider
The author’s ’67 Alfa GT Junior
German marques ruled the roads today with 3 cars: Peter’s stunning red 911, Sal’s BMW 325is, and John M’s new Audi A3 cabrio.
Peter’s Porsche 911
John’s Audi A3
Sal’s BMW 325is
Among domestic product, it was all Chevrolet, including 3 Corvettes: Bill’s C1, Ron’s C4, and George’s C6. Larry ran his reliable Camaro.
Bill’s C1
Ron’s C4
George’s C6
Larry’s ’94 Camaro
The sole Asian car was Jim N’s Datsun 280Z.
Jim’s Datsun 280Z
We departed the Sheraton Crossroads parking lot (almost) right on time and headed north. As soon as we did, the skies darkened, and the clouds threatened. In spite of the weather, several drivers motored with convertible tops down. After a beautiful ride along Seven Lakes Drive and over the Bear Mountain Bridge, we were at our destination with 10 minutes to spare. The staff at the Silver Spoon had a table for 17 waiting. Coffee was almost immediately served, with hot breakfast plates soon following. As always, the camaraderie around the table made it difficult to leave.
The obligatory wave before breakfast
When we finally wrenched ourselves away from the food and endless caffeine, we stepped outside to some slight sprinkles. Those who had left their tops down scurried back to their cars. Several of us continued to linger and chat, not wanting the festivities to end. But end they eventually did. We’ve assured the group that we’ll do our best to get out at least once a month this driving season.
The Silver Spoon Cafe, on Main St. in Cold Spring NY, survived our visit
In the summer of 1977, I had just graduated college; I had sold my Chevy Vega to my brother Karl and was without my own car; and I had decided to postpone the post-grad job hunt, knowing full well that this could be the last time for a very long time that I’d have a few months of freedom.
My friend Mike who was in graduate school also was free for the summer. He had recently purchased a 1971 Volvo 144 (his first choice, a Volvo 164, was a bit out of his financial reach), and together we hatched a plan to drive the Volvo to California and back, visiting friends and relatives along the way. Sometime in late July, we departed my parents’ house on Staten Island and pointed the car west.
On the hood of his new (to him) 1971 Volvo 144
Growing up as an East Coast car enthusiast, I had tolerated the inevitable corrosion that beset our automobiles, brought on by winter’s road salt. California had always been a dream, not just for its beautiful weather, but for its supposed rust-free cars. At the age of 23, I was finally about to see the Golden State for the first time. Heck, this trip would be the first time that I would be traveling further west than Youngstown, Ohio.
The photographs I took during the 3-week long journey included some interesting finds in the Midwest, as well as plenty of neat cars in California, even by 1977 standards. My camera at that time was a cheap Kodak Instamatic, so please forgive the quality of these pictures.
To put some historical perspective on this trip:
A week before our trip began, on July 13, 1977, all of New York City was hit by a 2-day power outage.
During that summer, the city was gripped by the horrific Son of Sam killings. When we departed, he was still at large. As we traversed the country in our NY-plated car, more than one person asked if either of us was Son of Sam (macabre humor). On August 10, 1977, David Berkowitz was captured, and we both were relieved to hear this news on the Volvo’s AM radio.
Less than a week later, on August 16, while we were in Lexington KY, the news broke that Elvis Presley, the King of Rock and Roll, had passed away.
Three days later, on August 19, Groucho Marx died, and the country was so riveted by Elvis’ passing that the loss of Groucho barely made a dent in the news.
In Ohio, we stopped to visit Marianne, one of Mike’s college friends. I snapped this photo as we parted company, as she strolled toward her Volkswagen Fastback.
Marianne and her VW Fastback
We visited another college friend at her mother’s home in Stillwater, Minnesota. Imagine my surprise to discover that her mom drove a BMW 2002, and her brother’s daily driver was an Audi Fox, with an MGB-GT project car in the garage. All 3 cars had manual transmissions. The bro’ let me drive the Fox, which had a direct influence on the new-car purchase I would be making in about two months.
European cars in Stillwater MN
BMW 2002, Audi Fox, and MGB-GT (in garage) along with our 144
Colorado was a revelation. While I have returned multiple times, this first visit stands out because we young men had no idea why, as our sturdy Swedish machinery climbed the Rocky Mountains, we lost power. It got to the point that the car would barely do 40 mph uphill. Those funny-looking SU carbs under the hood were a complete mystery to us. The Volvo’s automatic transmission wasn’t helping with the search for more speed.
Self-serve fill-up, Colorado style. Note the whitewall tires and missing hub caps.
When we arrived in Albuquerque, New Mexico, where Mike’s grandparents lived, he decided that he had enough driving for a while. Reaching California was my dream, not his. Content with spaghetti, beer, and A/C (which the Volvo lacked), my buddy handed me his car keys and said, “if you’d like to continue, you’re on your own. Just pick me up on your way back.”
I took the car and left. The one-way trip to L.A. was 800 miles and about 12 hours of driving. Making the trip in one day, the only “difficult” part of the journey was the Mohave Desert. I bought a huge iced tea in Needles CA, crossed the 110-degree desert with all the windows open, and stopped to refuel in Barstow CA, where this photo was taken:
Barstow CA, 1977: A newish Caddy has its hood open, while a ’65 Caddy manages to look cool.
At last, San Bernadino, and the Pacific ocean. Finding a beach, I parked so that I could at least put my feet in water 3,000 miles from where I usually swam. This parking lot photo mainly features newer cars, but back home, Karmann-Ghias had already become rare sights.
A VW Karmann-Ghia sits between a Porsche 911 Targa and a Chrysler Cordoba.
Searching for Los Angeles, I was confused by the sprawl. There were no clear city boundaries. But I did find Sunset Blvd., and as I was about to turn onto it, two ’60s era Chevrolets were in front of me. This photo was taken while driving, mainly for my brother Karl who was in the midst of trying to resurrect a 1964 Impala back home. Karl’s car looked nothing like this one!
The street sign says Sunset! A Nova SS followed by a ’64 Impala.
Heading back to NM, a summer storm may or may not have been a contributing factor to this massive traffic tie-up. We were stopped long enough that most folks turned off their cars and wandered around on the highway.
A 1972 Ford sits behind a 1973 Pontiac Grand Prix
Except for the power loss in the Rockies (which could have been cured had we known to lean out the carbs), the Volvo performed quite well. Its seats were incredibly comfortable and supportive for what was probably 7,000 miles of driving over 3 weeks. The gas mileage was decent. A stick shift and an FM radio would have been my preferences, but it wasn’t my car. It was my first real experience with the brand, and the irony of driving a Volvo on this trip was not lost on me when 13 months later, I entered the car business by going to work for a Volvo dealership.
The New Jersey Region of the Antique Automobile Club of America (NJ AACA) held its annual car show at the Mennen Arena in Morristown NJ on Sunday, May 1, 2016. Compared to previous events, this year’s affair was unique in several ways: this was the first time that this location was utilized, as the venue which had been used for the previous 40+ years in Florham Park NJ was unavailable; and the turnout this year was the smallest your author has ever observed.
Yes, this was the NJ Region’s 65th show
The reason why 30 vehicles instead of the expected 200+ vehicles were in attendance had nothing to do with the location, and everything to do with the weather. The NJ AACA maintains a strict “rain or shine” show policy, but a steady series of showers combined with temperatures parked in the mid-40s kept entrants and spectators away in droves.
This ’30 Model A was one of the very few pre-war cars out to brave the elements
Nevertheless, vehicles did arrive, even if for the most part they were owned by club members. An advantage for those whose cars were to be judged is that no class had more than 4 vehicles in it (some had 2), and with 1st, 2nd, and 3rd place prizes to be awarded, your chance of winning went up exponentially.
A trio of immediate post-war iron: 2 Mercurys and a Hudson
Below is a sample of the fine machinery, both domestic and imported, which graced the show field. A trend which has been noticed on the National level was also found at this event: as AACA’s “25-year” rule continues in effect, the inclusion of unrestored and/or original-owner cars is growing, reinforced by vehicles which were considered collectible when new and were salted away (think Eldorado, Fiero, Beetle convertible, and anything first-year, last-year, or commemorative edition).
General Motors
An immaculate 1946 Chevy pickup
A rarely-seen 1957 Chevy 150; note different side trim
This Fiero was displayed in unrestored condition by its original owner
This Eldorado in its period green had matching dash & steering wheel
Bill Mitchell’s last hurrah: a bustle-back Cadillac Seville
FoMoCo
A 1938 Ford convertible sedan, a soon-to-be-extinct bodystyle
Eighteen years later you could get this 2-tone ’56
The 1957 T-Bird was the last of the two-seaters
Twelve years later, muscle cars like this ’69 Mach I were the rage
This first-year ’67 Cougar was original except for one quarter panel repaint
By the late 1980s, the Cougar nameplate was on a larger platform shared with the T-Bird
Jeep
This immaculate Jeepster was driven to and from the show
Italian
An Alfa Romeo Montreal coupe
The Montreal has a V8 engine, and was never officially imported into the U.S.
A 1958 Lancia Appia sedan
The Lancia narrow-angle V4 engine
This unrestored car has no B-pillar and rear-hinged back doors
Spring Carlisle 2016, featuring an automotive flea market and car corral, was held at the Carlisle PA Fairgrounds from April 20th through 24th, 2016. In recent years, parent company Carlisle Events has also hosted a collector-car auction during the same week. This year, the auction was run on Thursday and Friday the 21st and 22nd at the Carlisle Expo Center, one block from the fairgrounds.
The Carlisle Expo Center is across the street from the famous fairgrounds
About 350 cars and trucks were driven, pushed, and dragged across the block. This is said with some facetiousness, as overall, the quality of the consignments was quite good. The few rats were obvious, and a cursory inspection of any of the vehicles revealed their true nature.
Overall highlights included the aforementioned strong condition of most of the entries, sufficient seating for bidders and spectators, a well-ventilated and well-lit indoor auction area, and plenty of available food and drink (including the hard stuff, which helps to lubricate your bidding arm).
On the downside, the Carlisle crew was lax in getting run sheets for Thursday printed when promised. During a phone call made earlier in the week, a staffer stated that run sheets would be ready at 8 a.m. Thursday morning. However, upon my arrival at 9, they were not out yet. Repeated trips to the windows were met with promises that they would have them “within the hour”. They finally made it out at 12:40 p.m, a little more than one hour before the auction’s start. At least Friday’s run sheets were out at 10 a.m.
Carlisle Events also seems to allow consignments to be added on the day of the auction; making matters worse, these vehicles in some cases do not show up on the grounds until hours before they are scheduled to cross the block. Prospective bidders have little chance to inspect the goods, and sellers are simply hurting themselves.
The auction business is still new to the folks who work for Carlisle Events, and while everyone seems to be trying very hard, the production has an amateurish, mom-and-pop feel to it. However, the crowds were there, cars changed hands, and as long as they keep trying, they should get better at this.
Following is a sample of the vehicles which crossed the block. CPI (Cars of Particular Interest) values are from the March-April 2016 price guide, value range is good-to-excellent, with amounts rounded to the nearest thousand. Reserve is shown on no-sale cars if the block announced it.
F464 1991 Chevy Corvette coupe, VIN 1G1YY2386M5104468, white, smoke glass top, 5.7L V8, automatic, 24,000 original miles, just serviced. Corvette alloy wheels are unmarked. Nose shows no paint chips or scrapes. Door seals in good shape. Interior is blue/gray, automatic, with slight carpet wear. Interior supports mileage claim. Paint looks original, all looks presentable. Glass OK. This car was very late in crossing the block, but bidder interest was high, possibly because of the low miles. Car was still sold within the CPI “good” range, so we’ll call this one well-bought.
CONDITION: 2-
HIGH BID: $9,200 SOLD!
CPI: $9,000-15,000
1991 Corvette
Clean interior, auto trans
Corvette directional alloys
T106 1993 Chevy Corvette coupe, VIN 1G1YY23P2P5107900, LT1 350, 6-speed manual, mileage is 91000, red, smoke top, red interior, paint looks original, nose is unchipped, Corvette alloys are clean, one touch-up on driver’s door edge, typical wear to C4 window seals, red on red is garish, but driver’s seat shows little wear. If you like red, this was your car. This did not look like a car with 90k on it, and there was little to fault. There were at least 6 C4s among about 30 Corvettes at this auction, and in retrospect, this appears to be one of the best deals of the week.
CONDITION: 2-
HIGH BID: $7,600, SOLD!
CPI: $10,000-16,000
1993 Corvette
Rear as clean as front
red-on-red helped by 6-speed
F479 1993 Chevy Corvette coupe, 5.7 V8, 40th anniversary edition, 6-speed manual, mileage unknown. Teal color is very ‘90s, black leather interior gives dark ambience. Corvette alloys, some chips in nose. 40th anniversary emblems in front fenders. Drivers door window rubber worn out. Driver’s seat bolster worn. Body color roof panel. This was the last car to cross the auction block, at 9:30 Friday night. The crowd had dwindled to less than half of it peak. They were close, but couldn’t get it done.
CONDITION: 3-
HIGH BID: $6,700, NOT SOLD
RESERVE: $7,500
CPI: $6,000-15,000
1993 40th anniversary ‘vette
from the rear
black interior is drab & dark
T138 1965 Dodge Monaco, VIN D456138536, 2-door hardtop, 66,000 original miles, 383 4-barrel, automatic, dark burgundy, white vinyl top, burgundy interior. Dent in front of hood is heartbreaking, given how clean and straight remainder of car is. Tires appear one size too small. Car is stunning in person for its originality. Interior is a knockout – center console, buckets, gauges, cane inserts on door panels and seat backs. Glass good, doors shut OK. This was a highlight of the auction, both for its rarity and its originality. Alas, if bidders want a Mopar, they want a hemi, and the reserve was not met.
CONDITION: 2+
HIGH BID: $8,700, NOT SOLD
RESERVE: unknown
CPI: $7,000-17,000
1965 Dodge Monaco
claimed to be 100% original
Interior is outstanding in design & condition
Center console detail
Woven cane on seat backs
as well as door panels
F330 1977 Fiat 124 spider, 124CS10120860, blue metallic, black top, black vinyl interior, Fiat alloy wheels. No visible rust, paint looks OK if a bit thick in places, not sure that this shade of blue is a factory Fiat color. Interior decent at first glance; however, steering wheel cracked. Gauges and seats show no obvious problems. With a new Fiat 124 spider due to hit dealerships in the fall, some have speculated that the old Fiats will start to move up the price ladder. The audience here did not agree.
CONDITION: 3
HIGH BID: $4,250, NOT SOLD
RESERVE: $7,000
CPI: $6,000-15,000
1977 Fiat 124 spider
Luggage rack on trunk
Interior OK despite cracked wheel
F355 1965 Ford Mustang convertible, dark blue, white top, blue interior. VIN 5F08C776691. 289 V8, 3-speed manual, mileage reads 82,548, claimed to be original miles. Ford styled steel wheels, clean underhood, chrome valve covers and open air cleaner. No Power steering, brakes, or AC. Paint defects in LF fender and door, checked and cracked, possibly older paint job that is letting go. Vinyl top OK but dirty. Wood wheel, center console. Interior presentable overall. JVC cassette unit in dash. Plastic rear window OK. Chrome is so-so, with some pitting. Just a driver, but a V8 drop-top driver. Car has many needs, but only if you’re trying to collect trophies. If you’re looking for cruise night fun, this was a great entry into the hobby, and with a first-gen Mustang V8 convertible to boot.
CONDITION: 3-
HIGH BID: $17,500 SOLD!
CPI: $20,000-42,000
1965 Ford Mustang
Convertible looks good
Some paint defects
3-speed manual, center console
F409 1976 Mercedes Benz 450SL, silver, red interior, hardtop, no sign of soft top. Six-digit odometer reads 043998. Very nice shape outside, looks all original and well kept. Blackwalls on MB alloys. Paint looks good. Red interior striking, very little wear which supports mileage claim. Door panels OK. FMVSS label confirms US spec car, mfd. 9/76. Doors shut like bank vaults. Overall very clean and striking looking car. With a half-dozen of these 107-model SLs here, this one stood out. The result was some of the more spirited bidding of the auction.
CONDITION: 2+
HIGH BID: $17,750, SOLD!
CPI: $10,000-21,000
1976 MB 450 SL
Claimed 43k miles and looks it
Interior looks almost new
T117 1980 Mercedes Benz 450 SL, VIN 10704412065489, mileage is 129,734. New tires, soft top included, hard top in place. Gold with dark brown interior. Aftermarket lights in front plate look tacky, front fog lights, blackwalls on MB alloys, car is dirty overall. Interior: both seats show leather which is cracked and dried, carpet faded from brown to green. Buyers will step up for high mileage cars which are clean; they will shy away from high mileage cars which are not. There are too many SLs on the market at any time to make this one worth more than what was bid.
CONDITION: 4+
HIGH BID: $5,000, NOT SOLD
RESERVE: unknown
CPI: $12,000-24,000
1980 MB 450 SL
Exterior needs a good detail
Upholstery may be deal-breaker
T198 1988 Nissan 300ZX turbo, VIN JN1CZ14S0JX203504, white, grey and black interior. Six-digit odometer reads 098558. Shiro special edition , 5-speed manual, Recaro seats. Pearl white paint with matching wheels scream ‘80s disco. Minor wear on driver’s seat bolster. Interior looks OK, has T-tops. Black rear spoiler faded to light grey. These Shiro cars, of which a little over a thousand were made, play to a very narrow audience. CPI does not call out a separate price for the Shiro package. Car was seen the next day across the street in the Car Corral, with an ask of $12,900, but on the block, it was said that “10” would get it done. Caveat Emptor.
CONDITION: 3+
HIGH BID: $8,000, NOT SOLD
RESERVE: $10,000
CPI: $5,000-10,000
1988 Nissan 300ZX Turbo
Shiro model includes matching wheels
Recaro seats are nice touch
T118 1986 Pontiac Trans Am, VIN 1G2FW87F4FN228262, 5.0 V8 fuel injected, rare Recaro seats, T-tops, white, gold trim, black/tan/grey interior. Odometer reads 35,263, claimed to be original. Paint OK, could use buff out, nose unmarked. Screaming chicken reduced to Cornish hen on hood, B-pillars, and rear valence. Interior condition does support miles, as seats show no wear at all. No signs of wear on wheel, shifter, pedals. A decent looking Trans-Am, and the low miles and Recaro seats make it worth a little more than what was bid.
CONDITION: 2-
HIGH BID: $9,500, NOT SOLD
RESERVE: unknown
CPI: $6,000-13,000
1985 Pontiac Trans Am
Trans Am styling was toned down
Interior supports low mileage claim
F332 1984 Porsche 944 WP0AA0944EN465320, red, tan interior, 2.5L inline 4, 5 speed, sport seats, sunroof, black and silver Porsche alloys. Odometer reads 61,778, might be on first go-round. Paint looks thick in places, but repaint shows well, with no overspray. Body color side rub strips, some small touch ups. Wheels are slightly marked up. Interior not torn, but dirty, leather dry. Aftermarket Blaupunkt sound system. Porsche floor mats. There are a million (OK, a few less) 924-944 cars for sale at any time, with conditions running the gamut. This car was straight-looking, and if the mileage is accurate, represented a very good buy at the sale price.
CONDITION: 2-
HIGH BID: $4,200, SOLD!
CPI: $7,000-14,000
1984 Porsche 944
Exterior is good overall
Interior shows some wear
T160 1969 VW Karmann Ghia coupe, 4-speed, odometer reads 63,989, VIN 149863189, dark red, sign says “one repaint on rust free car”, black interior. Rear side reflectors, no front reflectors. Wide white wall tires look out of place on late ‘60s car. Nose unbent. Black wipers look out of place, all outside stainless trim is good. Paint looks fresh. Interior smells musty, cracked dash fixed with tape, seat upholstery OK. Carpet shot. FMVSS label confirms US spec car. Overall, car appears original except for repaint. Chrome on bumpers very thin, starting to peel and pit. These sporty VWs used to be all over; the tin worm ate most of the northeast ones, so there was plenty of interest in this honest-looking example, which sold at a number fair to buyer and seller.
CONDITION: 3
HIGH BID: $10,750 SOLD!
CPI: $8,000-19,000
1969 VW Karmann Ghia
Back end shows side markers
Interior worn but all there
QUICKIES:
T147, 1940 Ford Coupe: This Ford looked completely stock on the outside, but had an early ‘50s Cadillac V8 under the hood. It was a no-sale at a high bid of $32,500.
T175, 1977 Pontiac Firebird “Skybird”: a rare factory option package, the blue-on-blue is not for everyone, but it is different. Sold at $9,750.
T183, 1962 Buick Invicta convertible: striking in off-white with a two-tone tan and beige interior, this was one of the few auctions cars almost worthy of a #1 condition rating. Sold for $25,500. Have the only one at the next Cars & Coffee.
F312, 1966 Ford Mustang convertible: a late entry, this car’s two-tone pony interior was striking, but possibly was the only good thing about it. Quickie repaint in blah beige, filthy underhood, it was bid to $17,500 and not sold. Owner should have cut it loose (see lot F355 above).
F314, 1989 Porsche 944: With 81,000 miles, an automatic, and rock-hard leather seats, it is amazing that this car sold for $6,100, or almost $2,000 more than lot F332.
F319, 1974 MGB: Cosmetically, this car was almost perfect. However, we observed the Carlisle staff struggle to get it running on Thursday. Friday morning, we struck up a conversation with the owner while he “tuned it up”. He told us he had just bought it (to flip it), but the spark plugs were hand-tight, and the distributor hold-down was completely loose, so at idle, the engine vibration constantly changed the timing. It did drive OK across the block, where it sold for $13,100.
F434, 1960 Rolls Royce Silver Cloud: My photo does not do justice to the poor paint on this automobile. A literal barn find, one observer was overhead to mutter “the most expensive car in the world is a cheap Rolls Royce”. Bidding shocked me when it sailed past $5,000 to end at $8,900.
F469, 1994 Jaguar XJS V12 convertible: The colors were right, as it’s hard to argue with BRG and saddle, but this car gave off a vibe of neglect. If you’re not afraid of the big 12, perhaps you could do worse than the successful bidder who took this home for $8,500.
In an earlier blog entry, I shared some scans from the March 1967 issue of Car and Driver magazine, my first issue after my father had gifted me with a subscription. However, this is not the oldest issue of C&D in my possession. All during the ‘80s and ‘90s, while attending automotive flea markets, I added to the collection by purchasing older issues.
The cover illustration from March of ’64 is pure fantasy
For this posting, I pulled out one of the more infamous issues, from March of 1964. Note that the cover illustration is a painting, not a photo. That is because the acts it depicts, a Ferrari GTO racing a Pontiac GTO, is a work of fiction. But that, combined with the headline, created quite a stir among performance car fans. How can you not appreciate the audacity of this subtitle: “Ferrari never built enough GTOs to earn the name anyway – just to be on the safe side, though, Pontiac built a faster one”.
GTO road test page 1
The complete road test is reprinted here for your reading pleasure. It is interesting how the editors did not shy away from some truths, first, that they did indeed make concerted efforts to arrange a side-by-side comparison of these iconic automobiles, but were unable to coordinate it; and an outright admission that their test cars had been “modified” by a Michigan dealer, Royal Pontiac, who made changes to carburetion, compression, and ignition timing. Still, a published 0-60 time of 4.6 seconds for an American car in 1964 is impressive.
GTO road test page 2
GTO road test page 3
GTO road test page 4
GTO road test page 5
Other highlights from the March ’64 issue:
Letters to the Editor including missives from a Mr. Moss and a Mr. Purdy:
Stirling and Ken weigh in
A Chevrolet Corvette ad in which the copy takes up more space than the single photo, with the text a defense of the Corvette as a true sports car as compared to its European competition:
This B&W Corvette ad has more space devoted to text than to photos
A Chrysler ad featuring the Airflow as an argument in favor of the corporation’s advanced engineering:
A 1964 Chrysler ad featuring a 30-year-old Airflow
The back cover is an ad for the Volvo 1800-S (note the bull horn front bumper, and a sticker price of $3995, while the GTO has an as-tested price of $3377)
The Volvo ad, in full color on the back cover, must have been pricey
Scans are from the March 1964 edition of Car and Driver magazine which is in the author’s personal collection.
The 2016 edition of the New York International Auto Show was held in the Jacob Javits Center on Manhattan’s west side, where it has been since 1987. As has been the custom, the show is run during Easter week, to give those who might be free for spring break a chance to see the show. Your author attended on Sunday, April 3, 2016, the final day the show was open to the public.
This was a car show, not an airplane show (but that’s an impressive wing)
If you’re expecting coverage of all the world- and North American premieres, look online. If you’re hoping to read about the new luxo-barge SUVs which were at the show (Maserati Levante, Bentley Bentayga, and Jaguar F-Pace), read the Robb Report. The only rhyme or reason to the vehicles I’ve written about below is that something attracted me to them. In some cases, I own or have owned similar cars. As an enthusiast, I tend to want to write about vehicles I’d like to drive. I also found myself drawn to vehicles which looked so much better in person compared to the photos I had seen (Alfa, Fiat, Buick, Ford, Volvo).
This was a car show, not a music show (but it was a clever way to display color choices)
Whether or not you were able to attend this year’s show, here’s hoping that you enjoy the report. As always, comments are welcome!
FIAT
The star on the Fiat stand was the new 124 Spider, due to go on sale later this year. Most know that the 124 shares its platform and interior with the new, 4th generation Mazda MX-5 Miata. The Fiat has unique sheetmetal, and uses an FCA 1.4L turbo engine. There were only two on display: an “Azzurro” first edition car, and a red/black Abarth. The Spider looks much better in person, and seeing it up close brought home the realization that it looks nothing like its Mazda sibling, other than the fact that they are both 2-door convertibles.
The Fiat 124 Spider in Azzurro blue
Interior, but for Fiat emblem, is identical to the MX-5
Trunk badge looks no better here, detracts from otherwise sharp looks
TRANS-AM
Someone has cleverly taken the current Chevrolet Camaro and tacked on Pontiac front and rear fascia, creating a new “Trans-Am”. Wait a minute – isn’t this what GM did in ’67? Based on the large number of young men with cellphone cameras swarming all other these things, this concept may prove to be a success.
The Screaming Chicken lives
Trans-Am Bandit edition also available
FORD GT
Perhaps it’s the color, as the first photos I saw of the new Ford GT were of a blue car, a color which has never appealed to me as an automotive shade. The NY car was in screaming chrome yellow; high impact is an understatement. As the cliché goes, if you need to ask the price, then you can’t afford it. Cost doesn’t matter – if you must have one and have the bucks, then there is nothing else on the road like it. No current Ferrari, Lambo, Bentley, etc., makes the visual statement that the new GT does.
Overheard: “I don’t like yellow, but I could look at this all day”
Stripes just like the GTs before it
Exhausts mirror tail lamp shape
Must look that much better in motion
VW BUDD-e
This microbus of the future is what, Volkswagen’s 4th concept along these lines? The Budd-e (how do you pronounce it, “buddy”?) is an all-electric concept that looks quite cool in person. No details were captured regarding its powertrain. You weren’t expecting a diesel, were you?
Front end looks like it could meet crash standards, unlike earlier concepts
Lots of room, helped by electric powertrain
BUICK AVISTA
If you told me 20 years ago that Buick would have one of the most significant and gorgeous concepts at the auto show, I might have said, “oh sure, what are you going to tell me next, that they’re going to axe Pontiac?” But the Avista is that stunning. Like a number of cars seen at the show today, photos just don’t do justice to its flowing lines and perfect proportions. It’s a two-door, pillarless hardtop, rear-drive sport-luxury car for the 21st century.
Photos don’t capture the stunning proportions
Side window shapes are work of art
Muscular luxury from this angle
MAZDA MX-5 “RF” CONCEPT
Another vehicle that did not impress in photos, but looks better in person, the “RF” (retractable fastback) is not a true convertible. Once you understand that, the concept makes more sense. The roof panel above the occupants electrically folds up and down, while the flying buttress pillars temporarily raise themselves to allow access for the panel. Once everything stops, those pillars are always in place (I had thought that they retracted). If you’re willing to give up the full convertible treatment for lots of style, then this is for you. If Mazda decides to build it.
Top up
Top in process of being lowered; buttresses lift
Buttress back down, top stowed
VOLVO
My former employer surprised me by having the new S90 sedan at the show. The rear end treatment, polarizing in pictures, looked softer and more integrated in person. Volvo cleverly displayed not one but two 1800 coupes, one white and one blue, high above the ground. And what other automaker would think to display an elk at an auto show?
S90 grille and headlight detail
Tail lamp treatment looks better in person
Lack of side markers mean it’s a pre-68
Side marker lights make this a ’68 or newer
You’d call it a moose; the Swedes call it an elk
ALFA ROMEO
My current crush, if only because a ’67 Alfa GT Junior happily resides in my garage, Alfa is making a long, drawn-out comeback to the U.S. market. There was but one 4C on display, next to a former race car (Tipo 33? I saw no info about it).
Alfa 4C convertible
Old and new, side by side
Alfa Tipo 33?
The “stars” on the Alfa stand were the Giulia sedans, with absolutely no information about the cars out for show-goers to gather. (The one handout was a list of dealers in the metro NY/NJ area. I saw numerous attendees pick it up, glance at it, and put it back down. Sergio, are you listening?) I asked one woman working the display about timing and pricing, and she curtly answered: “later this year, $40 thousand range”. Gee, thanks.
The new Alfa Romeo Giulia sedan
In the metal, the Giulia 4-door has a more purposeful, athletic look. The car is “tight”, with short overhangs, and looks smaller in person (in a good way) than in photos. Seen up close, it does not resemble a BMW sedan, which was the initial reaction.
The back end of the new Alfa Romeo Giulia sedan
To Alfa’s credit, there was a plethora of historical information there, from a racing timeline, to displays of components from cars of the 1950s and ‘60s. The question is whether all this talk about the past will cause people to open their wallets in the showroom.
Historical timeline
Grilles and hub caps
Instrument panel gauges
ACURA NSX
If the Ford GT hadn’t been there, the new Acura might be the supercar of the show. But compared to its Dearborn rival, the 2nd generation NSX was, well, just OK. Perhaps it’s the front end, which doesn’t look that different than most other new Acuras….
Yes, it’s an Acura
How can this compete with the Ford GT?
ODDS AND ENDS
There was a small display of cars from a classic car museum. Was there a better-looking pre-war front end than the one on a 1940 Ford?
1940 Ford
Everyone wants a distinctive front end. A grille that stands out is one way to do it. Used to be, the grille also had to be good-looking. Seems like now it only needs to be “unique”. (I cannot bring myself to photograph the grilles on any current Lexus models.)
What we’ve been getting used to (from Audi)
This M-B grille reminds me of a ’58 Buick (not a compliment)
The NY Police Department had a large historical display of police cars, stretching back to a 1958 Ford. It was well done, and interest in “professional cars” as part of the old car hobby continues to grow.
What you did not want to see in your rear view mirror in 1966
GOOD HUMOR
Just plain fun – a collector vehicle AND a part-time job!
After the love/hate relationship which was my 1970 Fiat 124 Coupe, my father, wanting to be helpful, told me to “get an American car”. It was the summer of 1976 and I was about to enter my senior year of college. Although I was working a summer job which paid a decent wage, I wasn’t exactly able to afford what I really wanted – which was a new sporty import.
Deciding at first to ignore dad’s advice, I visited various car dealerships on Staten Island and looked at or test drove the new Toyota Corolla SR-5, Mercury Capri, and Datsun 280Z. The MSRP of these cars in 1976 was $3900 for the Corolla SR-5, $4100 for the Capri, and $6600 for the Datsun (these numbers courtesy of my copy of the Standard Catalog of Imported Cars 1946-1990). My budget, however, was around $1500.
The reality of this situation made me conclude that I only needed a car to last me a year or so. Once I graduated and landed a real job, I could then buy something new. So I thought I would heed my father’s words and look at American iron. In 1976, if one were considering an American car and wanted a sporty, small, 2-door coupe, there were two choices: a Pinto or a Vega.
The recollection is that I only looked at Vegas, and I’m not sure why. However, an advertising photo put out by Chevrolet when the Vega was launched had always stayed with me, which showed a drum set in the load area of the hatchback. A car which could more easily swallow my kit was a priority (the Fiat had room for the drums, but using the side doors for rear seat access was awkward).
My attention was caught by this Vega ad showing its ability to carry a drum kit
There was also the temptation of the Vega “GT” model, which included nice looking alloy wheels and more complete instrumentation. After test driving several used Vegas, I found a 1974 GT with a 4-speed stick for only $1350. This car was four model years newer than the outgoing Fiat, and was in overall good condition.
Side view of my ’74 Vega GT, taken autumn of 1976
The Vega got me through my senior year of college, and truth be told, it wasn’t a bad car. It never broke down on me, it was somewhat fun to drive with the manual tranny, and it cost me very little in the way of maintenance and repair. The car’s Achilles’ heel was oil consumption. During the entire time I had it, the engine consumed a quart of oil about every 400-500 miles (I saw no external leaks). It’s likely that I dispensed with regular oil changes, as the car was getting a fresh quart every couple of weeks or so. Other than oil, I don’t believe I put any money into the car.
Photos taken at the local car wash, right after it got cleaned
In May of 1977, I graduated, moved back home with my parents, and decided to take the summer off to enjoy what would be my last long stretch of free time for quite a while. My brother Karl was desperate for transportation, so I gave him the Vega, with full disclosure about its oil issue. Shockingly, I replaced it with… nothing. When I needed wheels, I borrowed a car from dad, mom, or bro’. Instead of driving, I spent time in NYC, accessible by public transportation. Later that summer, I made my first cross-country trip by car, sharing a ride in a friend’s 1971 Volvo 144. I (correctly) presumed that upon my return from California, I would land a job and buy my first new car. That’s a story for another post at another time.
My parents certainly were tolerant of my boyhood fascination with automobiles. It was bad enough that instead of watching TV, I was building 1/25 scale models; and instead of studying, I was sketching tomorrow’s designs. My appetite for reading, which began when my dad took me at age 6 to the New York Public Library, was fed by devouring every car magazine that came into the house.
Perhaps the greatest display of parental tolerance occurred every year around September. My extremely patient mother would drive me to the local new-car dealers, where I would collect all the new car brochures I could. (In retrospect, I have a much better appreciation of how difficult it was for my mom to constantly fight off salesmen with the line “it’s for my son; he loves cars; we’re just looking”).
The annual New York Auto Show, held during the 1960s and ‘70s in the NY Coliseum at Columbus Circle, was another opportunity to add to the pile. My father loved going to the show anyway, so it was a natural for him to take me. I would sit in bed at night and pour through the pages of the sales literature, memorizing models, colors, and engines.
This, uh, obsession of collecting new car brochures continued as an adult; eventually, there were boxes and boxes of it, hardly touched by me. When I moved for the umpteenth time in the late 1990s, I cried uncle, called a good friend whom I knew would appreciate the horde, and gave it all away (Steve H., is it still in your good care?)
Well, I gave almost all of it away. There were a few, very few, pieces which were too precious to let go. This Jaguar XK-E brochure from 1967 fascinated me from the moment I picked it up. Forty-nine years later, it is just as fascinating, maybe more so. First, let us acknowledge that the Jaguar E-Type (funny to see proof here that the U.S. market did indeed call it “XK-E”) is one of the most beautiful cars ever; it consistently makes Top Ten lists when votes are tallied for best designs. (Enzo Ferrari allegedly called it “the most beautiful car ever made”). The brochure is a beautiful piece of artwork on its own, displaying this magnificent automobile.
There were no Jaguar dealers on Staten Island where I grew up, so although I have no direct recollection, I must have picked up this piece at the New York Auto Show. I’m certain I’ve had it since it was new. Compared to the typical American car sales brochure, the photography, imagery, and colors were like nothing my teenage eyes had seen before.
The brochure cover, featuring a primrose yellow 2+2
Start with the cover photo, showing the new 2+2 sitting on a dirt-strewn pier, surrounded by dock workers. Who were these guys? Models hired by the ad agency? I doubt it. Unlike every other car in this brochure, the primrose yellow car is RHD, so this one was likely taken in the mother country.
The red coupe and black roadster, showing the roadster’s red interiorThis time, coupe in foreground, roadster in back
Opening up the booklet (it’s six pages, three on each side, folded twice), there are two photos of a red coupe and black roadster. Your eye is drawn to the wood steering wheel, chrome wires, whitewall tires, and “JAGUAR” license plates. It is impossible not to swoon over these cars. The page between these two is devoted to the 2+2 model; pictures highlight the rear seat, automatic transmission, and ample luggage space. The text provides the line for husband to deliver to his spouse: “The XK-E 2+2 thus becomes the Jaguar family coupe.”
“It’s a sports car!” “It’s a family car!” “It’s both!”
The award for most-interesting-photo-ever-in-a-car-brochure may go to the red roadster, what, on safari? What photographer was brave enough to stand behind the lens, while several dozen bulls loitered in the background? Was it the job of the two guys on horseback to drive away the herd should they decide to charge? (I would have chosen another color for my vest.) At least the Jag, with its dirty blackwalls, looks like it was driven, not trailered, to the location.
Good thing that Jaguars can outrun bulls
The back page provides all the specs you could wish for. My young brain could not pronounce “monocoque”, and didn’t know its true meaning for years. And the list of optional equipment, taking up four lines of text, sharply contrasted with the typical American car brochure, which needed several pages to describe all the add-ons.
Specifications to your heart’s content
I’ve always wanted an E-Type; like many other collector cars, their affordability always seems to be just beyond reach, as their values continually climb. In the meantime, I’ll happily stare at my 1967 XK-E brochure (make mine the red coupe please).
All scans of the “Jaguar 4.2 XK-E Coupe, Roadster & 2+2 Family Coupe” brochure are from the copy in the author’s collection.
In March of 1983, my girlfriend and I took a one-week vacation trip to visit her sister and brother-in-law in Germany. The BIL was in the armed services for the U.S., and was stationed in Frankfurt. They had a government-assigned apartment and a room to put us up while we toured the German countryside, happily eating and drinking our way through the week. Somehow, I managed to convince my girlfriend that we should use our rental car to make a slight detour to the small town of Mulhouse, France, a short trip across the border. There in Mulhouse was the French National Automobile Museum, also known as the Schlumpf Collection.
Portrait of the car enthusiast as a young man
I knew of the Schlumpf brothers and their Bugatti automobiles from numerous articles in the automotive press (especially those in Road & Track) published throughout the 1970s. For those unfamiliar with the long involved history of Ettore Bugatti, his racing and road cars, Hans and Fritz Schlumpf, their Bugatti obsession, and the brothers’ eventual downfall, further reading is recommended, as it is beyond the scope of this blog entry to cover these stories.
The Parisian street lamp motif is especially noticeable here
Back to our visit: we showed up on a weekday morning, and the museum was sparsely attended, although there were several busloads of French students milling about. The sheer number of cars was overwhelming, and the fact that the majority of them were Bugattis in a matching shade of French blue was even more overwhelming. Try as I might to capture them with my film camera, I only shot about two dozen pictures, which leads me to conclude that I had but one 24-exposure roll with me. As I had not documented specific model information for the vehicles I photographed, the museum’s website plus Google were used to research those details. The photo captions provide the year, make and model for all but a few of the cars below.
THE BUGATTIS
1929 Bugatti Royale Coupe Type 41 (photos cannot convey the enormity of this thing)
Bugatti Royale Coupe from rear
1930 Bugatti Type 43
1937 Bugatti 57 Coupe Atalante
1938 Bugatti Coupe Type 57 SC
1939 Bugatti Type 64 prototype
1942 Bugatti Type 68 (micro Bugatti prototype)
1947 Bugatti Type 73
Possibly a Type 57 with alternate coachwork
1957 Bugatti Sport Type 252
A Bugatti of unknown vintage; note the EB on headlight bar
Not all Bugattis are blue
OTHER MAKES
Pre-war cars at the Schlumpf
Red cars (mostly of the Italian racing variety)
Mercedes Benz 300 SLR racer
1953 Gordini 17S
A pair of Ferraris
1951 Alfa Romeo Disco Volante (greatest car name ever: “Disco Volante” means “flying saucer”)
The museum visit was a highlight, perhaps the highlight, of that week in Europe. What an honor to be able to say that I visited this tremendous collection in person. Reading the museum’s website, it is eye-opening to see that it has been changed, enlarged, and enhanced, as you might expect of any museum after so many years. It remains on my bucket list to make a return visit to what is now known as the “City of the Automobile – National Museum – Schlumpf Collection”.
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