The ’93 Miata earns its AACA HPOF award

A frequent question I get is “what makes a car a classic?” There is no one right answer. The definition of such a car can be up to you! If you think your vehicle is “interesting” on some level, and the car is used more for special occasions (anything from Sunday drives to cruise nights) than as a daily driver, then it fits the bill. Who am I to say that a 3-year-old Camaro which is only driven in dry weather to GM-themed events isn’t a collector car?

Attending various shows around the Northeast bears this out. The variety and quality of vehicles at a Boonton NJ cruise night is certainly different than what’s seen at The Greenwich Concours. Driving events run the gamut from our own Sunday breakfast cruises (featuring a “run what you brung” mentality) to the million-dollar cars in the New England 1000 rally. Sometimes there are no rules, and other times the rule book is voluminous.

Attendees at Antique Automobile Club of America (AACA) shows typically see cars which have been restored to the highest professional standards. A true “#1 condition” car is rare, but you’ll find them in the AACA. These cars are almost never driven on the road; the engines are run long enough to move them into and out of an enclosed trailer to preserve their perfected state, and that’s it for the driving.

My first AACA experience was Hershey in the early 1980s. As a young man not yet 30, the rows of perfect Mustangs and T-Birds depressed me into concluding that I’d never have a vehicle which could qualify there. These owners’ cars were judged by arbiters who would dole out trophies and bragging rights, so there was no such thing as “too nice”.

Except, there was. The Overseers at AACA began to realize they had a problem: strictly speaking, their own rule book said that cars should be restored to be as close as possible to “factory new” condition, when in practice many of these cars were better than new. Trim which the factory buffed was now chromed; single-stage paint now wore a clear coat; and unpainted surfaces were now sealed. It’s a condition called “over-restoration”. Some owners complained that their ultra-low mileage never-restored cars were losing out to restorers with deep pockets and questionable taste.

To its credit, AACA created a new judging class: the Historical Preservation of Original Features, or HPOF. The concept was simple: reward vehicle owners whose steeds still were screwed together as the factory did it. Dull paint and worn upholstery didn’t matter, but original equipment and fittings did. The goal was to encourage the preservation of cars in their original state for future generations to observe, study, and learn from them. HPOF has become a very popular category for owners and spectators alike.

As a separate class, there would be no clash in trying to judge an HPOF car against a fully-restored one. An obvious example from the HPOF rule book is paint: a car must wear all or almost all of its original paint to be eligible in this class. In fact, a car which wins an HPOF award and is subsequently repainted will lose its HPOF accreditation.

Aug. 1996: me with my newly-acquired Miata (no SUVs on the streets yet!)

When I purchased my 1993 Mazda Miata in 1996, it was a gently-used 3-year-old car with barely 30,000 miles on it. The first-generation “NA” models were still in Mazda showrooms. The Miata got driven a lot, but never in the winter. I kept up with all maintenance on the car, and I can count the total number of repairs on one hand: a clutch slave cylinder, a power antenna, a heater core, and one headlight bulb. (Service items such as hoses, belts, fluids, brakes and tires are all part of routine maintenance.)

Oct. 2018: the same car on the Hershey show field

Perhaps the most difficult part of owning this car for 22 years (it now has 104,000 miles) has been avoiding the temptation to modify it. The aftermarket business for the Miata has always been strong and keeps getting stronger. I’ve been tempted to add a turbo; replace the stereo; reupholster the seats; install bigger brakes, wheels, and tires; and add interior wood trim. While a few small changes have occurred (I upgraded the floor mats and replaced some lighting with LED bulbs), the car appears the same as it did when I got it in ’96.

Wearing its new badge

This year, the car turned 25 and became eligible for AACA events. I was excited to enter it into the Hershey show in the HPOF category, and last week, the package arrived informing me that indeed, my 1993 Mazda Miata had earned its HPOF badge. I’m a proud papa, and plan to continue to enter this car in HPOF, notably, in the June 2019 National meet which the NJ Region is hosting in Parsippany NJ. There will be plenty to talk about between now and then.

 

All photographs copyright © 2018 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

 

Sunday Morning Cars & Coffee, Oct. 21, 2018

Our “Sunday Morning Breakfast Run” has been a semi-regular feature for so long that my partner-in-crime Larry and I decided to mix it up a little bit: we decided to piggyback onto the popular “Cars & Coffee” trend by holding our own such event. We did so for the first time on Sunday October 21, 2018.

BTW, the name “Cars & Coffee” has become so ubiquitous that organizers around the country are creating variations such as “Cars, Coffee & Donuts”, “Cars & Croissants”, “Caffeine & Carburetors”, and “Caffeine & Octane”. I think we’ll stick to “Cars & Coffee” for now.

Sunday’s lineup

Our choice of rendezvous was The Fireplace, a Paramus NJ fixture for over 60 years. In its favor, it’s easy to reach (on Route 17), it has an extensive breakfast menu, it’s spacious inside and out, counter service means that everyone orders and pays on their own, and the staff will let you sit and hang out as long as you want (with help-yourself coffee refills always available).

There’s no point in talking about the (poor) weather except to point out that at our inaugural event, the participants and their coffee stayed inside! So much for admiring each other’s machinery. The planned loitering was postponed for a more inviting day.

In all, 12 colleagues showed up for breakfast. Toward the end of our stay, our friend Burton arrived with his newly painted 1961 Corvette. On our way out, we lingered long enough to admire the top-notch paint job. Burton was a real trooper showing up in an open car on a cold and windy morning.

The crowd gathers near Burton’s freshly-painted ’61 Corvette

We had considered, and ultimately decided against, a short drive to be conducted after breakfast. Perhaps next spring or summer, with more inviting weather on hand, we can make that part of the event. We certainly did find The Fireplace to be an almost ideal location, so expect to see us return in 2019.

 

Our participants, headed by an Alfa Romeo Milano

 

Datsun 280Z

 

Porsche 911 Targa

 

BMW 3-series

 

A pair of Porsches

 

Chevy Nova

 

Mazda Miata

 

Jaguar XK-R

 

One more view of the ’61 Corvette

 

All photographs copyright © 2018 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

 

AACA Hershey 2018, A Play in 3 Acts: Act III, The Saturday Car Show

If you’ve read Act I about the flea market and car corral, and Act II about the auction, then you know that AACA Hershey has a little bit of everything for everyone in this hobby. However, this is still a meet and its raison d’être is the judged show on Saturday.

Driver’s Participation Class vehicles

The AACA judging process may seem arcane to the uninitiated, but First Junior, First Senior, Preservation, Grand National, DPC, and HPOF are embedded in the rule book, and are chased with unbridled enthusiasm. Why? For the same set of reasons: points, trophies, bragging rights. The weather, well-known to be unpredictable in this part of the world in October, hardly plays a role. When car owners have spent most of the year prepping their vehicles for The Big One, a little bit of water will not deter them from making an entrance.

U.S. spectators travel from as far as California to attend Hershey

Hershey is glorious when it’s sunny and 65. It’s barely tolerable when it’s cloudy, windy, and 50, as it was in 2018. Yet I would estimate that the show field was 95%+ filled, and foot traffic was more crowded than years past. Since vehicles are arranged by class, it’s easy to walk among the cars you want to see, and skip those you don’t. My continued infatuation with pre-war classics was rewarded with some beautiful machinery. And some newer cars weren’t so bad either. As you’ll read below under STORIES, meeting new hobbyists and hearing their stories continues to be an engaging part of the hobby.

 

1931 Lincoln

 

1926 Willys Knight

 

1931 Jordan

 

1933 Packard

 

1940 LaSalle

 

 

1961 Pontiac Ventura

 

 

1957 Dual Ghia

 

MG-TF

 

 

1963 Studebaker Avanti

 

Boattail Riv’s: ’73 (L) shows toned-down tail next to ’72 (R)

 

Mazda Miata NA (1st gen)

 

Mopar Muscle:

 

My 1993 Mazda Miata NA (1st gen), making its Hershey debut in HPOF:

 

STORIES:


Stan and the Bucket

“Hey, where’d you get the water for the bucket?”

“Ha ha! From my bathtub! I filled it up and carried it down to the parking lot.”

It was Friday evening, the day before The Big Show. The gentleman had alighted from his 1954 Pontiac at the rear of the Harrisburg Marriott where we were both staying, and watched me sponge off my quite dirty Miata using clean water from my bucket. Actually, my car had been spic-and-span clean two days before. It was the drive out on Thursday in the torrential rain which soiled it. Since it was wearing a fresh coat of wax, my theory was that a gentle bath with warm water would cleanse it again, and it seemed to be working.

Stan’s 1954 Pontiac in HPOF

“Gee, that would work on my car, if only I had remembered to bring a bucket.”

“I’m actually done with the Miata. You staying here? You can borrow my bucket and give it back to me later.”

“You sure? Ok, well, thanks.”

With that, Stan took my bucket while I said to myself, the worst that happens is I never see the bucket again. No big deal.

Saturday morning, I headed out to my car, and sure enough, my bucket was next to my car. Whether Stan had gotten to use it or not, he was honest enough to return it.

Heading inside for breakfast, I ran into Stan, and he invited me to sit with him. He was traveling by himself, as I was. We talked cars (natch), and he told me that his Pontiac was going to be a first-time entry in HPOF, as was the case for my Miata.

We shared some tips with each other about preserving paint and the like, which is when Stan told me that he had some other cars at home in Maryland, including a 1967 Volvo 1800S.

“Oh, I know those Volvos a little bit…” I always start out cautiously with a new friend about any Volvo knowledge I might possess. Treading lightly is a good start in case they have reason to despise the marque, and also to avoid any implication that I’m some kind of expert, which I’m not.

Stan continued: “I actually have a bunch of other Fords and Chevys home, and I like them all. But there’s something special about that 1800….”

I learned for the umpteenth time not to make suppositions about car people. Watching someone motor along in his 1954 Pontiac, I would never presume that the same collector would also enjoy a ‘60s Swedish sporty car. I was glad to be wrong.


Larry and the Fire Extinguisher

My Miata and I arrived on the show field a few minutes past 9am. Normally I would have preferred to make my entrance earlier, but the morning sprinkles caused me to delay my departure to minimize re-soiling my clean car. It got dirty anyway. Out came the cleaning supplies, and the Great Car Show Detailing commenced once again.

Judging was due to start at 10am. At 9:55, I was still wiping down the painted horizontal surfaces when I heard the voice: “Is this your car?” I spun ‘round to face two men wearing judge’s hats. They’re early, I muttered to myself. Can’t blame them; they’ve got a lot of cars to judge.

The judges spent perhaps five minutes looking over my car. As the proud owner, I was too anxious to answer questions they hadn’t asked. They thanked me for bringing it, and moved to the ’68 Camaro next to me. I looked at my watch: 10:01am. This was a blessing! With no need to hang around my car, the day was free to move among all the glorious machinery on the show field. I began by walking down the row of the remaining HPOF cars.

It stood out like a bright light among the cars surrounding it: a 1st gen Porsche 928 in white. The owner was still wiping it down when I engaged him with some questions.

Larry’s Porsche 928 in HPOF

“How long have you had it?”

“Since new.”

“Tell me, how are the maintenance and repair costs? I hear horror stories.”

“Not bad, really. Stay up on the preventative stuff, and it’s quite reliable.”

“Do you do your own work on it?”

“No, but it’s still not bad to maintain.”

With that, the 928 owner exclaimed “Oh crap. I forgot a fire extinguisher. Now what am I gonna do?”

“Listen”, I said, “my car’s been judged. I don’t need mine. I’d be happy to loan it to you.”

“Really? I’d appreciate it.”

I jogged back to the Miata, grabbed the extinguisher, and hustled it back to him.

“What’s your name?”

“Larry.”

“I’m Richard. I’ll swing by later, or, if you don’t see me, my car is the black Miata in the row behind you.”

“Thanks again, I really appreciate it.”

It hadn’t occurred to me that this was my weekend to loan items to fellow car owners, but it was OK. Again, the worst that could happen would be I would be out a relatively inexpensive fire extinguisher.

Hours later, I was finally heading back to my car. The extinguisher was on the floor, and I thought I would swing past the 928 one more time to see how he did. Its owner was sitting in the front seat. But I had forgotten his name. As I approached the car, I glanced at the dashboard placard: “Larry Holbert”.

“Hey Larry, how did you do?”

“Oh, judging went fine. And thanks for the extinguisher. I returned it.”

“Yes, I saw. Listen, I just noticed your last name, and the dealer plate on the back says this car came from Holbert Porsche. Any relation?”

“Yeah, my father started the dealership.”

“So you’re related to Al Holbert?”

“Al was my brother.”

A wave of emotion and nostalgia overwhelmed me. Al Holbert, a successful race car driver and team owner, was killed in a single-occupancy plane crash in 1988. I didn’t know Al, but at that time, I was in a band with a fellow band member who worked at the Porsche dealership and knew Al well. My friend was very broken up over the loss.

I told Larry about my band buddy, and expressed my condolences over his loss.

A while later, I looked up Larry Holbert. Up until the dealership was sold a few years ago, he had been president and CEO of Holbert Porsche. Yet when I asked him about his 928, said nothing about his executive status. He gave no hint that his stature meant that he could have these things taken care of. On a cool October Saturday on a show field in Hershey, Pennsylvania, he was just Larry, fellow car enthusiast.

 

All photographs copyright © 2018 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

AACA Hershey 2018, A Play in 3 Acts: Act I, The Car Corral

“The Greatest Show on Earth”; “Automotive Mecca”; “The High Holy Days of Hershey”. The repetitive use of all these terms describes what is formally known as the AACA Eastern Fall Meet, a car show extravaganza that has been held in the quaint town of Hershey PA (“Chocolate Town USA”) since the early 1950s. This blog previously reported on Hershey in 2015, 2016, and 2017.

The Hershey Show has evolved and expanded through the decades into its current three-part form: a weekday flea market/car corral, now exclusively held on paved ground (the infamous Hershey mud is no more); a Saturday judged car show, currently held on a mostly-smooth grassy lawn; and a two-day auction conducted by RM Sotheby’s (“the official auction of AACA Hershey”).

Here we present Act I, The Car Corral.


If the RM Auction represents the higher end of the automotive hobby here in eastern PA, the Car Corral is the everyperson’s version. By AACA’s requirements, cars for sale must be 25 years old or older, and essentially stock. (Minor mods like wheels and custom paint seem to be conveniently overlooked.)

If you still think you need a small fortune to enter the hobby, then you haven’t cruised the Car Corral. Asking prices of under $15,000 are the rule rather than the exception. (A dozen cars below make that cut, and there were many more not documented here.) Better if you’re open to some off-beat choices in the way of makes or body styles.

1956 Chrysler 300B

 

Mustangs & Shelbys line up in the corral

Below are my selections of Car Corral vehicles which piqued my interest. Sellers are a mix of dealers who bring a dozen cars at a time, and individuals who present an air of credibility as they attempt to gauge your desire for their prized set of wheels. Note that asking prices are just that, asking. Serious shoppers are encouraged to banter, barter, and bring cash.


$1,400 TO $5,900:

1989 AUDI 200 QUATTRO WAGON, 5-SPEED

ASKING $1,400

By far, the cheapest car I found in the corral. For the true Audi enthusiast. Manual gearbox obviates concerns over unintended acceleration.

 

1972 VW BEETLE, LIGHT BLUE, CLAIMED 65,000 MILES

ASKING $5,500

Parts availability and technical support make this a great starter collector car, as long as you’re not racing against Hemis.

 

1985 MERCEDES-BENZ 280SE 4-DOOR, CLAIMED 65,000 ORIGINAL MILES

ASKING $5,900

When it stops running, it still looks impressive sitting in your driveway.


$7,500 TO $9,900:

1975 BUICK ESTATE WAGON, 6-PASSENGER, CLAIMED 87,000 MILES

ASKING $7,500

So-called “long roofs” are on the upswing in the hobby. This seemed like a deal for a full-size GM wagon.

 

1988 PORSCHE 924SE, BLACK/BLACK, CLAIMED 76,000 MILES

ASKING $7,900

Long the poster-child for deferred maintenance Porsches, this 924 looked reasonably well-kept on the outside, which is not a small feat for a car with black paint.

 

1986 PORSCHE 944, RED/BLACK, 5-SPEED

ASKING $8,250

For a few dollars more than the 924, you could move up to this 944. I peeked inside and was pleasantly surprised to see an uncracked dash, a known issue with these.

 

1956 DeSOTO FIREDOME 2-DOOR HARDTOP, HEMI ENGINE

ASKING $9,500

Who said that you’ve been priced out of the Hemi collector market? The paint on this was a bit shoddy in places. However, the entrance fee got you a genuine hardtop.

 

OPEL GT, YELLOW/BLACK

ASKING $9,900

The whitewall tires did this no favors. Seems like an affordable way to get a baby ‘vette, unless you can spend a few more dollars for a real one….


$12,000 TO $14,500:

1993 CHEVY CORVETTE COUPE, 40th ANNIV., 6-SPEED, CLAIMED 32,000 MILES

ASKING $12,000

Clean car and lots of performance for the dollar. C4 Corvettes continue to be a bargain.

 

1963 CHRYSLER 300 (NON-LETTER CAR), DARK RED/DARK RED, CLAIMED 71,000 MILES

ASKING $12,750

The mags and oversize tires detracted from what was otherwise an unusual MoPar. The style was polarizing in 1963 when they downsized, but it has mellowed with age.

 

1982 ALFA ROMEO SPIDER, LIGHT BEIGE/TAN, CLAIMED 34,000 MILES

ASKING $13,000

This S2 spider had a surprisingly clean interior; most of them show significantly more wear. If the Italian tin worm has been kept at bay, this represents some affordable top-down fun.

 

1957 VOLVO PV444, BLUE, CLAIMED 97,000 MILES

ASKING $14,500

Not sure if this blue was an original Volvo color, but other than the repaint, the car looked stock. A PV for the Volvo aficionado.


$18,000 TO $25,000:

1965 FIAT 600D, RED, CLAIMED 61,000 MILES

ASKING $18,000

What does the Fiat 600 have over the Fiat 500? Two more cylinders. These Italian cuties continue to be popular, in spite of asking prices twice that of the more usable 124 spiders.

 

1972 VOLVO 1800ES, ORANGE/BLACK

ASKING $18,500

The broken side marker light and painted rockers did not instill confidence. Still, if you must have an ES, the 1972 model offers the advantage of a smaller front bumper compared to the ’73 model.

 

1969 BUICK RIVIERA GS, CLAIMED 20,000 MILES

ASKING $18,900

I’m on a Riviera fixation lately. This is a big car, with a big engine, big doors, and big style. If the mileage and GS status check out, you could turn this into a nice cruiser. Bring a gas card.

 

1980 PORSCHE 928, SILVER/BLACK, 5-SPEED

ASKING $22,000

This is included only because I’ve been following the 928 market for years. There was nothing special here, and the ask was at least 50% higher than recent real-world transactions. Ironically, this car was spotted on Saturday in the Driver’s Participation Class (DPC). Ignore the hearse next door.

 

1957 IMPERIAL 4-DOOR SEDAN, 392 HEMI V8

ASKING $25,000

A rare car when new, even rarer 60 years later. Guaranteed to impress at the next Chryslers at Carlisle event. Clean out your garage; you’re going to need every inch.


$32,000 TO $35,900:

1958 PACKARD STARLIGHT HARDTOP

ASKING $32,000

A “Packard-baker”; Not attractive at all, but certainly unique. An orphan’s orphan.

 

1957 BMW ISETTA, RECENTLY RESTORED

ASKING $35,000

The non-original green metallic was the only glaring fault in what otherwise appeared to be a very nice restoration. Every time I walked past it a crowd had gathered ‘round.

 

1986 FERRARI MONDIAL SPYDER, RED/TAN

ASKING $35,000

The cheapest Ferrari you’ll find for sale, for a reason, as most don’t want a four-seater. Still, online comments from Mondial owners claim that it’s a great driving car.

 

1963 BUICK RIVIERA, DARK RED/DARK TAN

ASKING $35,900

The first year for the Riv, Bill Mitchell’s design hit it out of the park new, and hasn’t lost a beat since. The colors on this one were gorgeous, but the raised white-letter tires gotta go.


$39,000 TO $49,000:

1989 BMW M3, RED/BLACK

ASKING $39,000

These first-generation M3s routinely sell on Bring-a-Trailer for over $40,000, so this price seemed within reason.

 

1967 PORSCHE 912, 4-CYLINDER, SAND/BLACK, 5-SPEED

ASKING $49,375

Porsche 912s used to sell for 4 figures. Then, 911 values skyrocketed, and as the cliché goes, “a rising tide lifts all boats”, ergo, 912s are now priced above where even 911s were a few years ago.

 

All photographs copyright © 2018 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

Lime Rock Park Historic Festival, Sep. 2018

Connecticut’s Lime Rock Park held its 36th annual Historic Festival during the Labor Day weekend, running from August 30 through September 3, 2018. If you enjoy vintage racing, then Friday, Saturday, and Monday are your days to watch classic race cars battling it out around this historic track. By local ordinance, racing is not allowed on Sundays. The Festival organizers have taken advantage of that restriction by hosting their “Sunday In The Park” event, with hundreds of classic (and sometimes not-so-classic) cars arrayed along the entirety of track’s perimeter.

Each year there is a special featured marque, and for 2018, that marque was Bugatti. By my count, there were 70 of these famed French cars on display, a number that might be rivaled only by the former Schlumf Museum’s holdings. The strong turnout speaks to the high esteem with which Ettore’s cars are held. Many of the race cars appeared to be in original condition, while most of the road-going cars have been restored at some point. No matter, as Bugatti owners (like Bentley owners) are known to drive their cars rather than treat them like trailer queens.

While the Bugatti display bordered on overwhelming, there were plenty of other vehicles on the field to draw one’s attention. This show tends to attract primarily European cars, and the British, German, Italian, and Swedish turnout did not disappoint. A relatively new feature at Lime Rock is the so-called “Gathering of the Marques”. Open classes, sometimes labeled by Country of Origin and sometimes specified by make and model, are created, and owners are invited to park their vehicles on the track.

The Gathering of the Marques attracted particularly large volumes of BMWs (especially the 2002 model), Porsches (especially 911s), Mazda Miatas, plus the cars of Sweden, Great Britain, and Italy. (Where else but at Lime Rock would a fan of Italian cars such as myself see an Alfa 1900, Fiat Dino Coupe, and Lancia Stratos all on the same day?) A smaller but significant selection of domestic iron provided a nice contrast to the European cars.

The flea market area which used to exist near the start of the straightaway has all but disappeared, but a few vendors had interesting cars for sale, at what appeared to be reasonable prices. And let’s not forget that the paddocks are open to the public on Sunday, so race vehicles otherwise not on display can be ogled as part of the entertainment.

 

The threatened rain showers never materialized; in fact, the temps remained reasonable, staying in the high 70s/low 80s. Anything would have been better than last year’s deluge. It’s a three-hour one-way drive for me, but the quality and variety of offerings has drawn me back almost every Labor Day weekend for the past 25+ years. The track’s setting, nestled in a valley in the Berkshire Mountains, only adds to the ambience. The Lime Rock Fall Historic Festival is a must-see event on the calendar for auto enthusiasts in the Northeast.

 

Click on the photos to enable full-screen view!

 


BUGATTIS:


 ITALIAN:

Fiat Abarth Double Bubble

 

1955 Alfa Romeo 1900 (for sale for $395,000)

 

Lancia Fulvia Zagato! Here’s looking at you, Lenny!

 

Lancia Appia four-door pillarless sedan

 

1974 Lancia Stratos Stradale

 

1983 Lancia Rally 037 Stradale

 

Alfa Romeo Zagato GT Junior

 

Alfa sedan rear ends

 

Alfa Romeo Giulietta Spider

 

Alfa Romeo Spider

 

Lancia Beta Zagato

 

Fiat Dino Coupe, powered by Ferrari V6 Dino engine

 

Chrome-bumpered Fiat 124 Spider

 

Lancia Fulvia Coupe

 

Pre-war Alfa monoposto race car; note “SF” (Scuderia Ferrari) emblem

GERMAN:

1950 VW; note lack of chrome

 

BMW Isetta bubble-window coupe

 

Row of BMW 2002s poses with hoods up

 

Audi GT Coupe

BRITISH:

 

Jaguar E-Type Series II Coupe

 

Triumph TR3

 

Triumph GT-6

 

E-Type OTS stunning in gunmetal grey & red

JAPANESE:

 

Mazda Miatas

 

First-gen Mazda RX-7

 

Datsun 240Z

DOMESTIC:

Early ’50s Chevrolet woody wagon

 

1963 Chrysler 300 convertible

 

Lincoln Continental 4-door convertible

 

1955 Dodge, with original flathead-6

VOLVOS:

1968 Volvo 122 wagon

 

OK, Volvo experts, what’s not correct here?

 

Volvo 780 Coupe

 

Volvo 1800ES

 

Volvo 850 T5-R wagon

 

Volvo 1800E Coupe

 

Volvo C30

 

Brand-new Volvo XC40!

 


CARS FOR SALE:

 

 

 

 

All photographs copyright © 2018 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

NJ AACA 67th Annual Car Show, May 6 2018

The New Jersey Region of the Antique Automobile Club of America (AACA) held its 67th annual Antique Car Show on Sunday May 6, 2018, at the Mennen Arena in Morristown NJ. Yes, you read that correctly. This was the 67th annual show, meaning that the Region began this tradition shortly before I was born. The vast majority of cars at today’s show were manufactured AFTER the premiere event.

NJ Region Pres. Jerry Peck kept on the smiling face

This was the third consecutive year for the show’s “new” location at the Mennen Arena. This was also the third year in the row for show-day weather to be wet and cool. The less I say about the climatic conditions, the more positive this blog post will remain. If there were silver linings, the rain did stop by about 10 a.m., and the dense cloud cover did make for better photographic light.

Hudsons front…

For us car guys and gals who can tolerate some dampness, the real disappointment was the reduced vehicle participation. While I didn’t count, I estimate that there were perhaps 50-60 cars on display. Previous years at the old location in Florham Park would net us in excess of 200 show vehicles.

… and rear

But it is about the cars, and we still had gorgeous vehicles (and their owners) braving the elements. Below is a selection of today’s cars arranged in model year order. Your scribe entered his 1993 Mazda Miata, which at 25 years of age this year, is officially allowed to enter AACA events. Its owner is also humbled to state that the Miata took first in its class (#13b, imported two-seater cars), and it was also awarded a Membership Trophy for “Best Unrestored Car, 1976-1993”.

Enough words, here are the pix, enjoy.

1946 Mercury

 

1952 Ford

 

1953 Chrysler Imperial

 

1955 Oldsmobile

 

1956 Chrysler

 

 

1956 DeSoto

 

1957 T-Bird blue

 

1957 T-Bird white

 

1962 T-Bird

 

1963 Cadillac

 

1964 Ford Galaxie

 

1964 Pontiac Bonneville

 

1964 Pontiac Grand Prix

 

1965 Mustang blue

 

1965 Mustang red

 

1966 Ford LTD

 

1967 Cougar

 

1968 Mustang

 

1969 Mustang blue

 

1969 Mustang red

 

1973 Alfa Romeo Montreal

 

1983 VW Pickup

 

1984 Chrysler LeBaron

 

1985 Cadillac Seville

 

1988 Cougar

 

1993 Miata

 

All photographs copyright © 2018 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

 

 

The Isetta Saga, Chapter 10: The Rolling Chassis Debut

In Chapter 9, the transmission and final drive got overhauled, and the chain-driven axle was ready to be reattached to the chassis. In Chapter 10, the restored rolling chassis finally sees the light of day.

Smack in the middle of calendar year 1994, elbow-deep in my restoration of this fine German bubble car, I was at a “good news / bad news” crossroads. The good news: much mechanical progress had been made. One engine, minus a cylinder head, was complete. With the transmission and enclosed-chain rear axle both restored, the drivetrain was essentially done. The chassis, currently on its front tires only, was very close to rolling on all four wheels and tires.

But the bad news, like a devil on my shoulder, would lean into my ear and whisper: “You’re not going to get this done”. I still had parts procurement issues. In spite of my dealing with multiple parts suppliers, no one vendor had everything I needed, and there were still some parts which no one seemed to have. My commitment to the rebuild of a 2nd engine was detracting me from progress on my own car. Work to be sent out, in this case the cylinder head rebuild, left me stymied, as I was having difficulty finding a machine shop willing to take on an Isetta valve job. I continued to discover that I was missing parts (remember that I did not disassemble these cars), which had me on the hunt for good used ones. I had not even begun looking into a shop for the body and paint work. Yet I continued to brag how “the Isetta will drive in ‘95”, and 1995 was next year.

Let’s pause for a moment and reflect back, with 25 years of hindsight. Why was I doing this? What were the motivating factors? The truth is that there was nothing rational about the time, money, and effort being expended to restore this microcar which most people never heard of, and which had little monetary value in the collector car market. This was a labor of love, driven by these factors:

  • Having failed once at an attempt to sell the car, there was little choice but to make something out of the pile of parts.
  • Fifteen years after purchasing the car, I felt an obligation to do something with it.
  • It was a pipe dream to prove that I could take a non-running car and restore it.
  • Having heard horror stories about stalled projects, I was determined to show that it was possible to finish one.
  • I had the tools, the space, and the mechanical knowledge, giving me the confidence to tackle the work.

This is not to say my time was otherwise not occupied. My career with Volvo was in full swing, and it included regular domestic and international travel. My home and family life were full of commitments. I continued to perform on the drum kit in various bands, although not to the extent I had during the previous decade.

Primarily, the Isetta restoration was my way of immersing myself in the old car hobby. Both the ’57 Ford and ’67 Dart were gone. Aside from the Isetta, my only other car was my daily driver, a company-leased Volvo. There was no room, financially or physically, for another collector car. What drove me? The drive came from the knowledge that a finished, drivable Isetta was my ticket into the world of collector car events.

In an earlier post on the Isetta Saga, I mentioned that one cannot embark on these kinds of journeys alone. Working for an automobile company as I did meant that I was surrounded by fellow enthusiasts. In countless ways, they provided advice, assistance, and direction. One of my colleagues, Galen Royer, was a motorcycle guy, which I was not. Speaking to him one day, he mentioned a BMW motorcycle shop near his home. C & S BMW was in Chester NY, in Orange County. Although I had contacted other BMW bike shops (the one-cylinder Isetta engine is motorcycle-based), no one had been willing to take on the head work. From C & S I finally got a positive response. I dropped off one cylinder head with them, and they performed a complete overhaul, including installation of new valve guides, and cutting of valve seats. Finally, I could complete the reassembly of one engine.

A Polaroid of the heads prior to the machine work

 

The bill from C&S; a large expense compared to what I had been spending

 

One last shot of piston before head covers it

Turning my attention back to the chassis, the restoration of the rear axle along with its various attachment points brought me that much closer to a very important goal: the completion of a chassis rolling on its own four wheels. That goal was reached early in 1994, and I celebrated that accomplishment by throwing a party. Why not?

With rope power, the rolling chassis awaits its debut

 

It’s not a party without champagne

The gathering of friends to raise a glass in toast to a milestone was not intended as an egotistical, “look what I did” exercise in chest-beating. I thought of it as quite the opposite, actually. The small cadre of friends who were invited to the Rolling Chassis Debut all had been playing supporting roles in the restoration. Chris, Steve H, and Linda were of great assistance in procuring parts. Steve M and John had both been to the house multiple times when I needed an extra pair of hands.

 

Great friends raise a glass…. Judie, Chris, and Linda have passed on….

It was also important that I not take myself too seriously, as serious as I was about doing the highest quality work I could, and getting it done in a timely fashion. It was still “just a car”, and this was supposed to be fun. By having a party, I was letting you in on the secret: this was a lark, an Isetta for heaven’s sake! I wanted you to laugh with me. If that also meant laughing AT me, well, that was OK too. Celebrating a turning point held the promise of future celebrations at future turning points. Let’s pop a few corks, tell a few stories, and hope that you’ll keep helping me as I keep pushing myself to finish the darn thing.

The chassis finally is returned to rolling on 4 wheels

 

As a reminder, this is how it looked in 1990

 

From this angle, rear chain drive assembly is shown; no engine or trans yet

 

Front shock towers were black, now red; front and rear tread difference obvious here

The next big turning point looked like it would be the installation of the engine and transmission onto the chassis. But we were not quite there yet. There were a few subassemblies for the engine, chassis, and interior which needed work:

Brakes

Like almost all cars from the 1950s, the Isetta used drum brakes front and rear. Compared to normal cars, there was a difference: the lack of a differential meant that the two rear wheels, mounted on a solid axle, were not free to spin independently of each other. In execution, only one rear brake was needed, so viola, the Isetta had a total of three drum brakes.

The brake rebuild process was not without its challenge. All the wheel cylinders were frozen solid, and dislodging the pistons meant days of soaking in coffee cans full of Liquid Wrench. Even then, the pistons were still removed via destruction. The cylinders themselves were salvageable, and pistons and shoes were available from several of my local suppliers.

Brake line formation; new master cylinder is in place

Brake lines, on the other hand, were not. The only solution was to purchase metric brake lines, which I cut to length and bent to form using a tubing bender. The flaring of the ends required borrowing an ISO bubble flare tool. (It was a huge advantage to complete with work on the body-less chassis. I cannot imagine doing this with the body in place.) Various articles recommended using VW brake hoses for the front, and that’s exactly what I did.

My “before” photos came in very handy for the forming of new brake lines

Finally, the hunt was on for a new master cylinder, as the ones I had looked like they had been stored in New York Harbor. Mr. Krause in Emmaus delivered on that front, and it was a case of “pay whatever the asking price is”, as at that time, no one else had new Isetta master cylinders for sale.

Front brake shoes and wheel cylinder shown with drum removed

 

Steering wheel & column

My steering wheel had minimal cracks, and based on some discussions I had with steering wheel restoration companies at Carlisle, I wasn’t about to pay what they wanted to restore a wheel. It looked to me that a complete sanding and recoating of the wheel would get me to where I wanted to be with it.

Steering wheel as found, with worn factory coating

I had read that store-bought epoxy appliance paint, intended to refinish your kitchen fridge or oven, worked quite well on automotive interior items which are subject to handling and wear. Popping into my local Home Depot, I found spray paint in a nice almond shade, and committed to using it on the steering wheel as well as items like the light switch, shift knob, and interior door handle.

After sanding; wheel was overall in decent shape

The steering wheel was hand-sanded to remove all traces of existing paint, then given a good cleaning. With the rattle can, the intention was to apply multiple coats as lightly as possible. If I could get the wheel to rotate while spraying it, there would be no chance of runs. Using an old piece of outdoor furniture and a drumstick, I mounted the wheel so that I could spin it and spray it. It probably got four or five coats of paint this way, and to me it looked as good as new.

Restorations drive you to be creative and make your own tools

I was unsure if the steering column from the factory was painted silver or the same off-white as the steering wheel. In the end, I decided that the almond color would look better, so that‘s what it got. The u-joint at the bottom of the column was made of brass, and it polished up so brightly that it would have been a shame to paint it, so I didn’t. Instead, I sprayed it with a clear lacquer for protection.

The polished brass steering column u-joint; note BMW roundel stamped into surface

 

Pedals

The Isetta pedal setup is conventional: from left to right, there are the clutch, brake, and gas pedals. The steering column is located directly between the clutch and brake pedals, though, so any thought of left-foot braking, much less heel-and-toeing, must be dismissed. What do you think, this is a race car?

The pedal assembly before cleaning; note tube for steering column

The assembly came apart easily enough, and the metal pedals were cleaned and painted, just like so many other parts. Knowing that the pedal surfaces would eventually show some wear, I applied extra coats of paint to them, and decided that if I drove the car enough to create evidence of use on the pedals, I’d just call it “patina”.

Clean pedals, ready for paint

 

Dynastart

Instead of a separate starter and generator, the Isetta (and other contemporaneous small cars) used a combined starter/generator called a Dynastart. The combo unit mounted directly on the nose of the crankshaft. A heavy B+ lead went from the battery, to the voltage regulator, then to the starter post on the Dynastart. Turning the ignition key to “start” energized the unit to spin the armature. Once the engine started, it switched to charging mode, and along with regulator, fed DC voltage to the battery.

The Dynastart in “as found” condition

Mine looked like some sparrows had spent several seasons nesting in its confines. The internal magnets, wrapped in electrical tape, showed signs of fraying. Thankfully, John Jensen in his Isetta Restoration book provided explicit instructions for rebuilding the Dynastart. I took on the task, but not until I purchased supplies of various color wiring and cloth-covered tape.

The trickiest part of the job was removing the magnets, and Jensen warned about that. The only way they could be removed was by using a hammer-driven impact tool. Compounding the difficulty, the magnets were held in place with slotted screws, which could be easily stripped. Eventually, it all came apart. All the magnets were retaped, all the wires were replaced, and it all looked visually pleasing. Whether it would start and charge remained to be seen.

The bare shell, to be cleaned and reassembled

 

Done, and awaiting mounting to engine. Note tags on wiring.

The completed Dynastart meant that I could almost hear that thump-thump-thump of that one-cylinder vertical at idle. That moment would need to wait. With 1994 drawing to a close, the year gave me a final chance to take my car, as it was, to a show:

TOY DAY

My employer, Volvo Cars of North America, had an irregular annual tradition called Toy Day. It was a chance for employees who were auto buffs to display their toys at work. A Toy Day was held in October of 1994, and I was determined to make a presentation, even if I were the only one who wasn’t going to drive his toy to work.

Measuring the back of my Volvo 245, I saw that the rolling chassis would indeed fit in the rear of Sweden’s finest wagon (2nd row seats folded, of course). I maneuvered the chassis in there, and included a folding card table so that I could display my photo album and some Isetta literature. I managed to procure a parking spot between two other fine German automobiles, a Beetle convertible and a Porsche 911. (Re-read above about “willingness to allow others to laugh at you”.) My good friend John felt it was his obligation to effect his best salesperson pose for this photograph:

First “public display”. Along with John, two Swedish engineers steal ideas for future Volvos

Events like this only motivated me to keep going. Next, I would prove that the engine would run. Then, I could turn my attention to the body. Not for the first time, I asked myself, “how difficult could this be?”

Next time in the Isetta Saga: 1995 arrives. I said that “The Isetta Will Drive in ’95”. But will it? The year starts auspiciously, as I explore a risky way to purchase all the parts I’m still missing.  

All photographs copyright © 2018 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

FUN FACT OF THE WEEK:

What’s old is new again: Dynastart, technology now owned by German drivetrain manufacturer ZF, is being marketed by them as a practical, space-and weight-saving solution for hybrids.