Back to Print: 1990 AutoWeek issue predicts the collector car future

It’s obvious from all my blog posts covering automotive auctions from Mecum, Carlisle, RM Sotheby’s, and others, that I enjoy the collector car auction experience. Unlike classified ads, auction results provide an in-the-moment, real-world snapshot of what cars sell for. Part of the auction education is to learn about values. Price guides are great, but they’re numbers on a page or a screen. One can argue that a car at auction sold for too much or too little, but one can’t argue that a seller was willing to let it go at a certain price, or that a buyer was willing to pay a certain price.

Several friends of mine who are interested in the old car hobby have asked me about values rising over time, or put another way, “what can I buy today that I’ll make money on tomorrow?” They expect me to gaze into my crystal ball and spit out an answer. It might be possible to make the general statement that “all special interest cars appreciate over time”. However, it you’ve been at this long enough, and I know that many of my readers have, we’ve learned some hard lessons about vehicles and values.

Values of cars from the decade of the 1950s have peaked and have slid back, because the generation which grew up with them is dying off. Cars which are purchased as 100-point show cars and are then driven or allowed to deteriorate will decline in value. Sometimes, what’s hot today has simply cooled off by next month.

Conversely, we baby boomers have watched in amazement as cars from the ‘80s and ‘90s (which to us are “just used cars”) are being snapped up, some at surprisingly high prices, by the next generation of collectors. One famous scribe, who shall not be cited by name, proclaimed 20 years ago that “Japanese cars will NEVER become collectible!” He’s eating his words today as 1st gen Datsun Z cars, 4th gen Toyota Supras, and Acura NSXs trade for prices approaching or exceeding six figures.

My answer to my colleagues about my crystal ball? I tell them that my crystal ball shattered when the Ouija board fell off its shelf and knocked it to the ground.

Instead of a crystal ball, it’s more fun to travel back in time and see what was predicted about collector car values. I have the May 21, 1990 issue of AutoWeek magazine, its headline blaring “1990 Old Car Issue: Bring ‘em Back To Drive; A users’ guide to finding, buying and enjoying collectible cars”. I believe this 1990 edition was the first in what would become an annual series for AutoWeek, at least for most of the rest of the decade (I have two later examples in my collection). Let peruse the pages and see how right and how wrong they were.

The lead article, “Get ‘Em While They’re Cold”, suggests taking a long hard look at cars from the 1980s, buying them while they’re cheap, and then riding the wave of escalating values. By the way, this concept of buying cars which are 10 to 20 years old, at the bottom of their depreciation cycle, and then (hopefully) watching their values rise has really grown legs in recent decades.

A sample of the featured cars and their 1990 values, include:

  • 1986 Corvette Roadster, for about $25,000
  • 1982-1985 Buick Riviera convertible, many at less than $10,000
  • 1985-1988 Fiero, at anywhere from $6,000 to $16,000 depending on equipment
  • 1981-1983 Imperial, and I quote: “Current prices are in the $4,000 to $6,000 range, so it doesn’t take a Donald Trump to see the profit potential….”
  • 1984-1986 Mustang SVO, with “prices all over the map”

The featured story and cover car, about one man’s obsession with obtaining and restoring the 1938 BMW328 which won the 1940 Mille Miglia, is a delightful human interest tale of overcoming many setbacks before eventually triumphing. But there’s no mention of actual dollars spent. To his credit, even with the article implying that this BMW might be worth $2 million (remember, this was written in 1990), the owner said “Of course I’ll drive it, ‘cause that’s what it is – a car…. I just can’t understand the way some people think. The thought of turning a car into a $2-million floor lamp makes me sick”.

The final series of articles in this issue highlight 3 popular collectibles: the MGA, the Porsche 356, and the Jaguar XKE, also known as the E-Type. For two of these, I’ve captured AutoWeek’s pricing for a 90-point car. Just to keep things in perspective, Google reports that the 1990 average new-car price was $15,500, and the median household income was $35,400.


My January 2021 edition of CPI (Cars of Particular Interest) Price Guide shows a 1960 Porsche 356B S-90 Roadster worth $198,000 in excellent condition, and a 1967 Jaguar XKE roadster (OTS) worth $302,000 in excellent condition. Now that’s what I call appreciation!

Abarth Obsessed

Does the name Abarth ring a bell? If you’ve been around automobiles a while, you may recall a line of performance mufflers and exhaust systems sold under the Abarth name. For much of the ‘50s through ‘70s, it was one of the hot setups. Relatively affordable compared to more extensive modifications, an Abarth exhaust system bolted on easily, provided at least a few additional ponies, and sounded like you added more than just a few.


This Abarth exhaust ad is from the Oct. 1960 issue of Sports Cars Illustrated magazine

Fast forward a bunch of decades, 2012 to be exact, and remind yourself that this was the year Fiat reentered the U.S. market, offering new Fiat automobiles to Americans for the first time in about 30 years. To start, there was one model, the 500, available in several trim levels. Top of the heap was the Abarth, utilizing a turbocharged engine which gave it a 59-horsepower advantage over its lesser brethren. A few years after that, when the 124 convertible was reintroduced, there was an Abarth version too.

Of course, there’s more to the story. The Abarth company was started by and named after its founder, Carlo Abarth (born Karl Abarth in Austria), who moved to Italy, amended his first name to sound Italian, and began to build performance engines. From there he progressed to modifying Fiats, and eventually manufactured his own cars. The Abarth company was at its peak during a 15-year run from about 1956 to 1971, at which time the company was purchased outright by Fiat. His Astrological sign, Scorpio, inspired the Scorpion image which adorns the Abarth badge.

The March 1962 issue of Car & Driver magazine included this blurb on Carol Abarth

I’ve long been obsessed by Abarth cars. First, they’re Italian. Second, their diminutive size is something I’ve always found attractive (this coming from a former Isetta owner). Third, their status as the “David” versus the “Goliaths” of the day always had me rooting for them. Amazingly, in spite of a sometimes tremendous horsepower disadvantage, they racked up a series of impressive racing wins. Not a lot of Abarth cars were built, more than a few were wrecked, and even fewer were preserved, so spotting one today is a treat.

I’ve photographed Abarths at Hershey, at Lime Rock, and at the New England 1000 rallies, yet I realized that I knew very little about the cars. Poring through my automotive library in search of historical information on the brand, I was surprised how little I found. Most of my general-interest books on European cars do not mention Abarth, and I would venture to guess that they were thought to be similar to a ‘tuner’ like Dinan for BMW or AMG for Mercedes-Benz. The Standard Catalog of Imported Cars 1946-1990 has the most extensive Abarth coverage of any of my books, with good technical specs yet few photos.


This page is from Tad Burness’ scrapbook-like Imported Car Spotter’s Guide


This Abarth was seen at Hershey in 2015


This Abarth joined us during the 2014 New England 1000


Found on display at Lime Rock in 2014



Searching online, I discovered a book by Peter Vack: Abarth Buyer’s Guide, published in 2003 by Veloce Press. I bought it and have begun reading it. It’s not easy keeping track of models with such similar names as Fiat Abarth 750 Berlina, Fiat Abarth 750 GT Zagato, and Fiat Abarth 750 Allemano. Then we move to Fiat Abarth OT 850 Series, Fiat Abarth OT Coupes, and Fiat Abarth OT Sports Racers. Some have stock Fiat sheetmetal, some are externally modified, and some have bespoke bodies. All of them have rear-mounted Fiat-based engines, modified modestly or aggressively. For some models, the book notes that “no two cars were alike”.

There will be more to say about Abarth cars in the coming weeks.  Actually, this post will be tied into another recent post, and will become an ongoing storyline through the summer and fall. In the meantime, if you come across an Abarth on the street, please snap a pic and send it to me. Thanks.




All photographs copyright © 2020 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

The 1940 Triborough Bridge Authority Map

As I’ve mentioned in previous posts, I collect maps. I’m especially fond of older maps which were printed before the era of modern interstate roadways. As a native New Yorker, I’m partial to maps of the metro NY/NJ area.

Most of my old maps are undated, which is a shame. However, careful study of streets, highways, bridges, tunnels, and other human-built structures usually provides enough clues to date a map to within a year or two of its printing.

One of the more unusual maps in my collection isn’t a typical gas station giveaway of a city or state. This map is entitled “TRIBOROUGH BRIDGE AUTHORITY TRAFFIC CROSSINGS”. It shows most of the five boroughs of NYC, and as the title states, it highlights the bridges and tunnels which are under the purview of that agency. The map has another quite unique feature: it illustrates a crossing as “UNDER CONSTRUCTION” which never got built.

Look at those tolls! But remember, back then they were collected each way.

Because four of the five boroughs of New York City are on islands, as vehicular traffic increased during the first half of the 20th century, structures were erected to allow cars and trucks to traverse waterways without using ferries. While the Brooklyn Bridge was opened in 1883, well before automobiles became mainstream, the Williamsburg, Manhattan, and Queensboro Bridges were all completed during the first decade of the new century. After that came the Holland Tunnel in 1927. The next 13 years saw rapid growth as the George Washington, Triborough, and Whitestone Bridges along with the Lincoln and Queens Midtown Tunnels were up and running by 1940.

Much of NYC, with some of NJ, as it appeared circa 1940

It’s impossible to discuss this growth without bringing up the name of Robert Moses. A hero to some and a villain to others, I will not even wade into those waters. However, the decade of the 1940s was a difficult one for him because it was one of the few times when he didn’t get his way. I’m referring to his plan for the Brooklyn-Battery Bridge.

It was 1940 when Mr. Moses made his proposal for a bridge to connect the southern tip of Manhattan with downtown Brooklyn. While he had his supporters, the opposition on this one was strong. Among those in the “against” camp were the U.S. Government, who saw such a bridge as a potential bombing target; a bombed bridge would then block access to the Brooklyn Navy Yard. There was also a fierce argument put forth that such a structure would ruin the view of the downtown skyline from Brooklyn.

Yet my map labels the bridge, and refers to it as “under construction” (a wildly optimistic claim with no basis in fact). I estimate this was printed around 1940, based on the inclusion of the (1939-1940) World’s Fair site. By the late 1940s, Robert Moses acquiesced and agreed to the construction of a tunnel in lieu of a bridge, which has given us today’s Brooklyn-Battery Tunnel (officially the Hugh L. Carey Tunnel, but try telling that to a Brooklynite).

An enlargement from the map showing the Brooklyn-Battery ‘Bridge’

By the way, have some fun hunting down other landmarks shown on the map, including Penn Station, Grand Central Station, and all 3 Major League Baseball stadiums!


All scans are from my personal map collection.




The Transportation Exhibits at the 1964/1965 NY World’s Fair

I collect maps. Unlike most other things I collect (cars, tools, books, cameras), maps take up very little space. I can bring home a few maps and slip them into my collection without it raising an eyebrow.

When I attend automotive flea markets, typically Carlisle and Hershey, I see vendors who specialize in maps, and vendors who happen to have a box of maps along with other stuff. Map collecting is a subset of the automotive hobby, and the map specialists recognize this and price their wares accordingly. I don’t know what makes one map more valuable than another, but obviously, age, condition, and rarity all play a part. I tend to do most of my pickin’ at the vendors who are not specialists.

A few years back, rifling through a box of maps at one of these shows, I came across a copy of the “official” map of the 1964-1965 New York World’s Fair. It was in like-new condition, and while I don’t recall the exact price I paid, it was five dollars or less. I thought that was a sweet deal, especially since I didn’t own a copy.


The map’s cover and some general information

Although I attended the ’64-’65 NY World’s Fair six times with my family, I have only fleeting memories of it. I was just a kid, and as if you need the reminder, this was 56 years ago. So the map was a welcome way to revisit the event. It came as a surprise to me to see that the exhibits were arranged by category: Industrial, International, Federal and State, and Transportation.


The complete exhibit map

In Transportation, the buildings from Ford and GM dominated. Everything else (Chrysler Corporation, rental car companies, oil companies, and suppliers) was small potatoes compared to these behemoths. (Notably absent was Rambler/American Motors; even back then their budget was so tight that they had to sit this one out.) If the full map is done to scale, and it likely is, then it appears that the Ford Motor Company exhibit may have been the single largest building at the Fair. (In an earlier blog post, I had shown a postcard image of the GM building from this Fair.)


The Transportation exhibits

Look at the index which is part of the map. The ‘time’ next to each exhibit name indicates the approximate amount of time needed to tour the exhibit. This was intended as a way for attendees plan their day, and (as the fair organizers hoped) realize that a return visit would be necessary to see it all. GM, Ford, AND Chrysler each have a recommended visit length of one hour.


The index of Transportation exhibits

When the Fair closed, most of it was torn down with the notable exceptions of the Unisphere and the NY State Pavilion. Flushing Meadow Park, where the Fair was located, still exists, and I visited it in 1984 and took these two photos.

The Unisphere in 1984. Made of stainless steel, it shows no signs of aging.


The New York State Pavilion in 1984


Then, in 2004, the local Mustang Club invited a select few of us back to the Park for the unveiling of the new 2005 Mustang, replicating the launch of the new 1964 ½ Mustang at the NY World’s Fair in April ’64. A photo of my 1968 California Special at that event, with the Unisphere in the background, made its way into the Mustang GT/CS Recognition Guide & Owner’s Manual (3rd Edition) by Paul M. Newitt.

My GT/CS is in the upper right corner

If you visited the Fair, I hope that some of this brings back pleasant memories. If you were not able to visit, I hope that you can marvel at what seemed so futuristic to us in the mid-‘60s.


All photographs copyright © 2020 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

Old postcards Part 2: Travelalls, Datsuns, and Saabs

Old Postcards Part 1 covered postcards of the two New York World’s Fairs. These three postcards below found in my dad’s collection are a potpourri: two are from Cape Cod MA, one of the places my father liked to visit when he traveled (which was infrequent), and the third is an advert for the Datsun 210. I can hear the youngin’s from here: “What’s a Datsun?”



So reads the back of this postcard. Beach buggies? The ‘buggy’ in question is an International Harvester Travelall, a forerunner to today’s ubiquitous SUV. Looking at that soft sand, I’m not sure I’d trust ANY 4WD vehicle to return to pavement, but obviously, the folks who ran these tours found these trucks to be up to the job. Carrying capacity was another advantage. Presuming the vehicle had 3 rows of bench seats, it could likely accommodate a driver plus 8 passengers, adding to the tour company’s revenue per outing.

Relying as I do on Wikipedia, it appears that the pictured Travelall is a model year 1968, the last year for this body style. That conclusion is based on the rear quarter panel trim, which seems to have been a 1968-only treatment. In 1969, the Travelall was redesigned and bore an appearance very similar to the smaller IH Scout.




I can’t say that I recognize either the museum or the monument, but I do recognize all the cars in the parking lot. Was GM having a convention that weekend? Did the Saab owner know that someday the brand would be owned by GM? I kid. Among the GM cars are two ’61 Chevrolets, a ’62 Chevrolet, ’55 and ’62 Pontiacs, and behind the ’62 Chevy, perhaps an early ‘60s Ford Falcon.

At first I had a difficult time determining if the Saab was a late-50s 93, or an early-60s 96, as their front ends are nearly identical. However, the 93s had ‘suicide’ doors while the 96’s doors were hinged conventionally, as appears here. The front grille was substantially redesigned in 1965, putting the postcard car into the 1960-1964 model year range. So except for the ’55 Pontiac, all the cars pictured here are of very similar vintage.


“DATSUN 210: Five models to pick from, with one kind of gas mileage…. It’s economy that makes you feel rich.”

The Datsun 210 had a short run in the U.S.: the model was sold here only from 1979 through 1982. There were indeed 5 body styles: a two-door sedan, four-door sedan, five-door wagon, three-door hatchback coupe, and a special 210MPG two-door sedan.

The U.S. was hit with its 2nd gas crisis of the decade in 1979, so Datsun’s timing was, shall we say, fortunate. The wording on the postcard talks about little other than fuel economy, because that’s what Americans were shopping. The 210MPG model, with a reduced horsepower 1.4L engine and a five-speed manual gearbox, was rated at 47 mpg on the highway. Perhaps most surprising to me is that this vehicle, like almost all Asian imports at this time, was still RWD.

Datsun was still a few years away from switching over its brand name to Nissan, but do note the corporate Nissan symbol in the bottom left-hand corner.

My dad bought a new Datsun 200SX in the early ‘80s, so no doubt he picked up this free postcard at that time. Was he considering the flashy 210 three-door hatchback coupe in the photo? Didn’t the image of the young man serenading his date with a flute influence his decision?


All images are from my personal collection of postcards.



A Tribute to the Late Brock Yates

Brock Yates passed away a few weeks ago. If by chance the name is not familiar, he had a long career as a writer and editor for Car & Driver magazine, and wrote over a dozen books on cars, auto racing, and the automotive industry. His most infamous “accomplishment”, however, may be as the chief instigator of the Cannonball Baker Sea-to-Shining-Sea Memorial Trophy Dash, a recurring stunt which led him to write the screenplays for the movies Smokey and the Bandit II and The Cannonball Run.


When I was a senior in high school, the March 1972 copy of Car & Driver magazine arrived home. In it was the story of the running of the first Cannonball race, which was held in November 1971. As an impressionable young lad who was car-crazy and had traveled no farther from my Staten Island home than the Catskills of upstate NY, the idea of hopping into a car, any car, and racing from New York to California absolutely infatuated me. I brought the magazine to school, showed it to the few buddies whom I thought might be interested, and read and re-read the story on my bus-subway-and-ferry commute. To this day, it is perhaps my favorite article ever published in a magazine.


Yates, with co-driver Dan Gurney (talk about a ringer), won in a Ferrari Daytona, making the trip in under 36 hours at an average speed of 80 miles per hour. (Favorite quote: “Masterful driving by Gurney negotiates the extremely dangerous stretches of Route 89 through the Prescott National Forest and the Cliffside highway at Yarnell with relative ease. Yates proves ‘Ban don’t wear off’.”) The other entrants were almost as interesting, and included a Cadillac, an AMX, and several full-size vans. Reading the story again reminds one of both Yates’ determination to change the world, and his own naiveté in thinking that this was the way to do it. (In his C&D columns, he frequently argued that driving was a quicker way to cover long distances than flying.)


Five years later, I completed my first coast-to-coast drive, although it was no race, and it was in a Volvo. My fascination with Ferraris reaches back to this story, and a few short years ago, the very Daytona piloted by Yates and Gurney was on display at Carlisle. It was no small thrill to see it in the metal.


race-p1 race-p2 race-p3 race-p4 race-p5 race-p6 race-p7 race-p8


The entire article is scanned from my original copy, and is attached as 8 PDFs. Take a few moments to read it, then lift your glass to the memory of Brock Yates.

Back to Print: True’s Automobile Yearbook for 1960

Car magazines and books are a weakness of mine. My automotive library hold hundreds of car books, and hundreds of various magazine titles. I’ve written in the past of the Car & Driver collection which extends back to the early 1960s. Every year for the past 30+ years, when attending the Carlisle and Hershey flea markets, I am on the lookout for a hardcover or softcover treasure to take home.

Several years ago, a visit to a “$2 bargain bin” at Carlisle yielded this treasure: True magazine’s annual Automobile Yearbook, with none other than Uncle Tom McCahill on the cover. (True, also known as “True, The Man’s Magazine”, was published from 1937 to 1974 by Fawcett Publications. During the 1950s, famous automotive author Ken Purdy was its editor.)

The year 1960 was a watershed year in the U.S. car business, as the Big Three domestic manufacturers each introduced a compact car to fight the growing import car invasion. One vehicle each from GM, Ford, and Chrysler made the cover, but the only compact to do so was the Corvair. Note the picture caption: by mentioning “rear-engine”, perhaps it was seen as Detroit’s best shot to beat Volkswagen at its own game.




The article “Detroit: 1960”, written by McCahill, summarizes the market-share drubbing the big boys were facing, and not just from the imports, but from Rambler and the Studebaker Lark too. As the decade was dawning, these executives were counting on the accuracy of their prediction that the compacts would account for 20% of the new car market. As we know now, it was impossible for them to see what else was in store: intermediate-sized cars, pony cars, government regulations, and further penetration by non-American makes.




Uncle Tom always had a way with words. In this article, he spews out some beauties, such as “… opinions as to what percentage of the market these small cars will pull are as wild as a Third Avenue saloon on Saint Patrick’s Day”; “… good imports …. appear to be put together by guys who really liked what they were doing and not counting the days until their next strike”; and “… 1960 promises to be the wildest year since Louis Chevrolet sat on a bear trap”.

Imports were still viewed as a separate category, deserving of their own story. “The Report on the Foreign Cars” article highlights the tremendous rise in market share, which increased from 1.65% in 1956, to an anticipated 10-12% by the end of 1959.




More telling is this list of the “25 Best Selling Imports as of Jan. 1, 1959”. Number One is no surprise. But the 2nd best-selling car in America was French?

To those who may be seeing data like this from the late ‘50s for the first time (or for those who have not seen this in a while), there are two surprises: one, the relatively low positions of future German giants such as Mercedes-Benz (14th), BMW (19th) and Porsche (22nd); and two, the complete lack of any Asian brands in the top 25 positions.

Indeed, the vehicular landscape would change again (and again). No one would have predicted that England, which held FIVE of the top ten positions, would all but disappear from the ranks. Borgward outsold Jaguar AND Saab AND Alfa Romeo? Really?



No car magazine from this time period would be considered complete without an article on safety. This excerpt is surprisingly accurate in listing energy-absorbing bumpers, headrests, safety belts, roll bars, and crash-absorbing front structures as features which would save lives. But it would take an act of Congress (the 1966 Motor Vehicle Safety Act) to get many of these features installed. I’ll leave it out of the discussion whether that was because consumers wouldn’t pay for them, or because the car makers preferred to emphasize styling and horsepower.




AND, no car magazine from this time period would be complete without an article about… flying cars! (There was an obvious lack of articles from the 1960s about the Internet.) Perhaps it’s best these never came to pass – imagine the issues if pilots were distracted by their cell phones.




EPILOGUE: The Milesmaster Fuel Pressure Regulator, only $6.95, guaranteed.




Scans are from “TRUE’S Automobile Yearbook for 1960”, which is in the author’s personal collection.

Back to print: the March 1964 issue of Car and Driver magazine

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
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
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 2


GTO road test page 3
GTO road test page 3


GTO road test page 4
GTO road test page 4


GTO road test page 5
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
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
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 1934 Airflow
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
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 1967 Jaguar XK-E New Car Sales Brochure

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
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 interior
The red coupe and black roadster, showing the roadster’s red interior
This time, coupe in foreground, roadster in back
This 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!"
“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
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
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.





The Fiat 124 Sport Coupe: An Abbreviated History

Last week’s blog entry on the 1970 Fiat 124 Sport Coupe which I owned for two and a half years reminded me of the lasting impact that car had on my automotive psyche. As my first European car, first Italian, and first stick-shift vehicle, it’s something I recall with fondness. Through the years, I’ve collected various publications on the 124 Sport, and piecing together last week’s posting had me referencing this printed material. So, as an epilogue of sorts, here is a short history of the three generations of this coupe with which not everyone may be very familiar!

Early print ads were stark, showing nothing more than part of the exterior, and the price
Early print ads (this from 1968) were stark, showing only part of the exterior and the price

The Sport Coupe’s mechanically-identical sister, the 124 Spider (later known as the Spider 2000), is much better known in the States for several reasons. The Coupe’s production run ended in 1975 but the Spider’s continued until 1985. Ironically, the Coupe’s production numbers far exceeded the Spider’s (278,000 vs. 210,000 worldwide), but from 1975 to 1981, the Spider was built exclusively for the U.S. market. The Fiat Spider was also part of a “last gasp” of affordable European sporty convertibles, most of which withered and died away by the end of the ‘70s (think MG B and Midget, and Triumph Spitfire, TR7, and TR8.) The typical buff book review gave high praise to the Fiat when compared to the British iron, much of which was rooted in the Sixties. Unfortunately, various mechanical ills, aided by the tin worm, resulted in many Fiat owners deciding not to repeat the ownership experience.


The 124 Coupe, for those requiring four seats under all-weather protection, was the more attractive offering compared to the Spider. The car was built in 3 series, internally known as AC, BC, and CC (“A” Coupe, “B” Coupe, and “C” Coupe). The basic body shell and greenhouse carried over; front and rear styling was tweaked with each succeeding generation. The wonderful Lampredi-designed DOHC inline-4 grew from 1438cc to 1608cc, and finally to 1756cc.


The first-gen coupe (AC) was officially built from 1967 to 1969 (U.S. sales began in 1968). Preferred by many for its clean design, the front end had dual headlights and a sharply sloping hood. Tail lights were simple horizontal affairs on a vertical back panel. The airy greenhouse was distinguished by rear quarter glass larger than the door glass. The instrument panel centered two large round dials in front of the driver, with smaller round gauges to the side.

The first generation "AC" 124 Coupe is considered the best-looking by many
The first generation “AC” 124 Coupe is considered the best-looking by many

In 1970, the BC model saw a significantly revised front end, now with quad headlights. The car’s front bore more than a passing resemblance to the Fiat Dino Coupe. The tail lights were larger, but the sheetmetal to which they attached did not change. Minor refinements to the interior were noticeable only if one parked the old model next to the new one.

Straight-on front and rear shots of the 2nd gen "BC" model
Straight-on front and rear shots of the 2nd gen “BC” model

Model year 1973 Coupes, the “CC” models, again brought front and rear styling changes. The headlights were set into their own panels, and the grille was recessed, with a dual-step front bumper below it all. To most eyes, the front end was too “busy” compared to the clean predecessors. The trunk lid opening extended down to the bumper, greatly reducing liftover height, but this required the tail lights to become vertical elements, moved to the outer edges of the quarter panels. Convenience was gained at the expense of looks. While many felt that the changes were necessary to keep this aging model looking “current”, 1975 was the end of the line for the Sport Coupe.

The 124 Coupe CC model; the book agrees that it's not the most attractive version
The 124 Coupe CC model; the book agrees that it’s not the most attractive version

This 124 Full-Line brochure from 1972 includes the 124 sedan and wagon, both of which used the OHV-4 engine. By grouping them together, Fiat was undoubtedly trying to allow some of the sportiness of their Coupe and Spider to rub off on the more pedestrian offerings.

Today, it’s rather easy to find a 124 Spider/Spider 2000 for sale; amazingly, the survival rate is high enough that eBay or Craigslist will put one up on your mobile screen in a matter of moments. (Condition of said find is another matter.) You’ll have no such luck with the Coupe version. Yes, they’re out there, but so is a small and rabid contingent of collectors who see the goodness in these little cars. Those who own one tend to hold onto it. Values aren’t going anywhere; but it’s nice to know that Fiat’s long-lost classic Coupe has its admirers.


Stats and photos for this blog entry taken from "Essential Fiat 124 Spider & Coupe" by Martin Buckley (in the author's collection)
Stats and photos for this blog entry taken from “Essential Fiat 124 Spider & Coupe” by Martin Buckley (in the author’s collection)