Driving the GT/CS to Nashville for the Mustang’s 40th Anniversary

March 5, 2017 RichardReina Car shows, Drives, Events, Family cars California Special, Ford Mustang, GT/CS, MCA, Mustang 40th anniversary, Nashville

With the recently-acquired Mustang in the garage for the winter of 2003-2004, I set out to do three things in preparation for the 2004 driving season: join the local Mustang club, subscribe to Mustang Monthly magazine, and obtain as many vendor parts catalogs as possible.

The N.J.-based club was the GSRMC (Garden State Region Mustang Club), and soon after joining, its President invited me to submit an article about my car, as we both surmised it was the only GT/CS in the club.

Prior exposure at events like Carlisle had shown that (especially compared to Isetta vendors) there were dozens of Mustang parts suppliers, so any needed part should be only a phone call or mouse click away. I was soon to learn otherwise.

As weather allowed, I would slip into the garage to perform some preventative maintenance: tune-up, oil change, coolant hoses & clamps, etc. Removing the air cleaner lead to the discovery, missed by me and unmentioned by previous owner Tony, that the heater hoses were disconnected from the heater core at the firewall. Against my better judgment, I reconnected them, filled the system, started it up, and ran the heater. All was dry, so I let it be.

As I placed orders for my Mustang-specific parts, I sampled various vendors, including Mustangs Unlimited, CJ Pony Parts, Virginia Classic Mustang, and NPD. Two truths became apparent: first, the quality of aftermarket parts varied widely, and was not always good, to the point that substandard parts were returned; and second, the idea that any part could be found at any vendor was hindered by my engine.

The “X code” 390 2-barrel FE-block was so rare that most Mustang suppliers did not carry parts for it. (Some catalogs, and some otherwise-well-written tomes on the Mustang did not even acknowledge that Ford used this engine in Mustangs!) Out of 317,000 1968 Mustangs, the X-code engine was put into 476 of them (2/10ths of 1%). Among California Specials, 75, or about 2%, used it. Either way, that makes for one rare engine.

The vast majority of its parts are shared with the S-code 390 “GT” 4-barrel engine. The differences are all on top: intake manifold, carb, air cleaner, emission controls, and various connecting parts. For my needs, I was stymied at obtaining vacuum hose connection parts, and a replacement for the missing air cleaner snorkel. (Much later, I found that the snorkel was not being reproduced, and was available used for about $900. I didn’t buy it.)

Early in 2004, the Mustang Club of America (MCA) announced that it would be hosting a 40^th anniversary celebration for the Mustang in April, with the event to be held at Nashville Speedway in Tennessee. (The Ford Mustang debuted at the New York World’s Fair in April 1964.) Checking with the GSRMC, there seemed to be lukewarm interest in attending. However, the New England Mustang Club was organizing a caravan, stopping at various points to pick up participants, and they would be stopping at CJ Pony Parts in Harrisburg PA. My wife was willing, so we signed up.

**Portfolio cover for 40th anniversary show**

On a rainy April day, we headed out to Harrisburg. The group, at this point about a dozen strong, showed up a short time later. The New England crowd was friendly, and warmly welcomed us. (They promised a “wicked good” journey.) It was nice to have some company on the trip south. The Mustangs consisted primarily of first-generation cars and Fox bodies. Most were driven; several were trailered. As we traveled, other Mustangs joined, and soon there were close to 20 cars. The group was informed that our destination for the night was Harrisonburg VA, and that we would be in Nashville by the afternoon of the second day. The weather remained cool and damp, but we were comforted by fairly good heat output in our car.

That is, until my wife said something about green fluid leaking from the dash near her feet.

We pulled over, and several other drivers also stopped in solidarity. Fortunately, the coolant loss was small enough that the temp gauge stayed in the Normal range. With assistance from several helping hands, we routed the heater hoses in a “U”, bypassing the core. The leak stopped, but we had no heat. Within a few hours, grey skies gave way to sunshine, and a significant jump in the thermometer. By the time we reached Nashville, temps were in the 80s.

**MCA 40th anniversary show field, Nashville TN**

**Show revelers happily tailgate on the gravel**

My GT/CS on the showfield; Speedway grandstand in background — **My GT/CS on the show field; Speedway grandstand in background**

This was the first time I had attended a show of this magnitude. Memory tells me that there were about 3,000 Mustangs in attendance. Once we entered the parking lot, it was first-come first-served to find a spot; except for some pre-chosen cars parked under cover, there was no attempt to organize the field. We parked and walked around. The Ford Motor Company was an official sponsor, so it was a treat to see one of the first Ford GTs. Edsel Ford II (son of Henry Ford II) was in attendance, and had a friendly greeting for anyone who came by his way.

A proud pose into one of the first GTs shown to the public — **A proud pose in front of one of the first Ford GTs shown to the public**

**Mr. Edsel Ford II, son of Henry Ford II, grandson of Henry Ford**

This was a 3-day show, and Day 2 was not that different from Day 1. Temperatures stayed in the 80s, and cars were kicking up a lot of dust in the gravel parking lot. The heat and the dust did not make walking an enjoyable endeavor. I did spot a number of other GT/CS cars, and when possible, introduced myself to the owners.

One evening, there was a caravan into downtown Nashville, where we saw a show at the Grand Ole Opry, and enjoyed some local BBQ. By Day 3, we were ready to head home. We drove sans caravan, stopping at a B&B on the way, and taking in the scenic views of the Blue Ridge Parkway and Skyline Drive through Virginia.

**The California Special poses outside of our B&B**

We got home without further incident. The Mustang did 2,200 miles, flawless except for the leaky heater core (for which I should have known better). Now I knew what I’d be working on during the upcoming winter!

My wife takes in the beautiful Virginia scenery — **My wife takes in the Virginia scenery, pleased that there is no more green fluid to deal with**

The Purchase of My 1968 Mustang California Special

February 26, 2017 RichardReina Family cars California Special, Ford Mustang, GT/CS, Marti Report

After participating in the New England 1000 classic car rally for four years straight, I took a break. Admittedly, this “break” was dictated by circumstances; Steve had moved to California, and I had sold the MGB, so I was without a rally-eligible ride. It was fun to take the little BMW Isetta to car shows and cruise nights, but a 13 horsepower microcar was no long-distance rally contender.

Sure, you can buzz around the neighborhood, you aren't going to rally in that thing, are you? — **Sure, you can buzz around the block, but you aren’t going to rally in that thing, are you?**

By 2003, the itch to get a drivable classic car had returned full strength. And I knew what I wanted. Much of the spring and summer of that year was spent searching online for a Ford Mustang California Special.

Why this particular Mustang? The story really starts in the early 1990s, while attending a Carlisle (PA) antique car event. Rounding a corner in the flea market, I stopped dead in my tracks at the sight of a Mustang coupe, the likes of which I had never seen before. From some angles, especially the rear, it looked like a Shelby Mustang. But this car was a 2-door notchback, and all of Shelby’s cars were either fastbacks or convertibles. My next thought was that someone had created a one-off tribute car. Whatever it was, I needed to find out more.

After returning home and conducting some research, I was fascinated to find out, for the first time, about this very special Mustang model. Here is the capsule version of that story:

In mid-1968, the Ford Motor Company recognized that increased competition from GM (Camaro, Firebird), Chrysler (Barracuda), and AMC (Javelin) was hurting Mustang sales. Ford, encouraged by their strong Los Angeles dealer network, agreed to create a special model, to be sold only in the state of California. The California Special (also known as GT/CS) option was a $194 trim package, only for coupes, and available with any engine. Initially, the plan was to build 6,000 units. When sales results did not keep up with forecasts, dealers throughout the west were allowed to order and sell the GT/CS. No cars were ever sold east of the Mississippi. Final production total was 3,867 units out of 249,447 ’68 coupes, representing about 1.5% of total coupe production.

Steve owned a book dedicated to the GT/CS, which he generously loaned me. From this book I learned that all of its distinguishing features were external: blacked out grille, fog lamps, hood locks, side stripes and scoops, rear spoiler, pop-open gas cap, and Shelby taillamps. This was a “Shelby look” Mustang at a fraction of the price of a real Shelby.

My infatuation was growing, and was further fueled by discovery of the www.californiaspecial.com website. The search for a car began, complicated by (no surprise) seeing that most of these cars were 2,000-3,000 miles away from me! Not many California Specials wandered far from their birth place.

After about 6 months of constant searching, this ad popped up on the californiaspecial.com website:

Tony's ad from August of 2003 — **Tony’s ad from July of 2003**

Several factors were immediately attractive: the car was Lime Gold, the same as my ’67 Mustang (even though the ad incorrectly described the paint as Ivy Gold, which was the interior color), and it was in Maryland. Less attractive was the 390 (this is the cue for big block fans to boo and hiss, but I preferred the Ford 289-302 small block, one of the world’s best V8s), and the price, which was about 25% higher than my target. Before proceeding any further, I bought a Marti Report for the car.

Kevin Marti runs a business whereby customers supply him with a VIN from a classic Ford product, and he supplies a report detailing the production details for that specific car. He started his company by purchasing these records directly from the Ford Motor Company. There were many warnings about GT/CS clones, and knowledgeable online forum participants stressed that a Marti Report (only $17) was one sure way to guarantee that the California Special under consideration was not a fake (or as those who practice such shenanigans would call it, “a tribute car”).

**The Marti Report for my GT/CS, X154014**

The Marti Report for the car in Maryland not only confirmed that it was a real California Special; it showed the car to be highly optioned from the factory, with air conditioning, power steering, power disc brakes, GT package, deluxe interior, and center console. One further revelation from the report: the car was sold new in Hawaii! I rang up Tony, and one Sunday in August of 2003, took a ride to Germantown MD.

On my arrival at his home, Tony had the car parked outside. I spent at least two hours going through it, flashlight and screwdriver in hand. It was solid and complete, and drove well. There were some minor faults in the paint, and underhood looked like it needed a weekend’s worth of detail work, but there was a lot to like. Knowing there was no rush, I pitched a low-ball offer to him, convinced he’d never take it, and concluded with “think about it, and we can talk during the week”. As I took out my keys and walked toward my car, Tony yelled out from 20 feet “I’ll take it!” Oops. My gambit worked.

We did the whole money and paperwork part of the deal from our respective residences, and about two weeks later, plates in hand, my step-son John and I headed down in my Volvo. He drove the Volvo home, following me in the ’68. The car drove absolutely fine the entire way, until I pulled into my driveway, at which point the mechanical fuel pump sprung a leak! My timing could not have been luckier. It also gave me my first taste of the difficulty of working on that massive engine, as the A/C compressor needed to be swung out of the way to reach the pump. But the car was on the road again in short order.

I had big plans for the Mustang for 2004, 2005, and beyond. This car was going to be driven and enjoyed.

My Secret Visit to a Shuttered Alfa Romeo Dealership

February 19, 2017 RichardReina Dealerships, Events, salvage yards Alfa Romeo dealer, AlfaBB, Peter D'Amico

The “Alfa Bulletin Board” website at www.alfabb.com is a treasure trove of all things Alfa Romeo. I have frequented and contributed to the board in the past, and I’ve also gone months without checking in; such is life.

In January of 2017, having not visited the site in months, I was perusing the website’s classifieds. There was a post regarding an auction that had been held in November of 2016. Obviously, it was over, but I read in fascination about a former Alfa dealer in southern Jersey who liquidated his large collection of cars and parts. With deep regret that I had missed the auction, this was also my opportunity to reveal a secret I had kept for over a year.

http://www.alfabb.com/bb/forums/alfa-romeo-cars-sale-wanted/541033-alfa-romeo-auction-new-jersey.html

It was the summer of 2015 when my good friend EC informed me that he had been given “permission” to visit a stash of Alfas. At that time, EC was on the hunt for an Alfa Romeo of his own, and he believed that he might find the car of his dreams at this location. He invited me along to help with the evaluation, on the strict condition that I tell NO ONE.

EC picked me up at my home, and did the driving to Vineland, a one-way trip of almost two hours. The lengthy ride gave him the chance to fill me in on the backstory.

Decades ago, through a job connection, EC had befriended someone who worked for Alfa’s corporate headquarters. He remained in contact with this person all these years, which led him to obtain the phone number for Peter D’Amico. Peter was the dealer principal of the Alfa Romeo dealership in Vineland NJ. In the early 1990s, Alfa pulled out of the U.S. market. There may have been no more new Alfas to sell, but Peter continued the business as an independent parts and service center.

EC had learned that Peter might be willing to sell one (or more) of his Alfas. We knew nothing of years, models, or most importantly, condition. It had also been indicated to EC that Peter was rather secretive about his possessions, and allowed few people into the building. At this point, the best news was that Peter was expecting us, and that we could at least have a conversation.

We arrived at the expected time, and Peter came out to greet us. Looking younger and more spry than I was expecting, I was also struck by something EC has warned me about: Peter was beginning to have health issues, specifically mental health, as in, possible early dementia. The situation was made even sadder because Peter was aware of his own condition. Yet he was chatty and gracious, and granted us immediate entry into the building.

Our host for the day, Peter D'Amico — **Our host for the day, Peter D’Amico**

It may sound like a cliché, but walking into this former dealership was like going through the time tunnel. THIS is what many car dealerships looked like in the 1960s and ‘70s: service bays in the front, taking up almost all the forward real estate, with a dark wood-paneled room off to the corner serving as a one- or two-car showroom. There was one desk, piled so high with catalogs, manuals, and other paper that it appeared ready to collapse. Behind this afterthought of a new car display area was a combination kitchen and special tool/service literature storage area.

**The view of the main portion of the service area**

Entering the main part of the service department required navigating a short flight of stairs. The bays, arranged side-by- side, were jammed full. Cars were parked in front of each other. Off to one side, on the floor, were dozens of Alfa engines and transmissions.

Engines and trannys by the dozens took up floor space — **Engines and transmissions by the dozens took up floor space**

From here, we headed down a full flight of stairs into the basement, which was the parts department. Shelves were crammed full of boxes and bags in the familiar orange and black Alfa colors. But nothing was organized. It was anybody’s guess onto which Alfas these new parts would fit. Even if you could figure that out, there was a good chance the parts were, as the euphemism goes, “shelf worn”.

**A sample of the wares in the basement parts department**

Back upstairs, we entered the rear part of the building. The ceiling had a hole in it large enough for an eagle, much less birds of smaller wingspans. More cars and parts were strewn everywhere, including a row of Spider convertible hardtops. A brand-new Alfa Romeo dealer neon sign was still secured in its wooden crate.

EC negotiates for a hardtop for the Spider he doesn't own yet — **EC negotiates for a hardtop for the Spider he doesn’t own yet**

Brand new dealer sign still in its crate

As we followed Peter on this tour, he walked and talked almost non-stop. If he stopped, it would be to write something down, so that, as he explained to us, he could remember by referring to his notes. (One of the first things he wrote down was our names and phone numbers.) He never let go of the clutch of paperwork in his hands. As EC and I attempted to engage him, we found dialogue difficult. Questions would simply be unanswered, or the answer did not make sense.

We left the main building and followed Peter to a second building about a half block away. This storage area, he said, was where he kept the better cars. In here was a silver Alfa Spider Quadrifoglio, mid-1980s, which EC found attractive. It was dusty, and had not moved in a while, but appeared otherwise whole. We pored over the car, all the while peppering Peter with questions about it. When EC tried to get Peter to indicate some kind of asking price, the question was never answered. We both were getting more and more frustrated.

**The Alfa Spider, keeping company with a Lancia Scorpion and Fiat 124 Spider**

Finally, it was time to go. We had seen everything there was to see. We gave profuse thanks to our host, and wished him all the best. EC and I stopped for lunch in town. We couldn’t stop talking about what we had just seen. Unsure of what to make of it all, our biggest wonder (worry?) was what would eventually happen to the building, its contents, and to Peter.

As the weeks and months went by, EC tried several times to follow up with Peter on the phone. He did speak to him, but again, there was no headway regarding a price for the silver Spider. Eventually, EC realized that this was not going to happen, and ended up buying a nice Alfa Spider elsewhere.

We don’t know what motivated Peter to auction off all the goods. Perhaps it was a family decision. Maybe, during a moment of clarity, he concluded that it was in everyone’s best interest to let it go. I hope some of the nicer cars found good homes. I’m glad I got to see all of it while it was there.

**EC wonders if this is his future Spider**

**These must be worth something to someone**

**The scene out back was most heartbreaking, as cars were exposed to the elements**

The 2001 New England 1000 Rally

February 11, 2017 RichardReina Events, Rallies Alfa Romeo, Aston Martin, BMW, Ferrari, Jaguar, Lotus, Maserati, Mercedes Benz, MGB, Mini, New England 1000, Porsche, Sunbeam Tiger, Vintage Rallies

My excitement was barely containable. For the FOURTH consecutive year, I would be driving in Rich and Jean Taylor’s wonderful vintage car rally, along with about 50 like-minded car enthusiasts. My good friend and rally partner Steve would again be joining the troupe, with one significant difference: we would each be taking our own cars. Steve would be teamed up with his girlfriend (now wife) Carol in their Sunbeam Tiger, and I with my fiancé (now wife) Margaretanne would drive our recently-acquired ’72 MGB. Oh boy.

Packing the Tiger's trunk: spare parts, tools, and the all-important wash bucket — **Packing the Tiger’s trunk: spare parts, tools, and the all-important wash bucket**

Cover page of our route instructions; the rally at this time was still sponsored by M-B — **Yogi provides all the driving philosophy you need**

They can’t say they didn’t ask for it. As alluded to in an earlier post, after three straight years of hearing us rave about the rallies, the ladies wanted in. We departed from Steve’s home in Morristown NJ and caravanned to the rally starting point in Lake Placid NY. My B, purchased just a month prior, was relatively untested, and I’ll admit to some trepidation about its roadworthiness (Lucas electrics and all that). However, Steve’s British car (aside from its Yank lump) had been a bastion of reliability all these years, so I did my best to cast aside doubts.

**En route, the two Brit roadsters sit at a NY Thruway rest area**

Arriving at the Mirror Lake Inn on Sunday May 20, the field of rally vehicles did not disappoint; if anything, this year’s variety of cars got more interesting. The number of domestic vehicles was greater than previously seen, and included a ’64 Corvette Sting Ray, ’70 Ford Mustang, ’63 Dodge Dart, ’61 Chrysler 300G, and ’62 Ford Thunderbird (ALL convertibles).

Nice overview of the parking lot, prior to the rally's start — **Nice overview of the parking lot, prior to the rally’s start**

The European sports cars continued to dominate the field, and we became almost blasé at repeated sightings of Mercedes 300-SLs, Porsche 356s, Aston-Martins, Jaguar XKs, and Ferraris. The BMW 507 seen earlier returned; and of special note to me, our friend Dave Allison, who had previously entered an Alfa Giulietta spider, a Porsche 356, and a Lotus Elite, showed up with a 1971 Austin Mini. His conclusion? Of the four, the Mini was his favorite to drive!

**Aston, Jag, BMW (would make a nice collection for my garage)**

And drive we did; as always, it’s almost exactly 1,000 miles over four days (that’s why it’s called the N.E. 1000), not including our mileage up and back. Fears about the MGB were totally unfounded; we suffered no ill effects from driving an almost-30-year-old car (not counting a very fiddly convertible top). For my wife, truth be told, getting up early and adhering to a rigidly-scheduled day was not her idea of a vacation, but she did admit that the concept and the camaraderie made it fun.

**Typical queue waiting for our time out**

The future Mrs. Reina takes her tun behind the wheel of the B — **The future Mrs. Reina takes her turn behind the wheel of the B**

The return trip was uneventful. I kept the MG for the remainder of 2001, but with the BMW Isetta finally being show ready, I wanted to focus on only one collector car. Besides, the newish ’93 Mazda Miata in the garage offered plenty of sporty top-down driving whenever I wanted, so in the spring of 2002, I sold the B for exactly what I paid for it.

Shortly after the conclusion of the 2001 rally, Steve and Carol relocated to California. Due in large part to our geographical separation, it would be another four years before we again entered a vintage rally together, driving a yet-to-be-purchased vehicle. Stay tuned for that story.

**Beautiful backdrop for classic car lineup**

**Dave shows all of us what that Mini can do (he WON the competitive driving award this year)**

**Big Chrysler almost looks at home among the sports cars**

**The best of Britain: Jaguar E-Type and Aston Martin DB-6**

**Drizzle required top-up, no quick job in the MG**

Alfa Romeo GTV #1 — **Alfa Romeo GTV #09**

Alfa Romeo GTV #2 — **Alfa Romeo GTV #39**

Dave Allison's Austin Mini — **Dave Allison’s Austin Mini**

**Hard to believe, but this Maserati Mistral just passed our MGB**

The 1972 MGB roadster

February 5, 2017 RichardReina Family cars MGB, Moss Motors, New England 1000, Vintage Rallies, Vredestein tires

By the year 2001, my rally brother Steve and I had participated in three New England 1000 rally events: 1998, 1999, and 2000. We had every intention of making it “four in a row”, except, we had a small problem. After each running, we had excitedly exclaimed to our girlfriends how thrilling it had been to drive the bucolic highways and byways of New England in a classic convertible with like-minded enthusiasts. After all these years of listening to our exploits while they sat at home, they wanted in.

Okay.

For Steve, that meant gearing up the Tiger for yet another run, and given its exemplary performance so far, there seemed to be nothing that would prevent the Tiger from achieving a Grand Slam.

For me, that meant obtaining a rally-eligible car.

To car collectors, this is what is known as a “good problem to have”. Many a hobbyist will tell you that the thrill is in the hunt. While I generally agree, my hunt was complicated by the facts that a) I had just gotten engaged, and there was a wedding to plan; and b) we had just purchased a house, and were planning to move into it in March.

Okay.

What do we do when faced with such challenges? Of course: we confine our search for a rally car to the local area! So it was with a great amount of fortuitousness that I happened to see an online listing for a 1972 MGB roadster, in western Hunterdon County (only 30 minutes away) for sale for $5,000. I drove out to see the car; it had some issues; I conveniently ignored them. I offered the owner payment with a personal check; he accepted. I drove the B home. Things were looking up!

To prepare the car for the upcoming rally, I installed a set of Vredestein tires (I must like that brand, as the Alfa has Vredesteins on it), and while the tires were off, resprayed the painted wheels with wire-wheel paint from Moss Motors. An oil change, a quick tune-up, and we were rally-ready.

This MGB was my first British car. Like all Bs before and after, it had a 1.8L 4-cylinder engine, in my case, producing about 95 horsepower. Carburetion was via two SUs, complete with manual choke. Transmission was a 4-speed manual, without the desirable overdrive. The color was a true ‘70s pumpkin orange, complemented by a beige and black interior. (I was later informed that the seats were out of a later-model MGB.) Braking was discs in front, drums in rear, and steering was rack & pinion. As a 1972 model, its chrome bumpers were much better-looking than the big rubber bumpers soon to come. It was an easy car to drive, and a very easy car to work on.

The complete story of our participation in the 2001 New England 1000 rally will be covered in the next blog post. Suffice to say that after three years of joyously sharing seat time in that Sunbeam Tiger, this MG proved its mettle as a formidable (albeit slower) competitor.

**Spring of 2001: the MGB on the front lawn of our new home; note triple wipers**

For such a compact car (153" long), interior was roomy — **For such a compact car (153″ long), interior was roomy**

**Interior shot shows wheel, seats, and 3rd version of B dash**

Drop-top Mopar: the 1967 Dodge Dart GT Convertible

January 29, 2017 RichardReina Family cars 1967 Dodge Dart, Bill Hirsch Miracle Paint, Condon & Skelly, Lime Rock Park

Sometime in the late 1980s, someone told me about Lime Rock, that is, Lime Rock Park, which isn’t really a park, but a race track, tucked into a valley in the rolling hills of north east Connecticut.

Automobile races are held there all season long, but racing holds little attraction for me. However, every Labor Day Weekend, Lime Rock Park hosts what they now call the “Historic Festival” and what used to be called the “Fall Vintage Festival”. The three-day weekend features historic race cars on the track (on Friday and Monday). Because racing is banned there on Sundays, they’ve taken advantage of that restriction by hosting a vintage car show on that day. I began attending the Fall Vintage Festival on an annual basis.

Visiting the track on Labor Day Weekend in 1991, I spied a car in the parking lot with a For Sale sign on it. Normally, I would not have found myself attracted to this type of automobile. It was the combination of asking price combined with some its technical features which drew me closer.

The car was a 1967 Dodge Dart GT convertible, dark blue with a blue interior, and an unattractive (not to mention worn and dirty) tan convertible top. Popping the hood, I saw that the Dart had a V8, not the slant six I was expecting. Inside were buckets, floor shifter, and center console, with the desired three-pedal setup. The asking price was $1,500, and the sign directed me to the guards’ booth for further information.

I tracked down the owner, a young man who indeed was working as a guard at the track. He told me he had owned the car for about a year and just didn’t want it anymore. We went for a test drive, and I was impressed by how well the car drove. Although I certainly hadn’t visited Lime Rock with the intention of bringing home a car, I quickly agreed to pay the ask (concerned that someone else might snap it up), gave him some sort of deposit, and headed home on the promise that I would be back the following weekend with the balance.

Next weekend, I made the 3-hour trip back, and we again met at the track. The payment and paperwork exchange went smoothly enough. But it was then that the young fellow told me “Uh, the car isn’t running so well right now. I don’t know what it is, maybe the carburetor”. (Note: anyone with car troubles who doesn’t know the diagnosis always blames the carburetor.) Sure enough, the engine had a miss, although it was there at all engine speeds, and I suspected ignition.

I now owned the car. Under the circumstances, I had little choice but to get in the car, point it south, and hope that I would make it home. With my heart in my stomach for the entire ride, I did make it, and was so relieved that I put the car in the garage, deciding to deal with the problem sometime later.

Home (thankfully) after drive from CT — **Still time to take a drive in the autumn of ’91**

The following weekend, I popped the hood and began to go through the basics: plugs, wires, points, condenser, cap and rotor…. As soon as the distributor cap came off, I saw the crack. This was an easy fix, and given that none of the aforementioned parts looked like they had been replaced in a while, I gave the car a full tune up. It ran spectacularly after that.

Ratty but serviceable. Funny, I don't recall the manual brakes. — **Ratty but serviceable. Funny that I don’t recall the manual brakes.**

There was one administrative issue that needed attention: insurance. At the time I bought the Dart, my daily driver was a company lease car. The lease generously included insurance. As I owned no other automobiles, I didn’t even have an automobile insurance policy in my name. This was when I discovered collector car insurance. The Condon & Skelly Insurance Company wrote me a policy, and as a side note, I’ve had collector car insurance with them ever since.

I enjoyed top-down motoring for the little time I had left in the autumn of ’91, then tucked the car away for the winter.

When spring of ’92 broke, the Dart came out of hibernation. Truthfully, the car needed a complete restoration to be any kind of show car, but that’s not why I bought it. It was nothing more than a toy to cruise in during nice weather.

Removing the front tires to perform a routine brake check, I was aghast at what I found: both front brake hoses had been wrapped with duct tape, then clamped with small hose clamps. The rubber hoses were cracked, and it is a miracle that I didn’t lose hydraulic pressure. The temptation to contact and berate the previous owner was overwhelming, but 1) I had no proof that he even knew about it, and 2) many months had passed since buying the car, so I decided to let it go. New brake hoses were purchased, and were easy enough to install. Whew! Glad I caught that when I did.

The next order of business was carpeting, as in, the car had none, and I wanted it to have some. Lack of carpet at time of purchase was an advantage, because that allowed me to see the condition of the floor. Someone had welded in a totally new floor before my purchase. Except for some surface corrosion, it was solid. Removing the seats, I gave the floor a coat of Bill Hirsch Miracle Paint (similar, but in my opinion better than, POR-15). With the floor so sealed, in went a new piece of carpet. The sound level reduction transformed the driving experience.

**Seats about to be removed for carpet install.**

**Bill Hirsch Miracle Paint going down before carpeting.**

The blackwall tires were serviceable but old, and I thought that narrow whitewalls would look sharp against the dark blue paint. I got the least-expensive tires I could at the local STS (Somerset Tire Service). Reinstalling the factory wheel covers also brightened the look. The car really needed a new top, but rather than spend the money, I hid it by driving with the top down.

I took the car to the office several times that summer, and let colleagues drive it. They agreed that it was a fun car to drive. The torque from the 273 c.i. V8 was impressive, as was the smoothness of the gearbox and clutch.

It was really fun to drive. — **Summer of ’92, this was as good as the Dart looked under my ownership.**

Working for the Swedish company Volvo, there were Swedes on location who would make comments about my “big American car”. “Big?” I’d reply. “The Dart was the compact car in a Dodge model lineup that included an intermediate-sized car and a full-size car!” It’s all relative. Yes, the Dart, with an overall length of 195”, was five inches longer than the contemporary Volvo 240 at 190”. Good thing I hadn’t bought a Coronet (203”) or Polara (220”)!

**The final photo, taken just before selling it.**

By 1993, I had a problem. Time spent with the Dart was taking time away from the restoration work on my BMW Isetta, which had been underway for three years. The decision was made to sell the Dodge. By late in the summer of ’93, it was gone.

All my friends in the hobby talk about the cars we’ve owned, and a frequently visited theme is “the ones that got away”. Of all the cars I’ve owned and sold, it’s this Dart that I wish I still had. It had good bones, was fun to drive, simple to wrench on, and had a drop top. Had I had a little more free time (and spare cash) it would have been a straight-forward restoration. But I was determined to finish the Isetta, and with the Dart out of the way, I did. THAT’S a story for another time.

THE 1967 DODGE FULL-LINE SALES BROCHURE

This brochure, from my collection, includes all of Dodge’s models from that year.

Brochure cover - polka dots and white boots were "it" in '67 — **Brochure cover – polka dots and white boots were “it” in ’67**

The Dart GT could be ordered with any engine, 6 or 8. — **The Dart GT could be ordered with either 6 or 8 cylinder engine.**

**Note that convertible had bench seat standard, with buckets optional.**

Back cover; note "safety equipment" and also note shorter warranty for Hemi engines! — **Back cover; note “safety equipment” and also note shorter warranty for Hemi engines!**

The 2000 New England 2000 Rally

January 22, 2017 RichardReina Events, Rallies classic car rallies, New England 1000, New England 2000, Rich Taylor, RPM Vergennes Vt, Sunbeam Tiger, Vintage Rallies

For the third consecutive year, my rally brother Steve and I entered the New England-based vintage car rally hosted by our friends Rich and Jean Taylor. While Steve’s Sunbeam Tiger was the steed of choice yet again, a few details were different. For one, Steve’s job had temporarily relocated him to Sweden, so participation required a flight across the big pond. (Care and feeding of the Tiger was left to me, which I recollect involved filling it with fuel.)

Second, in honor of Y2K, the rally was renamed The New England 2000, with a promise that the driving would encompass 2,000 kilometers (or about 1250 miles). Really not a large change from years past, until you factor in the drive we made from central Jersey to the rally and back. Our total round-trip mileage in the year 2000 was closer to 2,000.

Perhaps most interestingly to Steve and me, the breadth and variety of automotive entries exceeded what we had witnessed in ’98 and ’99. The official route book showed 65 vehicles registered! (Rich and Jean advertise that the field is capped at 50.) No doubt, not all them showed up, as the book must go to print several weeks before the event, and we’ve seen how peoples’ plans change. But the magnificence of the cars in attendance was akin to my favorite automotive picture book coming to life.

This volume allowed the Mercedes Benz 300SLs (10) to have their own class, as did the Porsche 356s (6). Cars that I saw in the metal for the first time included a Toyota 2000GT convertible and a BMW 507 (piloted by an all-female team). A pre-war supercharged Bentley, several Jaguar E-Types, a Shelby Mustang, and a to-die-for Ferrari 330 GTS were other favorites. Well-known drivers included Miles Collier of the Revs Institute and AutoWeek publisher Leon Mandel, who spoke at one of the week’s dinners. Sadly, he passed away just two years later.

The photos show more rainy days than we were forced to tolerate the previous two years, but hearing these classic cars run and watching them move in all kinds of conditions only served to reinforce why we were doing this. Speaking of photos, I’ll let them tell the rest of this story.

There are plenty more rally stories to come. Stay tuned.

The Tiger looks at home in front of one of the resorts on this year's rally — **The Tiger looks at home in front of one of the resorts on this year’s rally**

**Austin Mini Cooper (this is the original one, folks)**

The best "rear end" in all of automotivedom — **The best “rear end” in all of automotivedom**

**MG-TD held its own against pricier competitors…**

... as did this Jensen-Healey — **… as did this Jensen-Healey (note plate #63)**

**Take away the guy on the phone, and this photo could have been taken in 1966**

**Morgan Plus 4, which we presume was flat-towed to the rally**

Toyota 2000GT and Jaguar E-Type - which do you prefer? — **Toyota 2000GT and Jaguar E-Type – which do you prefer?**

**The Toyota 2000GT at one of the timed trials**

You had your pick of 300SLs this year — **You had your pick of 300SLs again this year**

**As in previous years, most hotels provided car wash stations**

This owner is not afraid to get the car dirty — **The owner is not afraid to get the car dirty!**

**Ferrari owner reads ahead (what, no blanket on the trunk lid?)**

Bread van attempts to join queue for morning check-out — **Bread van gets behind Tiger, attempts to join queue for morning check-out**

**BMW 507, being used as Albrecht von Goertz intended**

**This gorgeous Ferrari was trailered to the rally but not driven, possibly due to mechanical issues**

**The Tiger poses in front of RPM in Vergennes VT**

RPM was a convenient place for the Goolsbee E-Type to need some mechanical attention — **RPM was a convenient place for the Goolsbee family E-Type to need some mechanical attention**

The week's driving on one page — **The week’s driving on one page**

1986: Employment at the first Acura dealer in New Jersey

January 15, 2017 RichardReina Dealerships Acura, Integra, Legend, Volvo of America

In March of 1986, after five and a half years working as a Service Advisor at Smythe Volvo in Summit NJ, it was time to make a move. This was not an easy decision. My fellow employees at Smythe had become more than co-workers; we spent significant time together outside the shop too. The dealer management on the whole was very supportive, business was good, and I could have easily stayed right where I was.

That was the problem. I was restless. There was no possibility for any upward movement, at least in the short term. I felt ready to go into management, and when I saw the ad for Service Manager at what promised to be New Jersey’s first Acura dealer, I jumped at the opportunity.

**Early in the construction phase, this sign informed those driving by of what was to come**

Acura was a name known only to industry insiders in early 1986. Parent company Honda had announced a plan to move upmarket by introducing a new line of automobiles, the first Japanese carmaker to do so. Today, we take Acura (and Lexus and Infiniti) for granted. But this was a bold move on Honda’s part, and not a guaranteed success.

The job interview went well, and I was offered the position at a slightly higher salary than my current one, with the typical veiled promises of “more money for you if we do well”. With great reluctance and more than a slight foreboding, I gave my notice to Smythe. When I told them what I was going to do, they congratulated me. When I told them for whom I would be working, they cautioned me.

The less said about my new employer Bob Ciasulli, the better. Suffice to say that if Google had existed in 1986 and I had checked (try it), I might not have taken the job. But, I did, and as difficult as it was, it was worth it.

There were positive aspects to my time there. It was exciting to get in on the ground floor of a new car brand, an opportunity that rarely comes along. The first Acura models, the 3- and 5-door Integra hatch, and the 4-door Legend sedan, were remarkably good cars. For the first time in my automotive career, I had a demonstrator car, an Integra LS with a 5-speed, which was an absolute blast to drive. I learned a lot about management and about dealer operations.

I began the job in mid-March, about three weeks before the cars officially went on sale. The building was still under construction, with makeshift sales and service areas. Meanwhile, cars started to arrive, and it was part of my responsibility to make sure that they stayed safe and secure, stored as they were in a construction zone. It would be many months before the building was finished.

**The original building had filling pumps, which needed to be removed**

**Some of the initial inventory, parked in the (unpaved) rear lot**

**The first load of Integras, only available in silver, red, and blue.**

Once sales began in early April, it was presumed that I would work Saturdays in the temporary showroom, as not enough sales staff had been hired. So I did, finding myself faced with many who were curious about the cars. (Typical questions: “How do you pronounce A-C-U-R-A?” “What does it mean?” “Why do the engines say ‘HONDA’ on top of them?”)

Opening Day. The "showroom" was in a cinder-block storage area. — **Opening Day. The temporary showroom was in a cinder-block storage area.**

The Integra was well-received, at a starting price around $10,000. The Legend was more of a challenge. Prospects did not like the limited color choices (typical Honda) nor the mandatory two-tone. There was also incredulousness that leather was not even an option, at least on those first cars. Finally, a $20,000 Japanese car gave many customers pause. (For comparison, $20,000 would get you a Volvo 760 sedan.)

**Sales negotiations were to take place at what looked like picnic tables. Note the ashtrays!**

**One of the first Acura Legends in the country**

I learned the hard way that taking a new job with higher salary was not always the smartest choice. The support I had at Smythe looked like a Caribbean holiday compared to the management style at the Acura store. Within months of starting work at this Jersey City location, I was poring through the classifieds again.

By the summer of '86, the showroom was done. The entire lot was fenced. — **By the summer of ’86, the showroom was done. The entire lot was fenced.**

In August, I found it in the classified section of Automotive News. Answering the ad for a “technical Customer Service adviser” at Volvo of America, I had a clear advantage: seven years Volvo retail service experience, while not currently employed by a Volvo dealer. (At that time, Volvo corporate policy forbade the hiring of persons working at Volvo dealers unless the interviewee first obtained written permission from dealer management for an interview to take place.)

In September of 1986, Volvo of America offered me the job. To this day, that phone call stands out as a professional highlight. I still did the honorable thing by giving my manager at the Acura store two weeks’ notice. The only regretful part of leaving was saying goodbye to that demo (and perhaps some regret at not sticking around for the NSX).

Several years after I left, the Acura store at that location failed, for reasons unknown. Today, it’s Bob Ciasulli Honda. As rare as it is to see a first-generation Integra or Legend, when I do spot one, I think back to my not-brief-enough six months there.

The 1999 New England 1000 Rally

January 7, 2017 RichardReina Events, Rallies Mercedes Benz, New England 1000, Rich Taylor, RPM Vergennes Vt, Sagamore Resort, Sunbeam Tiger

It bears repeating: the 1998 New England 1000 event, my first participation in classic car rallying, forever changed the way I would look at the old car hobby. We were back for 1999. (I had mentioned that rally brother Steve handed over a deposit check for the following year’s rally during the final dinner of the 1998 event. This was done in exchange for the promise that we would be given Plate #01, and we were.)

**A tradition begins: documenting the installation of the rally plate**

Steve’s Tiger was in such great shape that there was little to do to it during the wait for the next rally to start. There was a distinct change in our automotive-themed discussions, though: any talk about purchasing collector-type cars was immediately challenged with the question: “can it be driven in the rally?” Talk about a paradigm shift.

The host hotel this year was the Sagamore Resort, located on Lake George NY. Now, before you Yankees get your windjammers in a knot, I know darn well that “New York” is not “New England”. Hey, it’s not my event to plan. But the Sagamore proved to be a wonderful starting and ending location, and, most of the driving was in fact done in various “authentic” New England States.

The 1999 rally was much like the 1998 rally, but on different roads. We saw several of the same couples, and our camaraderie grew, as we now had common experiences. One couple in particular, Dave and Deb Allison from North Carolina, became good friends. They had attended the ’98 rally driving a Lotus Elise. This year, they were back with a gorgeous Alfa Giulietta spider.

Deb Allison suns herself in the Allison Alfa — **Deb Allison suns herself (and studies the nav book) in the Allison Alfa**

Not only were the roads different, most of the participating cars were as well. Word must have gotten out to one of the Mercedes clubs (at this point, Mercedes Benz USA was the official sponsor of the rally), as there were no fewer than NINE 300SL Gullwing coupes and roadsters registered.

**Several of the participating 300SLs are visible in the background**

We were also getting used to the navigation directions. “Top of the notch”, “Axle breaker”, “Easy to miss” and “Moose alert” entered the vocabulary after the rally too.

A page from the rally book complete with navigator's notes — **A page from the rally book complete with navigator’s notes**

The year 1999 would mark the first time (and far from the last) that we would visit the RPM (Restoration & Performance Motorcars) shop in Vergennes VT. Ably run by Peter Markowski, his son Stephen, and a talented crew, RPM specializes in restoring high-end European sports cars, but will perform the most basic maintenance jobs also. The gearhead in me got a kick out of seeing Ferrari 12-cylinder engines in various states of disassembly.

**A Ferrari V12 engine at the RPM shop**

**This rare Alfa Romeo 1900 looked close to being completed**

All too soon, it was over. The Tiger again proved to be a dependable rally champ. A new addiction had taken hold. We learned that next year’s rally, in honor of Y2K, would be 2,000 kilometers. We and the Tiger would be back.

A Morgan Plus 4 followed by an MG-TD — **A Morgan Plus 4 & MG-TD (followed by the soda truck, with driver asking for directions)**

Jaguar XK-150 convertible — **Jaguar XK-150 roadster**

**The Tiger looks at home in front of this New England lodge**

**Lancia Fulvia Zagato rests between stages; drivers break too**

**License plate reveals one way to get your Dino 246 GTS**

Stingray, MB 280SL, Volvo 142 — **Sting Ray, MB 280SL, Volvo 142**

Morgan, Alfa, Volvo, Stingray, MG in front of us — **Morgan, Alfa, Volvo, Sting Ray, MG in front of us**

**Parking lot valets debate which one to joy ride**

This photo sums up all that is joyous about classic car rallying — **This photo sums up all that is wonderful about classic car rallying**

Turning Japanese: The 1982 Plymouth Champ

January 1, 2017 RichardReina Family cars Chrysler Corporation, Dodge Colt, Japanese cars, Lee Iacocca, MItsubishi Motors, Plymouth Champ

After two years of nursing along a badly wounded Audi Fox wagon (the gory details can be found here), it was time to find something else to drive. The Fox was my third consecutive VW-based product (it was a rebadged VW Dasher), and I was ready to consider another marque.

At the start of the 1980s, Japanese nameplates were firmly ensconced in the American automotive landscape. A combination of excellent fuel economy and great reliability drew a growing stream of customers into showrooms. At the dealerships where I worked, one friend drove a Toyota Corolla SR-5, and another an AWD Subaru. A girlfriend bought a new Mazda GLC. I had ridden in or driven each of these cars. The owners had zero complaints about their cars; in fact, each of them praised the low maintenance and repair costs.

It was early 1986 when I narrowed my replacement search to a Mitsubishi product. The Chrysler Corporation had been selling their Dodge Colt since the early ‘70s. These Colts were all rebadged variants of various Mitsubishi Mirage/Galant models. (I don’t know who Chrysler thought they were fooling. It had always struck me as ironic how Lee Iacocca implored U.S. citizens to “buy American” with these Japanese-designed and –built vehicles in his showrooms.)

The generation of Colts introduced for the 1979 model year switched from a RWD to a FWD platform. The new body style, a practical 3-door hatchback, reminded me of a 7/8 scale VW Rabbit. Checking the Want-Ad Press, I found one locally, an ’82 with reasonable miles on it, stick shift of course. Memory says I paid $1,300 for it. Mine was badged “Plymouth Champ”, but was otherwise identical to its sister Colt.

Simply put, the car was a blast to drive. And simple it was. No power anything, no A/C, a frugal 4-cylinder engine, and most fun of all, the “Twin Stick” transmission which provided EIGHT forward speeds (if I wanted to shift every 3 seconds). I replaced the tires with something decent, changed the oil, and did precious little else to it but add fuel every few weeks. It was a great city car: at 145 inches long, 10 inches shorter than my Rabbit, I could squeeze it into the tiniest of Manhattan parking spots. (And no worries about someone stealing it.) It even held my drumset, and so became my transportation to and from gigs.

**With back seat folded, full 4-piece drum kit fits. Note Mets bumper sticker!**

Thirty years’ hindsight reveals something else about my first Japanese car. I didn’t take it as seriously as anything in my possession before (or after) it. I have no envelope full of receipts from my time with it, as I have with almost every other car I’ve ever owned. It was a challenge to find any photos of it. It’s obvious to me now that I may have considered it to be disposable transportation, though to be fair to the car, that was based in part by how little nurturing it needed.

Among other things the car didn't get done to it was washing. — **Among other things the car didn’t get done to it was washing.**

Within a few months of buying it, I changed jobs and got my first dealer demo. I kept the Champ; it was useful backup transportation. Sometimes, I loaned it out to friends. By 1989, there were other, newer vehicles in the household. The Champ was not being driven. I sold it to a friend of a friend for a pittance; last I had heard about it, years later, he was still driving it. I was not surprised.

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