So it’s late summer of 1977. A bright eyed blonde haired young man just out of his teens with a gift for things automotive had become known for his accomplishments while working with his father restoring vintage Jaguars. One afternoon a customer approached him mentioning knowledge of a Ferrari being prepped for IMSA class endurance racing. He asked if the young man would be interested in interviewing for the team? With his father’s blessings, young Bryan Maletsky left work at closing and headed off to meet the Ferrari 512 Berlinetta Boxer (512BB) that would ultimately bring him to the 24-hours of LeMans in 1978.

LeMans 1978, a young man’s memories

Bringing the Ferrari to the starting grid

Bryan Maletsky entered the workshop of Randy’s Motors in Clifton, New Jersey. Surrounded by the Ferraris, Maseratis and Lamborghinis in which Randy’s Motors specialized, Bryan arrived to meet the IMSA class Ferrari’s Chief Mechanic, Randy Randazzo, owner of Randy’s Motors.

After Bryan acknowledged to Randy that he had little experience on Ferraris but had considerable electrical troubleshooting experience Randy said, “Good, you can start tonight. Let’s see how you do.” “Do what?” asked Bryan. He was directed to rewire the Berlinetta Boxer’s instruments and dashboard, put in new connections and correct all the wiring that had been improperly done previously, re-solder all the connections and secure all the wires. At the end of the night Bryan had earned Randy’s respect and a place on the racing team.

Randy’s 512BB began life as a NART (North American Racing Team) car built and campaigned across America by famed Chinetti Motors for the 1975 and 1976 seasons.

Acquired from Chinetti in 1977 by new owner Howard O’Flynn the 512BB shipped from Connecticut to Randy’s where the car would be prepped for the 1978 season with hope but no guarantee of going to LeMans.

As a new team member Bryan’s days filled up quickly. Still committed to supporting his father’s East Rutherford, New Jersey Jaguar restoration business Bryan would leave there around 5:30 and head straight to Randy’s where the team worked into the wee hours of the morning focused on getting the Ferrari sorted out and ready for the 1978 IMSA endurance race season.

Born to run and bred to run fast, this 512 BB got life from a seriously worked 5-liter, flat 12-cylinder with 12 Webers. It far exceeded the stock 340 horsepower delivered through the 5-speed manual transmission.

“Swiss cheesed” rear panel

Running fast not only meant adding power but equally critical it demanded losing weight. Weight reduction meant anything that did not contribute to structural integrity or performance would be lightened or removed. With the interior already gutted, attention turned to any flat piece of steel that had no structural purpose. It would immediately be “swiss cheesed” using an array of different size hole saws to remove as much metal as possible. The lightening process got down to stripping paint from any part that did not need to be painted. It got to the point where any bolt that extended needlessly far past the nut would be replaced with a shorter bolt. Lightening efforts resulted in a weight reduction of 70 Kg.

With the Ferrari ready and the season upon them, the O’Flynn team faced an IMSA endurance race schedule that included Daytona, Watkins Glen, Road Atlanta and Talladega. Now, late nights would be spent making the car ready for each subsequent race.

The road to LeMans for a prospective competitor must be paved with high levels of competitive performance at major endurance races. The O’Flynn Berlinetta Boxer proved its mettle on the track and earned an invitation to LeMans. The car was going and So was Bryan.

The invitation put all hands on deck and all things in crates. As Bryan recalls, “Tool chests, tools, no matter what you thought you had was enough, it was always doubled or tripled.” All needs, every contingency had to be accounted for.”

Then in what Bryan says, “Felt like a blink,” the prepped Ferrari, parts, tools and team found themselves high over the Atlantic headed for touchdown at La Sarthe the small regional airport convenient to LeMans.

Bryan Maletsky at driver’s door pushing 512BB to starting grid

With the Ferrari on a separate plane the team focused on getting to their accommodations. They would be staying at the home of lead driver Francois Migault’s parents. Work on the car would be performed at a local Renault dealership.

For Bryan and the rest of the team, hitting the ground sent them into a whirlwind of car support activity that would not subside for the coming week and half right through race day.

Bryan says, “We really didn’t even have time to think about the race except to make sure that the car benefitted from everything being done and done properly.” “By properly” means that every nut and bolt tightened would be marked with the specific personal color identifying the team member who secured the nut, bolt or fitting.

In preparing the car, a serious problem arose when lead driver Migault took the Ferrari out on a local airfield to shake the car down and run it at some race level speeds.

When Migault pulled in and exited the car after a number of runs, he clearly lacked enthusiasm for the 512BB’s engine’s ability to deliver the goods. He felt the engine, one of three the team had brought, could not deliver the power needed to be competitive. Interestingly this engine had been provided by Ferrari in Italy. Acting to rectify the problem the team swapped out the Ferrari built engine to be replaced with the engine that had been prepped back in the States at Randy’s. After some serious testing, Migault returned to announce that this engine had the guts to chase the glory.

The 512BB running at Daytona

While Bryan’s lack of French fluency for the most part served as a hindrance, it did offer a few key benefits particularly during questioning by the scrutineers (French judges who determined if a car complied with all rules and requirements). Anything that the team did not want discussed became a troublesome language issue that would frustrate the French officials to the point that it would usually result in the judges simply walking away.

As well, a little theatrics came to the rescue when the team realized that their rear end body dimensions fractionally exceeded the width limit. As the scrutineers approached, Bryan got into a boisterous shouting match with a fellow team member. French officials wanted nothing to do with the crazy Americans and simply walked on by. Disqualification averted.

At last, race day arrived bringing a confluence of spectacular cars, world class drivers, iconic signage, thunderous engine noise, screaming crowds and the pungent smells of high octane auto racing in the air. Drivers for the O’Flynn team would be Francois Migault and Lucien Guitteny. Bryan says, For me it was an event of a lifetime.”

Strong and nimble the 512BB attacked the course. It effortlessly clocked over 200 mph on the Mulsanne straight. Tire swapping played an important role in a strategy designed to promote the survival of the car to the end of the race. Taller tires would provide a higher top end. Shorter tires would provide quicker acceleration. So depending on day or night and the car’s position in the race tire choice played a major role.

Disaster would strike midway through the race when the Ferrari’s driveshaft broke away from the pits. When a car breaks and does not make it to the pits, LeMans rules demand that any repair must be performed by the driver. The only thing a team mechanic can provide is verbal direction. With a replacement driveshaft in hand a team member took a service road out to the broken Ferrari’s location and stood by the driver providing point by point instruction which Driver Guitteny carried out flawlessly.

With no further problems destined to occur, the Ferrari roared back to complete the race third in class and 16^th overall. No Ferrari finished higher in the standings. Actually no other Ferrari, factory sponsored or otherwise, even finished the race.

To the nationalistic displeasure of some competing European teams, Bryan and his team members draped an American flag on the car as they toured the track.

In reflecting on the experience 40 plus years later, Bryan says, “Simply to be part of that international racing experience was an honor and then to be competing and finishing? Oh my God. That we finished, made us feel like we won the race.”

Cold but not bitter. It is a quiet winter’s day on Seven Lakes Drive in Harriman State forest. Ranked high on the short list of favorite local roads, it rewards the driver with a well paved two-lane that snakes through dense woodlands and past picturesque lake panoramas. This day few takers appear interested in sampling its pleasures. Then, faintly at first distinctive exhaust notes announce the arrival of a small but decidedly interesting trio of sports cars.

Behind the wheel of a time machine

Displaying a vibrantly rich and original Guards Red paint, the 1986 Porsche 911 grabs your eye as it flashes across the winter gray brown forest backdrop. Downshifting, it takes Kanawauke circle in its stride emitting the distinctive Porsche flat-six engine timbre and moves east.

Close behind sounding like a Spitfire going up over the English Channel to shoot down “Jerry,” a black 1953 Jaguar XK120mc approaches the circle. Seeking to purchase a firm grip with its slender 6.00X16 bias ply white walls, it exhibits decidedly more caution than the 911 as it downshifts into the curve then barks defiantly as it exits the circle.

Lastly, a Rapid Blue 2020 Corvette, the extroverted long awaited mid-engine high value performance beast, simply proceeds through the circle with a rumble and unruffled nonchalance, then, like that, It’s gone.

Jaguar XK120, Porsche 911 and the new Corvette, a visually striking threesome of iconic sports cars spaced decades apart. Clark Gable posed with a Jag, Steve McQueen with a 911 and today, eager buyers wait for their new Stingray.

It took little coaxing to motivate my friends and lifetime “car guys” Peter Desbets with his Porsche and Bill Whited with his new Corvette to join me in accepting mother nature’s gift of clear, dry roads and a sunny 40 degree day in January.

Framing each of these iconic sports cars in their period of dominance reveals a striking kinship in their perceptions by the public in general and automotive enthusiasts in particular. Each embodies a high level execution of refined engineering for their time. Their strikingly handsome designs made all three highly admired and desired. However, their ability to deliver winning performance served to position each in the public eye as far more than a pretty face. In their time all raced and won at Lemans, Sebring and in myriad competitions around the world. Each projected proven athleticism. Thus defined, they offered the opportunity to purchase an object of general desire and bask in the aura of its attributes and reputation regardless of whether the owner ever took advantage.

The chart comparing their specifications affords a window into the evolution of production sports car design and technology over the last 70 years.

In evolving from analog to digital the march to the electronic future of sports car character and refinement evidences itself in stark fashion when comparing our trio. Door panels and dashboards speak volumes.

Corvette interior

Porsche interior

For some long-time classic car owners it comes as a jolt when a youth enters your classic car for the first time, looks at you with a tilted head and, then, looks back to the door panel. “What’s that,” an inquiring mind asks while staring at the window crank. And now the question will extend to the door handle as evidenced in Bill’s Corvette. Not new to the 2020 Corvette, but emblematic of the total reliance on electronics, the door handle has yielded to the door button.

Corvette Fob

Deserving of mention in recognizing the profusion of electronic “conveniences,” looms the question, “What happens if the battery dies while you are in the car?” No worries mate, a mechanical lever hugging the sill can be manually pulled up to release the door. What if you find the battery dead when returning to the car? A mechanical key has been squirreled away in the key fob. The matching key slot lurks inside the quarter panel air scoop.

Dashboards once an array of handsome gauges in a stately setting have been replaced by a thin film transfer screen that can provide a varied array of different looks.

Harriman’s empty roads offer the trio an inviting opportunity to explore the character of their respective rides. Twisting and narrow, the roads also provide a blank canvas against which to assess the degree of driver attention necessary to drive safely.

Jaguar’s XK120 basically came to life on a drawing board during WWII. In today’s world, many drivers operate three-ton battering rams while distracted. For a 70-year old sports car in that environment, the primary safety feature is the driver. If a driver does not understand how to correctly operate this cross between a sports car and a Faberge egg, the car will not last very long and neither will the driver. It is not a one-hand on the wheel while resting your elbow on the door driving experience. It demands two-hands on the wheel and your head on a pivot. Sitting upright on narrow tires, with a strong engine and  a twitchy suspension, everything feels immediate and edgy.

Jaguar engine

Porsche engine

Corvette engine

The Corvette on the other hand has a threshold of urgency quantum levels beyond that of the Jaguar. To achieve an urgency twinge would require having passed through the “I know what I am doing is dangerous and stupid zone.” Unlike the Porsche that feels light and tossable, the Corvette conveys the sensation of a great mass yet responds with brilliant agility and ease all the while communicating a reassuring solidity. It communicates an extraordinary ease. Though on today’s roads, driving the Corvette requires attention, though it does not demand it. Bill says, The car stays in its lane. Stops immediately. Reacts quickly and smartly, all with one foot.

However, as we move through an age where technology often exceeds man’s ability to assimilate it, the Corvette possesses the ability to frighten. Bill tells the story of his experience taking his Corvette to redline. Having passed the 500-mile break-in period, Bill decided to give it a shot. He finds himself on a familiar backwoods straightaway.

Bill says, “I have the radio on. I’m kind of relaxed and laid back. No one is around so I stop. Check again. No one. I nail it. The G-force made me dizzy. I was looking to go 0 – 60. I hit the brakes around 50.” Bill, who has had a lot of fast cars in his life including a big block ’67 Corvette he still owns, says, “I was going to pass out. The traction and acceleration was unbelievable.”

However, the automatic and all of the adaptive technology afford some detachment. It certainly lack the engagement of the 911. Peter who has also driven Bill’s Corvette says, “My 911 offers far more engagement with a whole lot more road feel.” Pete contends that the 911 demands the driver’s attention. The pedal location demands precision in engaging the clutch. With no ABS, it demands braking modulation.

Response to the road condition truly separates the three. The Corvette just tracks straight regardless of undulations or road imperfections. The Porsche yields slightly to the mind of the road requiring minor correction. With its WWII suspension design and bias-ply tires, the XK120 will pretty much go where the road directs without continuous corrective input from the driver.

Completing the day at Harriman, everyone pulls over to take the traditional “drive” photo. The fairly unusual collection draws considerable attention and sparks a discussion of how people react differently to the cars.

It is agreed that the 911’s iconic shape resides in the consciousness of the general population. That said Peter calls out two groups that respond viscerally to his car. First. being true Porschephiles who will come up and tell him about his car. Young males of Asian descent fill out the second group. Peter says, “If they pull up next to you regardless of what they are driving. They give you the thumbs up. Walking by, they will most often stop to ask about it.”

Bill says, “Seeing the Corvette, even if they don’t know it is a Corvette, they know it holds some kind of special place in the fast car Ferrari world. Ferrari being the only other brand name they may know.”

Peter says, “I think when people look at your Jaguar they think it is older, say from the ‘30s. People who don’t really know cars think Great Gatsby.”

In a curious way while we shared a common road, we experienced the day driving in three different decades.

Especially for guys alive when the Jets last won a Super Bowl, identifying future stewards of car enthusiast culture represents a real concern. There exists a certain uneasiness as they straddle the intersection of history and hope.

From time to time Drivin’ News enjoys exploring exciting and positive examples of the hope. Some weeks ago teenage demolition derby driver Christian Farquhar spoke about his passion for smashin’.

Now, comes the story of two inspired and talented young racing enthusiasts. Partnering in a shared unconventional vision with a shoestring budget, these BMW aficionados plan to intrude on the local JDM (Japanese Domestic Market) dominance in drifting with a worked 1990 BMW E30 coupe.

Meet Dominick Carluccio and Jamie Cooper.

Wurst Käse Motorsports

Left: Jamie Cooper      Right: Dominick Carluccio

In their mid-twenties, whip smart and quick to laugh, both Dominick and Jamie speak fast car fluently with a distinct euro-performance accent.

The whole drifting thing had not been the inspiration for their initial 1990 E30 coupe project. Dom bought the car simply because he liked it. However, the car itself inspired the drifting dream. Dom says, “We were amazed by how well it handled and the power from that 2.5-liter inline 6.” Clearly they felt the E30 had the bones to make a hell of a drift car. Seeing is believing and what they were about to see set their smoking wheels in motion and gave birth to their joint venture, Wurst Kase Motorsports.

Jamie says, “It all came together about a year or so ago, Dom and I went to a drifting event at Virginia International Race Track and by chance connected with drifting team “Insane Wayz.” “Insane Wayz” campaigns on the Professional Formula Drift (Formula D) circuit with a BMW E30 powered by the original M20 engine hooked up to a turbo diesel Cummins turbo. Accepting a generous offer from an “Insane Wayz” team member, they received a full tour of the car. Both Dom and Jamie took notice of how well everything fit together and functioned.

Rear clip of E30 4-door

Dom says, “We’re just sitting there reviewing all the modifications and we are going ‘we could do that and we could do that. Yeah, we could do it!” Returning home they immediately bought two 1990 E30s with a vision of turning them into one badass drift car. One, a coupe, suffered from a damaged rear clip. The second, a four-door would donate a perfect rear clip to complete the coupe.

A little history can help better understand the attraction of drifting as a motorsport. Born in the mountains of Japan, drifting grew out of a driving technique used in the very narrow uphill and downhill tandem-type races unique to these Japanese mountain road courses in the 1980s.

When tandem racing on narrow roads, an often successful way to get in front of the other car demands pushing more power forward towards the entrance to a turn.

Such techniques quickly caught on with drivers who recognized that not only were these techniques really cool but they could actually be used to win races by drifting past their opponent then regaining control. This gave the drifter the significant advantage of being in front on a very, very narrow road.

Dom says, “Drifting exploded on the Japanese driving scene in the early 1990s with everybody and their mothers learning how to drift.” Interestingly Dom adds, “It became enormously popular as an element of Japanese motorsport but also as a tool for everyday safer driving. It showed people how to handle a car when they don’t have traction on any of the tires.”

While drifting tentatively poked its nose into American consciousness around the end of the 1990s, according to Dom and Jamie drifting slid into the broad public awareness around 2006 with the release of “Tokyo Drift” from the Fast and Furious franchise of films.

Now, in 2020 with two donor cars and a vision, a 2-year plan quickly took shape. Dom and Jamie would create and sort out the E30 drift car while simultaneously developing the necessary  drifting chops.

Dom says, “We’ll be starting in Class C which is basically bare-bones straight beginner. We won’t be running tandem with anybody and we’re subject to fewer regulations.”

Their focus targets getting the Frankencar drifter sorted to the point where it gets accepted into the entry class. Jamie says, “Then we race it, see how we like it and all the while sort out the car as we go.” With a laugh Dom says, “Fundamentally for the first year we’ll be up in the air learning to fly in a plane still being built.” Achieving a level of success in their first year would put a move up to class B in their crosshairs.

Interestingly, they intend to have two seats in the car. They will run together as a team with both driver and passenger seat occupied. They figure their understanding of the dynamics of their car will benefit significantly from the two perspectives.

When asked if the added weight of a passenger will negatively impact speed and handling, Dom’s response revealed the joyous spirit, raucous pleasure and camaraderie built into the fabric of the E30 Frankencar 2-year plan. Dom said, “Yes, I guess so, but it’s also about having fun. Bringing the other guy along for the ride just makes the experience better.” With attitudes like this the future of the car enthusiast culture will be in great hands.

Clearly Dom and Jamie savor the personal challenge of competing with a 30-year old car. They relish the idea of personally creating a unique and competitive drift car that does not employ the latest and greatest “just write a big check” factory technology.

While Japanese cars enjoy an enormous testing and tuning reference library, very little detailed information exists to help Wurst Kase Motorsports in its mission to excel. Don and Jamie agree saying, A lot of the tweaks and engineering nuances will be our own. But we kinda’ like that.” Dom says, “With the E30 we’re taking a far less refined chassis that, counter intuitively, differs from newer ones in a lot of good ways. We intend to develop those advantages, bring it to the track and accomplish things that we haven’t seen a lot of people do.” “Amen,” says Jamie.

Trying the new steering wheel and gearbox on for size

With completion of the stock E30’s significant capability upgrade, Frankencar will head straight to the track where Dom and Jamie intend to explore its new athleticism. The E30’s sorting process will coincide with Dom’s and Jamie’s progress along the drifting learning curve. Necessity demands achieving a level of mastery that allows them to finesse Frankencar at the boundary of its limits for maximum performance.

Formula D sees cars drifting through turns at 80 to 100 miles per hour. In the lower classes cornering speeds fall into the 40 to 60 mph range.

With their sights set on early spring of 2021, Dom and Jamie exuberantly anticipate the unknown when, finally, the rubber smokes the road.

Dom says, “Drifting is something I’ve always wanted to learn. This is the perfect experience for me to further develop my driving skills and better understand the vehicle dynamics when operating at the limit.” Dom believes wholeheartedly that mastery of drifting as a driving skill could save your life.

In anticipating the coming race season Dom says, “Honestly, this is something we haven’t done before, but it’s something we both have dreamt of doing. We can’t wait to just get on the track.”

Jamie pretty much sums up the Wurst Kase Motorsports mindset saying, “I think no matter what, even if it goes up in a blaze of fire, I’ll be happy and smile at the end of the day if we can get it out there for the season.”

Even before Covid, the internet expanded the scope of car enthusiast interactions to a global scale. BaT, blogs, forums, etc. profoundly extended our reach. At times far beyond our grasp. Covid simply doubled down on our reliance on the Web as our personal intermediary in conducting transactions especially those involving purchasing things like vintage cars. What could go wrong?

“A lot,” says friend of Drivin’ News, Tom LoRusso.

Singing the CarGurus no title blues

Tom LoRusso with his untitled 2001 BMW 740i Sport

Titanium Silver Metallic 2001 BMW 740i Sport with Gray leather interior, Tom LoRusso knew exactly what he wanted. Over time he had missed a couple of opportunities. Undeterred, he soldiered on. In late February of 2020 an apparently beautiful example popped up on Cargurus.com. It was a California car. Tom, an experienced mechanic in a earlier life, conducted his due diligence. Photos looked great. Carfax produced no red flags. Next step would put him in touch with an experienced BMW mechanic in California to do an onsite PPI (Pre-Purchase Inspection). The report back confirmed that Tom had found a sweet example of his heart’s desire. Tom pulled the trigger.

With a price agreed, and the broker’s confirmation of title, Tom arranged shipping and transferred the money.

Before shipping, the broker emailed all the paper work for Tom’s electronic signature. He confirmed the title would be coming. Tom had emphasized that he would not take the car without a title.

It took a week or so to ship the car to Tom’s home in New Jersey. A brilliant spring sun gave life to the well preserved silver metallic paint as the BMW eased down the carrier ramp. It displayed the condition and quality Tom had expected. Two days later the ownership paperwork came in the mail. Right about this time Covid-19 became news and went viral, so to speak. Tom accepted that Covid would complicate matters and prepared to patiently await his opportunity to register the BMW in New Jersey. During that time he would drive using the temporary California tags. As the lockdown dragged on past the 30-day limit of his California tags, Tom felt significant relief with news that, due to Covid, New Jersey had extended the legal life of temporary tags. Then, in July, long awaited relief arrived.

News reports announced that the New Jersey DMV would be opening for business the following Monday. Tom committed to being at the Wallington office on Monday before the doors opened.

Unfortunately, so did hundreds of other people. Equally unfortunate for everyone waiting, an official came out saying that despite the announcement the Wallington office would not open that day. Grumbling swept across the amassed crowd like the wave at a 1980s baseball game. Undeterred Tom confirmed the office would be open the next day. Taking no chances Tom arrived two hours before the scheduled 8:00 am opening.

As the sun came up on that clear July morning, The line extended from the front of the Wallington DMV office down the length of the block completely around the block and started to lap the original line. Tom simply turned and left. Disappointed but not defeated, he had a plan.

Two days later, cruising through the quiet streets of late night Wallington, Tom reached the office just as the clock struck midnight. He joined a sleepy line of about 200 people quietly basking in the moonlight. Then, shattering the dark stillness, the empathetic voice of a cop announced that those on line after the designated cutoff point where he stood would not get inside the next day. Tom, sadly, found himself on the “not today” side of the line. Tom took a midnight journey home.

Not unlike Wiley Coyote, Tom, undaunted, set about hatching another plan to get to a desk inside the Acme DMV.

Two weeks passed. Tom’s plan had his brother drop him off by the Wallington office at around 9:30 pm the night before for what would be his fourth attempt. Arriving properly provisioned with food and blanket, he cracked the top 100. Tom’s tenacity had earned him position number 75 on the line. He described the long wait as a big party attended by people wearing masks standing 6 feet apart on a hot summer night. Tom felt confident though uncomfortable as his butt flat-spotted like an old tire as he reclined on the concrete pavement.

A hot July sun came up with a vengeance and blistered the waiting crowd like hotdogs under a broiler. Luckily, by this time, the line’s slow crawl had carried Tom into the shelter of the DMV building’s shadow. And then, finally, mission accomplished. The DMV greeter steered Tom to the specialist who, the greeter assured, would know exactly what could be done. And he did. Nothing could be done!

Basically Tom learned that the broker had sent paper work that would require a Herculean bi-coastal effort on Tom’s part to get a title. In reviewing the paperwork Tom found that he had overlooked a tiny box that indicated “Missing Title.” The box contained a check mark. Getting a title would require waiting on line at the California DMV. All of a sudden the west coast seller seemed strangely unavailable. Tom wanted the car. He resigned himself to taking on the task of getting a clean New Jersey title.

Clearly in character with the Chinese designation of 2020 as the “Year of the Rat,” Tom’s turd in the punch bowl day had yet more in-store.

In summing up the specifics of his situation with the knowledgeable DMV specialist, Tom took solace that, at least, because of the New Jersey extension, he would be able to drive his BMW during his efforts to connect with California DMV. That would be correct confirmed the specialist if his BMW had a New Jersey temporary tag. “However, it is a California car. You can’t drive it,” said the specialist.

The checked “Missing Title Statement” box

Tom’s heart slowly sank like a heavy Jeep in a soft bog. He had been driving all over the state with no acceptable proof of ownership. If he got pulled over the car would be impounded until he got the title straightened out. Tom says, “The storage and towing fees would have exceeded what I paid for the car.”

Tom drove home resigned to parking his prize BMW until he had a real NJ title. For three weeks he attempted to reach California DMV many times every business day. He groans and says, “Every time it went straight to voice mail.” Seemingly at a veritable dead end, Tom acted on a tip from a friend and reached out to Recovery Title Solutions, a company specializing in titling issues. Speaking with owner Mike Sassano, Tom realized that he had come to the right place. Now early October, Tom’s BMW had already been sitting for over a month.

Sassano explained that certain states had Motor Vehicle Departments with which Sassano could work to straighten out legitimate titling issues such as Tom’s. In Tom’s case, Vermont would afford the fastest turnaround, about seven weeks.

Almost seven weeks to the day, Vermont plates and temporary registration card arrived. Now, Tom intended to insure his long dormant 740i and get it back on the road while pursuing the transfer of his Vermont title to New Jersey.

Vermont Plates get BMW registered but not insured

Not so fast there Tom. The “Year of the Rat” prepared to take another bite out of his plans. Since Tom lived in New Jersey and his BMW had a Vermont registration no one would insure him.

With time now rolling into November, Tom locked a laser focus on getting his New Jersey plates. Then Tom got a break, he believed. Instead of returning for another DMV sleepover at Wallington sleepover. Tom found that the Newton, NJ DMV office had no lines and did not require an appointment.

Borrowing his mother’s car he gladly drove the hour to Newton. Arriving about a half hour before opening, Tom jubilantly took his place on a line of fifteen. Home free at last. Nothing could go wrong now. Ah but the “Year of the Rat” was not done with Tom.

“Good morning sir. Do you have an appointment?” said the smiling greeter. “No Ma’am,” said Tom, “Your website says I don’t need one.” “Well you do,” she responded. Accompanied by a chorus of groans from a dozen people behind him, Tom, showed her the DMV website which earned him a sympathetic shrug.

Returning to the parking lot, Tom opened his phone to schedule the first available appointment. It would be ten days later on the Friday after Thanksgiving.

Tom ate turkey as the anticipation ate him.

White noise and shuffling feet in the Newton DMV office provided a listless soundtrack to accompany just another routinely unremarkable day. But for Tom his excitement could barely be contained. For him and his prize 740i, six months in “no-title hell” had concluded. After twenty anti-climactic minutes on November 26^th, Tom departed the Newton DMV office with his New Jersey registration.

With plates and title in hand, Tom LoRusso’s put “The Year of the Rat” in his taillights.

Tom, BMW and New Jersey title, together at last

While it had the potential for disaster, I was confident we could pull it off. My crew had arrived at the Silvercup Studios in Astoria Queens hours before the black tie crowd of VIPs would begin to gather on the evening of December 16^th 1992. Famous in later years as the site for shooting Sex and the City, Mad Men, the Sopranos and numerous major films, on this particular night the huge top floor studio resplendent in Christmas trappings would host a dinner honoring the President and CEO of Volvo Cars of North America. Tonight would be his gala retirement dinner. My responsibility would be to deliver a special gift as part of the entertainment. Hours before delivery it remained a work in progress. No worries.

A Volvo Christmas Classic – “It’s a Vunderful Life”

Cheery, bright, in the midst of her career and utterly fearless if she believed in the mission, her name was Nancy Fiesler. Fiesler was part of the Volvo North America Holding Company Communications Department at a time when the Volvo name in North America adorned trucks, marine engines, construction equipment, buses and sports equipment in addition to automobiles. Fiesler had been assigned many of the responsibilities involved in planning the retirement dinner of CEO Mr. Joseph L. Nicolato.

“Fearless” Nancy Fiesler

Nicolato a retired Marine had started working for Volvo in 1958 as a Volvo parts representative in the New York area. By 1981 Nicolato had reached the heights as President and CEO of Volvo Cars of North America. He had been my boss when I had worked for Volvo. A savvy, no nonsense guy with a keen understanding of the automobile business, Volvo customers and Volvo dealers, Nicolato could be tough but was always fair.  And Nicolato loved Volvo. It used to be said, “If you cut Joe, he’d  bleed Volvo blue.”

As part of the evening’s entertainment Fiesler wanted something unique, Christmas themed and memorable for ”Joe.” My phone rang. As a one-time Volvo employee and life-long “friend of Volvo” well grounded in Volvo lore, I was delighted to be given the opportunity to make Fiesler’s vision a reality. We brainstormed and despite many thunderclaps of creativity we kept returning to a ridiculously funny and inspired concept that made no sense for such an important occasion except that the thought of it simply made us laugh. God bless Nancy Fiesler. She had guts. She pulled the trigger.

We would produce a film portraying the origins of Volvo based on the iconic Christmas movie, “It’s a Wonderful Life.” CEO Nicolato and Volvo senior management, family and friends from Sweden and North America would be entertained by a Volvo Christmas classic, It’s a Vunderful Life.” The challenge would consume me and in the process afford me one of the best single afternoons in my professional life.

Right out of the box this daunting task benefitted from a motherload of serendipity. “It’s a Wonderful Life” had been allowed to slip into the public domain. With a copy in hand, I set about to whittle, twist and script Frank Capra’s 130-minute American Classic into a cogent, entertaining and humorous 10-minute feature overdubbed in “Swenglish” dialect.

Two requirements stood as personal non-negotiable issues in my undertaking the creation of “It’s a Vunderful Life”. First, though intended to be funny, it had be faithful to critical facts pivotal in the birth of the iconic Swedish car company so that loyal Volvophiles in attendance would feel good and this great brand would not be disrespected. Second, I would not let my adaptation spoil or diminish in any way my ability to enjoy this truly wonderful movie.

Cutting, shaping and subtracting scenes while scripting dialogue to match the new storyline was not rocket science but it sure felt frustratingly close. However, slowly Capra’s masterpiece shrank to a manageable collection of scenes that when strung together formed a buck around which a story could be beaten into shape.

With concept and copy finalized, I sought to hire the voice-over talent to overdub the video. Through my years as a Volvo employee a few of my Volvo cohort and I had developed this zany faux Swedish banter which just became part of our natural conversation. Think, Muppets Swedish Chef. Now, I would hire professionals to really nail it. Surprisingly, I could not find anybody who could do it. Everyone was too professional and polished. Of all the problems I never saw this one coming. Then it dawned on me. As the saying goes, shop your own store.

Unbeknownst to my Volvo friends, we had been rehearsing for years in preparation to do this project. We would perform all of the voices. Two dear friends Peter Desbets a Marketing Manager at Volvo and Scott Cheesman who now worked at Mercedes-Benz and I gathered at the sound studio of my brilliant recording engineer Cliff Hahn. We would do a running dialogue and synchronize it to the visual movie track playing in front of us. That afternoon, to this day, remains one of the single most nose-run funny experiences in all my working life.

As the concept came to life, a creative itch I needed to scratch demanded a way to truly engage all to be in attendance.

Final scene followed by singing Volvo VIPs

With Fiesler and me, already well out on the limb, climbing a little further would not make the fall any worse. My intention would be to leave “It’s a Vunderful Life” without an ending until the night of the dinner. Then at cocktail hour I would herd all the VIPs into a studio set up off the ballroom where they would be filmed singing a Swedish drinking song. Once done the freshly shot footage would be run down to one of the Silvercup Studio editing suites. There my crew would edit the new ending as the concluding scene of the movie. Thus, when George Bailey with Zuzu in his arms looks back to the gathering of friends the scene would show the singing Volvo attendees. What could go wrong? Probably a hundred things.

As December 16^th fast approached “It’s a Vunderful Life” had become a pleasing reality for Fiesler and Me. However, “potentially looming debacle” might better describe what some senior Volvo executives began to manifest in their corporate consciousness. For some reason at this late hour they experienced misgivings about an outlaw version of a classic American Christmas film re-cut to tell the story of their Swedish founding fathers in a humorous manner employing bad Swedish accents before an audience of VIP Swedish and North American Volvo executives. Really? What’s the problem?

In advance of the dinner, senior management decided to “test” the film. Volvo invited a small focus group of Swedish executives to preview “It’s a Vunderful Life.” Our good luck held. The Swedish Siskels and Eberts shared a great sense of humor and came out laughing. Home free, so far. We, however, had farther to go.

Commencing to sing Helan Gar

Night fell on a chilly New York City. As the VIPs filled the wonderfully festive ballroom, we waited till everyone had at least one drink. Then, on cue, two attractive women in black clingy evening gowns gently directed the guests off to a brightly illuminated area facing a film crew. Employing a technique similar to that used by police to initiate compliance from disoriented people during a raid, I gave specific and confident directions to the somewhat unsure attendees. The Swedish executives in attendance lifted my efforts on the wings of their firm determination to party hearty.

In jubilant stentorian voices the Swedish execs lead a spirited rendition of Swedish drinking song Helan Gar. It was great. Then, not giving their sing-a-long another thought, everyone retreated to dinner as the video made its way to final edit.

With dessert a delicious memory the audience turned its attention to the large screen. Show time at last. Fiesler and I took a deep collective anticipatory breath. They laughed! Everything after that stands as a blissful blur.

Much like the last stagehand exiting the theater to the sound of his own lonely echoing footfalls, I departed the empty great room for the elevator. As the elevator doors parted there stood retiring CEO Joe Nicolato and his lovely wife Marylou. They too had just put a big night behind them and for the Nicolatos a proud career as well. A brutal critic if displeased, Joe Nicolato flashed a large and unusually warm smile.

A wonderful life indeed.

Watch “It’s a Vunderful Life”

Click on the link to watch “Its a Vunderful Life”

This past Saturday a large number of the local Drivin’ News (drivin-news.com) community gathered at Paul’s Motors in Hawthorne, NJ for Carnucopia II. Many brought their favorite classic car, the one they love to drive and that others love to see. They also brought a generous spirit intent on supporting the Tri-Boro Food Pantry’s efforts to meet the growing Covid driven need of individuals for food assistance.

Carnucopia II, Classic Car Food Drive

Tri-Boro Food Pantry Director Janelle Larghi accepting donations with Burton Hall from Drivin’ News

Thanksgiving weekend’s Carnucopia II represented the second effort this year by the Drivin’ News community of automotive enthusiasts to support the efforts of the Tri-Boro Food Pantry.

Tri-Boro Food Pantry Photo credit: Julia Chang

Pantry Director Janelle Larghi explains that since Covid came to town demand on the Pantry’s resources has increased five-fold. Janelle makes it clear that the Pantry couldn’t do it without everybody’s help. She says, “We really appreciate what the Drivin’ News folks have done.”

Larghi’s connection to the food pantry runs deep. Her grandfather co-founded it in the early 1980s. Larghi says, “the Tri-Boro Food Pantry’s mission calls for providing food to anyone in need who comes here for help. Plain and simple”

Serving primarily Bergen County, Tri-Boro Food Pantry clients  represent a large cross section of people including working class families, senior citizens, immigrant families and handicapped residents from local facilities.

Housed in the auditorium behind the Pascack Reformed Church in Park Ridge, the Tri-Boro Food Pantry describes itself as a place where hungry people are fed. From soup to cereal, eggs to milk, diapers to dish soap, this food pantry is committed to helping people live. Hunger isn’t something that only happens in other places. It happens here.

Packages readied for pick-up                    Photo credit: Burton Hall

An impressive operation to witness, Janelle, her husband Dave, and her small dedicated team of volunteers function with a seamless blend of wartime military logistical efficiency and a caring personal warmth expressed with an upbeat energy. Janelle seems to know everyone’s name. Her welcome never lacks a smile or a kind word. While assembling and distributing hundreds of parcels of food there is always time to stop and enjoy the signing voices of two recipients who always serenade the staff when making their pick-up.

Forced to operate at a level far beyond what was once normal, each day is a challenge for the Pantry. However, Janelle pointedly emphasizes that anyone who needs food assistance should come to the Pantry for help. She says, “That’s why we’re here.”

Photo credit: Ben Raser

Photo credit: Ben Raser

With no rain and temperatures in the 5Os, an eclectic and striking array of classic automobiles gathered at Paul’s Motors on Saturday afternoon November 28th. Spanning the gamut from muscle cars and European sports cars to RestoMods and pre-war sedans, the gathering served as a celebration of the automobile as both art and dynamic experience.

Amazingly 2020 marks Paul’s Motors 100^th year in the automobile business. Starting in 1920, Paul’s Motors has built a reputation as a highly respected resource for classic cars and quality pre-owned cars especially pre-owned Volvos.

Great friends to the classic car community, owners Diane Korzinski and Paul Korzinski Jr. opened up Paul’s Motors to host Carnucopia II as well as personally providing assistance in soliciting donations. They could not have been more supportive.

Photo credit: Jason Raser

Photo credit: Ben Raser

It is the second time this year that the Drivin’ News community has stepped to the plate to help support the Tri-Boro Food Pantry. Coming from all walks of life, the interests and values of the participants clearly extend well beyond the throw of their headlights. They are happy to support the efforts of Janelle and the Tri-Boro Food Pantry volunteers who work so hard to help people in need during this difficult time. Carnucopia II participants collectively donated $1000 and a car load of food parcels.

There are more than enough “feel bad” stories coming at us each day like rocks at our windshield. The importance of calling attention to things that remind us of what “good” feels like cannot be overstated.

The tireless dedication of the Tri-Boro Food Pantry, Janelle Larghi, her volunteers and the community that supports them clearly represents just such a “feel good” story.

I admit it. Every time I watch “Field of Dreams” and Ray Kinsella‘s father walks across the diamond as a young man, I tear up.

As relationships between fathers and sons evolve over time, they display a dynamic tension exhibiting powerful forces simultaneously binding them and pulling them apart.

If pressed, a son will admit that even if the father has passed away years ago, the son continues to learn more about the father  every day.

It is the very fortunate son who, in the present, experiences the lessons and appreciates their value during the arc of the father’s life.

The witness to such a story would be the 1937 Cord model 812 Phaeton acquired by father Joe Maletsky in 1961.

Vintage Cord binds father and son

Joe Maletsky in his Cord at Greenwich Concours d’Elegance with Bryan Maletsky at the wheel

It was 1941. The older brother of Joe Maletsky’s best friend pulled up in front of Joe’s high school driving a Cord Phaeton (an open touring car). In that moment, 14-year old high school sophomore Joe Maletsky knew he would own a similar car one day.

Fast forward to 1961, the man renting Joe’s mother’s garage could not pay the back rent. He offered the used car housed in the garage to square the debt. Lucky for Joe, in 1961, a 1937 Cord Phaeton qualified as a used car. Joe, at last, would have the Cord of his dreams.

Cord moves to Motorcraft facility

“How do you make God laugh?” goes the saying. “Tell God your plans,” goes the punch line. With the demands of supporting a family, restoration of the Cord would have to wait.

Never permitted to suffer under a dusty layer of indiscriminately discarded house debris, the 1937 Cord remained untouched but not unloved while it sat for years in the garage of Joe’s mother. Bryan recalls playing in and around the model 812 Cord Phaeton as a young child and says, “Nothing was ever placed on the car. I can remember that even the tires were always inflated properly. It never had a flat.” Joe’s phaeton would patiently wait. And patient it would need to be.

The year, 1966, witnessed the Cord’s patience rewarded as the restoration began with Joe embarking on the car’s complete disassembly. However, over the next decade progress on the Cord again lost out to the demands of raising a family and making a living.

Joe Maletsky’s three sons Paul, Ken and Bryan all inherited the Maletsky gene that carried a passion for performance automobiles accompanied by the skills to build them. However, the boy’s tastes initially did not include landmark classic cars of the 1930s. Bryan says, “My brothers and I were too much into the race cars, street cars and fast cars.” Bryan does acknowledge always having a respect for the car, but never really taking too much of an interest as a youth. With a self-deprecating smirk Bryan says, “We couldn’t do burnouts with a 1937 Cord.”

Racing legend Bryan Lister and Joe Maletsky at Jaguar Annual Meeting

In 1972 having been bitten badly by the vintage Jaguar bug Joe along with his sons opened Motorcraft, Ltd. Bryan, while continuing to attend high school, joined Joe in the family business. Together father and sons would build a nationally–respected Jaguar restoration shop.

Bryan, now a seasoned restoration specialist at Motorcraft whose work includes 100-point JCNA judged Jaguars, leaves no doubt as to the value of time shared with Joe.

A marine serving in WWII and schooled at the Teterboro School of Aeronautics, Joe approached every job with the same disciplined perspective required in rebuilding a plane to be airworthy. His machining and metallurgy skills were off the chart.

While the Cord moved from Mom’s garage to Motorcraft in the 1980s it did not move closer to completion. In the 1990s despite the continued heavy workload at Motorcraft Joe turned his attention to rewarding the Cord’s patience and moved ahead. Bryan says, “It needed a total restoration. Full mechanical, brakes, exhaust, engine, transmission.” Joe, like a seasoned athlete, stood at the top of his game and the top of his game would be required to bring the Cord to life.

Joe and Bryan

Joe’s expertise and “can do” attitude equipped him to view no problem as insurmountable. Faced with a challenge he would machine the part or machine the tool needed to make the part. Bryan says, “Nothing a car required was beyond reason to my father. He would say there’s nothing that can’t be done. One thing or another may take a little more time but it can be done.” Bryan leaves no doubt that he learned a great deal about machining and welding looking over his father’s shoulder. Regardless of the challenge, Joe would take it on and he would just stay at it until he got it right.

As a master welder few surpassed Joe. Bryan says, “He taught me how to heat metals up properly so you could start welding without causing damage. How to gently cool the metal at a very slow rate to prevent them from becoming distorted or brittle.”

To recreate a modification performed in the 1930s. Joe wanted to transform his Cord from a standard model to the iconic look of the exposed exhaust pipe design. He created all of the patterns and hand formed the grills where the exhaust pipes exited the body as well as the supercharged exhaust manifolds.

Bryan and Joe with Bryan’s vintage racing XK120

Cords front wheel drive design suffered from serious weaknesses in the CV joints.

To address that Joe re-machined and adapted the far superior half shafts from the front–wheel drive Oldsmobile Toronado to his Cord.

By the mid 1990’s Joe had the Cord’s bodywork completed. It went out for paint.

Three years later, by the late 1990’s the body had come back ready for assembly. During this period Joe and Bryan labored during “working hours” on the considerable amount of Jaguar mechanical and restoration work that came to Motorcraft. Available nights and weekends would find Joe focused on the Cord.

As the first decade of the new century progressed the Cord slowly, very slowly approached completion. During that time Joe began to make comments about how he wanted to be alive to see this glorious restoration that had spanned two centuries completed.

Father and son agreed to the need for a finish line. All agreed that Joe’s Cord would show at the 2008 Greenwich Concours d’Elegance.

Motorcraft Ltd. shut its doors to all business for a month. Then as if witnessing the explosive kick of a great runner nearing the finish line, father and son, as one, poured their hearts into making the Cord ready and perfect for Greenwich.

No longer master and intern but in the culminating act of a life of teacher and student Joe and Bryan, shoulder to shoulder, focused the power of two masters on resurrecting the car of young Joe Maletsky’s boyhood dreams.

June 2008 arrived and with it the prestigious Greenwich Concours d’Elegance.

Brilliantly black with the handcrafted brightwork gleaming in the sun, Joe Maletsky’s Cord Model 812 Phaeton took “Best Innovation” 1930’s Class.

Joe Maletsky’s granddaughter Allyson Maletsky Slaman wedding photo, 2018

Best wishes to all for a happy Thanksgiving with much for which to be thankful.

Motor Trend has “Car of the Year.” Car and Driver has its annual new car “Top Ten” and so on. However, from our standpoint as classic automobile enthusiasts, the staff at Drivin’ News views such awards as akin to bragging about which fresh wine tastes best. At Drivin’ News we honor great car and owner teams with an award that can only be earned over time. Membership in the Drivin’ News Half Century Club recognizes fifty uninterrupted years of owning and operating the same vehicle.

Drivin’ News is proud to induct as a member of the Drivin’ News Half Century Club, New Jersey resident and 1965 Karmann Ghia owner, Mr. Vince Vespe.

Guatemala and back in a Karmann Ghia

To say that Vincent Vespe has wanderlust qualifies as serious understatement. This is a guy who drove a VW beetle from Paris to the Arctic Circle because; well, because he had never been to Lapland.

Vespe, now retired from a career in education that saw him recognized as New Jersey History Teacher of the Year in 1982, holds a firm belief that to excel as a Social Studies teacher requires experiencing the cultures about which one teaches.

Frequently the vehicle for Vespe’s explorations was the 1965 VW Karmann Ghia cabriolet he bought new in 1965 and in 2020 still has, drives and shows.

To Guatemala and back, from New Jersey, in a 1965 Karmann Ghia convertible? For Vespe, no big deal. Actually Vespe made the Guatemala trip twice with his ’65 Karmann Ghia. The first was in 1966 and the second in 1971. For the first trip, in June of 1966, Vespe began driving down the road three days after walking down the aisle.

Vespe’s new bride, Gail, knew Vespe loved to travel. On that sunny day in June the new Mrs. Vespe stood on the brink of learning just how much. On June 22^nd 1966 the Vespes began a lifetime together of exploration and adventure punctuated with the rich rewards and disquieting challenges associated with Vespe’s wanderlust.

Looking back Vespe laughs at how he and Gail blissfully ignored conditions that others would find intolerable. Normally they drove with the top down as the Karmann Ghia had no air conditioning. Vespe can recall one especially torrid day traversing the desert in Mexico when the windshield wiper control knob melted. Vespe admits at that point thinking “It’s pretty hot.”

On Padre Island, Texas, the wind blew one of the Karmann Ghia’s doors off its hinges. While camping in Kansas, a flash storm washed their camp site away. Louisiana holds especially vivid memories as they set up camp on a fire ant nest.

Vespe shakes his head with admiration when he recalls that while his Karmann Ghia’s 1965 new car limited warranty only covered 3,000 miles, his first Guatemala trip logged roughly 11,000 miles over 2 months during which the VW performed flawlessly.

Fifty five years later Vespe remains in love with Gail, enthralled with travel and passionate about his 1965 Karmann Ghia.

1977 witnessed Vespe’s VW removed from daily service though it still enjoys being driven frequently. Today it has over 250,000 miles.

Vince takes a trophy, again

By the 1980s tin worm, a serious affliction of all Karmann Ghias, had achieved devastating success in consuming Vespe’s VW. With perforations busting through the headlight buckets Vespe resorted to the NASCAR quick fix. He skillfully molded duct tape around the headlight brows and found a rattle can color that closely matched the original Cherry Red finish. While not exactly a Hill and Vaughn restoration, it did present well enough to transport his daughter to her prom.

With the arrival of the new millennium, Vespe found himself at a crossroads. His Karmann Ghia possessed a special charm but if he did not act and act soon there would be little left of his beloved travelling companion but memories and some red duct tape.

2001 saw Vespe’s VW enter a New Jersey restoration shop for a two-year journey back to like-new condition.

Everything savable was retained and faithfully refurbished to the way it left the Pompton Plains, NJ dealership on June 10^th 1965. Except for a Haartz cloth top, Vespe resisted upgrades and enhancements. His re-born cabriolet retained the original 1285 cc 4-cylinder air cooled boxer engine delivering 39 horsepower and 67 lb.ft. of torque. With drum brakes all around, a 4-speed manual gearbox and torsion bar suspension, Vespe’s Karmann Ghia places the driver in a 55-year old driving experience time machine.

Today Vespe, for the most part, limits his Karmann Ghia road adventures to regional car shows primarily in the northeast. With his Karmann Ghia a true crowd pleaser and trophy magnet, Vespe, ever the educator, takes very seriously the importance of instilling an appreciation for the history and human connections associated with his historic VW and with every classic vehicle.

Dealing with younger generations, Vespe believes that the value found in classic vehicles goes far beyond the machines themselves. They convey powerful life lessons as well.

For Vincent Vespe there is no doubt. In reflecting on his life and the 55 years with his Karmann Ghia, Vespe flashes a smile and says, “It’s been a great ride.”

Trusting in the public’s ability to practice proper Covid-19 guidance, the September Park Ridge Car Show soldiered on refusing to be a victim of pandemic panic. As a rare oasis of socialized car culture in the pandemic desert, the show’s magnetic draw surprised no one. With sunshine, blue skies and great cars, people desperately seeking relief from cabin fever flocked to an event that drew three times as many show cars as the previous year.

Always on the prowl for unusual stories, I moved through an eclectic array of beautiful and interesting examples of foreign and domestic vehicles from years past. While these exceptional automobiles more than merited my full attention, a most unusual site across the lot owned my focus. Show cars for the most part enjoyed the loving caresses of dusting brushes, microfiber cloths and detailing spray. Not so the object of my attention. This show car’s hood was about to bear the full brunt of a large sledge hammer.

Crash course for an underage driver

Sledge hammer challenge

A crowd has formed around a competition prepped 1996 Honda Accord. The young owner has realized that people will pay to slam the hood of his car with a sledge hammer. Owner Christian Farquhar has no reservations about the blows to be inflicted. His logic, the blow might actual straighten out an existing dent. After all, his Honda has been prepped for a Demolition Derby.

When older car enthusiasts wonder where the new blood will come from, Christian answers that question both figuratively and literally.

It all started two years ago in 2018.

Far too young for a driver’s permit, Christian Farquhar, a high school wrestler with a stunt man’s heart climbed in through the driver’s side window of his 1991 Honda Accord. He had enjoyed watching such events on YouTube. But now, at the age of 14, it would be him behind the wheel and he would be in front of 4,000 screaming fans. For Christian’s parents, Tom and Lori Farquhar, who considered themselves well prepared for the event, their son’s first drive remains a vivid memory.

“Impacts are bone jarringly violent and louder than you would expect. All of a sudden it gets real, very real,” says Tom. Lori recalls, “walking in, I was cool with it.” Then the announcer called attention to someone lining up another car for a violent rear bumper to mid-ship T-bone special. Ooooh, ooooh, BOOM! Then she realized “that’s my son’s car,” She says, “On the video you could hear me screaming.”

Christian smiles, saying, “the crowd loves those hard hits. It’s just like football.” But it’s not football. It’s Demolition Derby.

Demolition Derby first caught Christian’s attention while wandering around YouTube. “I kind of liked it, says Christian. His father Tom adds, “As a child he was drawn to mechanical things and movement like a lot of kids. But he was more of a daredevil. He’d always be the first one to ride his bike down the crazy hills.” Christian adds, “as a kid, I’d do things making believe I was a stunt double.”

After expressing his interest in Demolition Derby over the dinner table, Christian’s parents would later surprise him with a trip to the Sussex County Fair Demolition Derby for his Birthday.

Soaking up all he saw, the excitement of the controlled chaos in the arena channeled directly into Christian’s consciousness. His father says, “We have a picture of him at his first Derby with this  look of Amazement.“

It all came together at this first Demolition Derby when Christian heard there was a youth division. Yes indeed a separate division exists for drivers between 11 to 16 years of age. His father recalls, “He was like, WHAT?” Game on!

Protective pillow

Christian’s first car for Demolition Derby was a 1991 Honda Accord, purchase price $300. He favors Hondas saying, “They’re  just simple and easy and they’re tough.”

Vehicle preparation calls for removing all glass, interior, power steering, washer fluid and anything else you can detach. All airbags must come out or be detonated.  All doors must be chained shut. Proper attire, helmet, neck brace and a roll bar are required.

Christian has learned quickly. “There are a number of interesting modifications,” Christian says, “just about everybody runs with a pillow brought from home placed on the driver’s left side and up against the driver’s door. If you get hit, there’s a real good chance of you smacking your arm against the exposed metal in the door. Worse after the car takes a hit, sharp metal could be sticking out with a real chance of cutting into your arm and shoulder.”

ratchet strap

A ratchet strap holds the driver’s seat in position in case of a hard hit from behind.

Without the strap there exists a real danger of the seat just snapping straight back. Not good. The strap also provides the right hand with something to hold so as to prevent the driver’s arm from flailing around and potentially breaking due to the force of an impact.

Christian recalls his first ever Demolition Derby heat. It boasted a large field of 22 cars. He says, “It’s one thing to be watching on YouTube, but here I am entering the arena for the first time to actually do it.”

Christian remembers the experience saying, “Out in the arena I am backing up but too slowly. I get slammed in the side. Spun around by the hit, I nail the gas and bolt forward. I had a friend in this heat and our plan was to work together. It’s a short lived plan. The kid ran right through the back of me. My trunk lid shot straight up in the air.

I lunge forward and hit my alleged teammate. I immediately get nailed on the side and my battery breaks free from its mooring. With my ignition hot-wired, the loose battery rips of the wire to the ignition. I initially did not realize why my Honda would not start. Finally I find the problem. As I fumble to reattach the wire my hands are shaking as sparks shock my finger tips. Throwing my gloves off, I finally attached the wire. I figure, what the hell. I slam my foot to the floor and look for something to hit. The first car I see, I smash nose first. My target had an “old school” heavy bumper. I did more damage to my car than my target. My Honda’s plastic front literally disintegrates. If you watch the video you see people laughing in the background. I am learning.”

“My car has died. My target sits helplessly spinning her tires. A red flag is called to allow her to get the car moving. Returning to action, I throw the Honda into reverse and tag the first car I see. A group of cars bunch up. Not good. One guy takes a hard hit and goes over the wall. I get nailed in the side and my Honda dies,” Christian says.

Christian continues saying, “With its last gasp, my Honda fires up. I lurch forward just as my “teammate” nails me in the side and puts me into the wall. Not much left in the Honda. I floor it. Like one of those WWII submarine movies, I have a target in the crosshairs. The Honda screams as it climbs past 20 mph. I nail him at center stage in the middle of the arena. The crowd loves it.”

End of a tough first day

Christian’s noble Honda took it like a champ. It had given its all. The book closes on Christian’s first Demolition Derby. He will be back.

While it may not be some parent’s cup of tea, Christian’s parents are very supportive. I have a wrestling background all my life. He’s a wrestler. His brother was a wrestler. I’m fine will the roughness. I don’t get scared. I am exceptionally pleased that he has demonstrated such a high level of commitment and passion. Christian’s events are a total family affair. His younger sister even helps paint the car.

Lori, a special education teacher, finds her son’s passion and determination a source of great comfort as it has motivated him to develop skills that will serve him well throughout life. She says, “I love to see him outside rather than indoors on a computer. Over my years in education I have seen a lot of kids who suffer from limiting their involvement with the outside world.

She says, “I see him and his friend search for these cars. They knock on peoples’ doors. They’re introducing themselves. They’re negotiating for themselves. They engage people communicating face to face. What kids do that nowadays? Kids are not learning these skills today.”

Apparently, unlike his crumpled Hondas, for Christian Farquhar’s young life, Demolition Derby has had a major and positive impact.

For those of us in love with the driving experience, an early Sunday morning always holds the potential to harvest the bounty earned from the work and time we dedicate to our motoring passion. Potential turns kinetic when we find ourselves on an open road whose character yields to the curves of a landscape rich in natural beauty. Last Sunday, serpentine back roads of Orange County New York delivered that kinetic experience for a number of Drivin’ News readers.

The journey is the reward

Blue skies welcomed the assembling collection of rolling art as a breeze hinting of autumn momentarily swept away the Covid overcast. A glimpse of assembled masked faces snapped consciousness back to life in the present. It did not, however, diminish the palpable excitement of a gathering poised to enjoy life behind the wheel and off the Covid leash.

Interestingly the classic automobile hobby embodies qualities of activities that have both flourished under the Covid skies and others that have withered when faced with forced isolation.

The yin and yang of Covid’s impact on the driving experience evidences itself in the comments of Sunday drive participants. Ken Zitelli owner of a 1979 Porsche 911 Targa expressed how the forced isolation of the pandemic dovetails nicely with time spent behind the wheel. Ken says, “As an outdoor activity, you’re alone and outside driving. From that standpoint there is little impact.”

As an aside, does anyone else find it curious when seeing solo drivers motoring along wearing face masks? Just sayin’.

Gordon Bortek owner of a 1974 Detomaso Pantera adds that shelter in place freed him to spend more time working on his car without feeling guilty about it. However, it is not all splendid isolation. Bortek continues saying, the biggest impact it’s had on me is missing all my friends in the car world.

David Howard, owner of a 1974 914 Porsche agrees. He says, “it’s not a whole lot going on in terms of the automotive hobby other than working on it at home.”

Fred Hammond, owner of a 1974 ½ MGB, says, “Actually driving is probably about the only thing that I still do. The solo driving experience hasn’t really been affected by covid-19. You’re in your own private bubble and you can go wherever you want and you can choose whether or not to interact with other people.

However, as the forced isolation has dragged on, people have chafed at the restrictions. Covid has left no doubt that social interaction elevates the driving experience and the hobby as a whole to a much higher level.

Bob Austin, driving his 1996 Mustang Cobra, in reflecting on the impact of Covid says, “Mentally more than anything else, I mean, it’s not been a fun year. With the activity schedule gutted, I’ve looked at my car’s a lot and not driven them.

Joe Raia, driving a 1932 3-window coupe sums it up saying, “There is no hobby. This year is a washout. 2020 is the year that never happened.

Clearly most formal classic car events have been cancelled. Bortek who founded and oversees the Father’s Day Tuxedo Park “Field of Driving Dreams” classic car event has been forced to first postpone and now cancel the event this year. Bortek says, “Unfortunately, yes, we’re not doing the Tuxedo Field of Driving Dreams this year due to a New York State regulations.” With conviction he continues saying. “but we will be back strong next year.”

However, while formal events have vanished from the schedule, casual gatherings seem to be popping up like mushrooms on a dead log. This drive being one small example. For the participants, the drive served up a delicious slice of “driving with friends.”

Like slender ribbons snaking through rolling hills of farmland and pasture the roads are well paved and friendly. Country farm houses and barns dot the roadside at times accompanied by small fresh produce farm stand.

Like athletes when they find the “Zone,” drivers and their vehicles meld as one.

Alicia DeLalio, driving a 1981 VW Sirocco used the drive as an opportunity to road test work she had just completed. Delalio says, “The drive today was really fun. And it was more fun when I calmed down and stopped looking at the gauges to make sure the car was running right.”

Karen Moyers in a 356 Porsche, just smiled and said, “Fantastic weather. fantastic roads. I loved it.” In a serendipitous triple play, the drive experienced little traffic, exceptional weather and cars that performed flawlessly.

Easing across the crunching gravel this rolling car show came to rest in the parking lot of Pennings Farm Market in Warwick, NY. Offering great food, a cider mill, wonderful bakery, petting zoo and an orchard, Pennings seemed to transport this traveling classic caravan through a portal to the past.

EVERYONE MUST WEAR MASKS TO BE SERVED read the sign. Oh well, good while it lasted.