With the point of no return long gone, the all-out effort to successfully produce the nation’s first Collectible Car Fair for Kids and Teens proceeded at flank speed. Translating “flank” from nautical to automotive speak, the pedal had been firmly pinned to the metal. Thankfully with the help of a deft core of team leaders and a knowledgeable and committed team, the stars had aligned beautifully as the date approached. However, while the stars presented no concern, threatening clouds did. The approaching show date found me pointlessly glued to my weather app, as if my watchful eye could make a difference. I am sure my elevated spirits joined a cohort of September brides as the clouds disappeared from the Sunday forecast. Game on. And what a great game it would be.

A Secret Sauce & Successful Recipe for Mixing Kids and Classic Cars

Isetta microcar delivers maximum fun       (Photo: Tim Schwartz)

Gravel crackled under my 1961 Corvette’s whitewall tires as the, soon to be, show car crept down my driveway. A bright sun waited just below the horizon. Poised to heat the cool moist morning air with a brilliant light, it would quickly wipe dry the car’s veil of dew. Slowly accelerating, I held the 4-speed in first gear just to enjoy the engine’s

Youth judges in action

deep throated exhaust note as I rumbled down the narrow street. The show date had arrived at last. The awakening day felt rich with promise. The fading night’s cloudless sky had wiped the road free of any trace of the previous day’s rain. Free from road spray, my Corvette’s gleaming 60-year old Keystone mag wheels would remain unsoiled. On the road at 6:30am, I felt assured I would be the first to arrive.

Pulling up alongside the beautifully restored expansive white farmhouse that now housed the Hillsdale New Jersey Free Public Library, I paused for a moment to gaze over the large, but very soon not be, empty parking area. I left the rumbling Corvette to move the traffic cones that barred entrance to the lot. Now, having driven down to the lot, I backed into my assigned display location. Just then, the first of my talented team arrived. Chris Connolly, a recently retired lead detective for the New York City Auto Crimes Unit, strolled down the sloping driveway entrance. Moments later the day came to life as a trail of team members followed in his wake. The pace of the day quickly accelerated.

1886 Benz Patent-Motorwagen

The charge of excitement built as the show cars began to arrive. Confident that the Collectible Car Fair for Kids and Teens would be unlike any other car show, all the car owners and staff focused on delivering a hands-on experience to benefit a largely hands-off generation. The goal was to have fun and in so doing develop in our young attendees an appreciation for the innovation, beauty, culture and excitement of what many consider to be the greatest gift of the industrial age, the automobile.

Unlike the mostly passive stroll experienced at traditional car shows, the Hillsdale Library’s Collectible Car Fair, co-sponsored by the Hillsdale Library and the Drivin’ News website (www.drivin-news.com) offered parents and children alike an interactive treat. Those under 18 were welcome to sit in and experience each of the gleaming iconic automobiles as well, benefit from speaking with each car’s owner. These owners, men and women who volunteered their time and vehicles possessed a broad knowledge of their cars and the period in history when each car was new.

Slowly but steadily the field filled with members of a curated list comprising iconic members of the 20^th century’s the Golden Age of the automobile. A pristine 1974 DeTomaso Pantera, preceded an all original 1970 Plymouth Superbird. A flatbed bearing a 1928 Rolls-Royce Phantom 1 waited its turn while a muscular pick-up truck pulling a large trailer eased across the lot. With its power ramp lowered, the trailer delivered a spectacular Brass Era 1909 Pope Harford and a Mercedes-Benz-built replica of the 1886 Benz Patent-Motorwagen, recognized world-over as the first automobile. By 8:30 am the full complement of staff and cars had been assembled. By 9:00 am with all cars positioned and all team members comfortable in their roles, everyone descended on the beverage and bagel table. Things had come together perfectly. Interestingly perfection can sometimes produce discomfort.

Rory Sevajian’s 1931 Model A takes a first place from the youth judges

At 9:00 am the team, with everything completed to perfection and with their energy level peaking, hit a wall. Where they asked, was everybody? “Has a party been thrown to which no one will come?” Pumped and ready they stood as relaxed as a distance runner ready for the gun. Then the realization hit. They had been too good, if that is possible. The show would not start until 10:00 am. They would spend the next hour reminding each other of that fact. Most likely, nobody would be coming for an hour. Finally 10:00 am arrived and with it came waves of families with kids and unescorted teens. They arrived in droves. Child attendance ran into the healthy hundreds. Any fears of throwing a party and nobody showing up quickly vanished in a fog of questions and children asking permission to sit in the car.

Checking out a 1909 Pope Hartford

With any creative effort be it a book, song, movie, website or experience you can rarely predict what piece will capture the audience’s fancy. In the case of the Collectible Car Fair, the secret sauce that brought everything to life came in the form of a game called the “Fun Hunt for Car Facts,” a twenty question quiz.” The Fun Hunt posed questions relating to the cars on display. Children who got all the questions correct on a supplied answer sheet would have his or her photo taken sitting in their favorite car by the event photographer. Then, at a later date, the library would present the child with a large poster of that photograph.

In retrospect the Fun Hunt created a spacious open field of beautiful cars surrounded by kids clutching pens and quizzes in hand while flitting from one car and owner to the next like bees in a garden. Children interviewed owners and together with parents bonded into a research team working in search of answers. More than 50 children earned a poster that would capture a moment that could become a lifetime memory. But wait! More opportunities existed to engage young attendees. They could sign up to be a judge.

Backseat driver enjoying the 1965 GTO

The inspiration for the Collectible Car Fair came out of concerns expressed by members of my on-going Collectible Automobiles As A Passion class I began over a decade ago at the Ridgewood, New Jersey Community School. Members of the class expressed a concern about the future of the classic car culture. fueled by their concerns I suggested the Fair. The men and women immediately embraced the idea. Building on the concept the thought of children judging the cars attracted great support.

Bob Austin, a retired automobile industry executive and experienced concours judge who co-teaches the Collectible automobiles class volunteered to hold a class. Children could preregister with the library before the show. On the day of the show they could attend the class and learn the basics of judging. Children who attended the class each received a Certificate of Recognition before an applauding show audience. After the show Austin said, “They learned well, as demonstrated by the competency and focus they showed in selecting the best cars from an impressive field of historic automobiles.

One of 3 youth judging groups with their Certificates of Recognition. (L) Bob Austin (R) Burton Hall

In reflecting on the success of the event, Dave Franz, Director of the hosting Hillsdale Library says, “”I’ve always thought of libraries as ‘share’ spaces, where people pass on their knowledge and skills to others, whether it be books, exhibits, or lectures and workshops. To see the joyful owners of these historic automobiles sharing their passion with the youth of our community is to see the essence of learning in action at a public library. It was a great day.”

As to the vibe created by the event, Valerie Festa a class member involved in managing the Fun Hunt for Car Facts says, “The heartfelt gratitude expressed by the parents was profoundly moving. They were so happy and thankful.”

Dr. Charles Lennon, who brought his 1962 Lotus 7, says “I have judged at numerous concours and shown at many others. I must say, I have never experienced such an engaging opportunity to share the joy of classic automobiles with children. Even my grandchildren came. This event was definitely special for me and for them.”

Youth judges check out 1986 911 Porsche and 1961 Corvette

Betsy Gelotte, owner of a 1961 Triumph TR3A on display, says “The kids and parents were so excited and appreciative. The children embraced the responsibility of judging and the challenge of the Fun Hunt with such great enthusiasm!”

Galen Royer one of three accomplished and seasoned car enthusiasts who supervised a team of youth judges may have made the most insightful comment. While anecdotal, it remains impressive when Royer says, “Other than for taking a photograph, I did not observe anyone using their cell phone.”

In reflecting on what distinguished and differentiated the Collectible Car Fair from all other car shows, two things stand out. One  being the high quality of the individuals who hosted their cars and the individuals who manned the event functions. Secondly a factor unquestionably unique to this show resides in the value of partnering with a respected library featuring a bright and energetic director. When good people work together great things can happen. Clearly the case with the Collectible Car Fair for Kids and Teens.

Future car guy with 1993 Viper

As to what comes next, my hope is that the Collectible Car Fair idea Johnny Appleseeds its way across the country.” Anyone interested can contact the Hillsdale Free Public Library (info@hfpl.org). I have created a basic production guide describing how to run your own Collectible Car Fair for Kids and Teens.

Brimming with the unbridled enthusiasm of a true believer blind to the many pitfalls that could await, I plunged into the personal uncharted waters of classic car event planning. Together I and my cohort of equally eager enthusiasts, set forth to create a classic car interactive show targeted to those  eighteen years of age and under. This group represented an audience that we believed would be primed to embrace the culture, art and excitement of the  greatest gift of the industrial age, the automobile, if presented properly.

To the best of my knowledge such an event as the “Collectible Car Fair for Kids and Teens” has never been attempted, at least not in America. And if not here, the world’s most car-centric nation, then where else? As the show date of September 8^th fast approaches, an interested observer could rightfully ask “How’s it going?”

The answer might surprise you.

America’s First Car Show for Kids?

1886 Benz Patent-Motorwagen

So the phone rings. A gentleman named Joe (Not his real name. I will explain later.) says he heard that I needed a Model T for a Collectible Car Fair for Kids and Teens. He said he loved the idea of the event and wanted to lend his support. I thanked him but said that I had just found the Model T I wanted the day before. Joe responded saying, “What else do you need?” I asked, “What else do you have?” He answered saying, “I have everything.” My wall clock showed 9:30 am. By 11:45 my car sat in his driveway. Looking up from the engine bay of what I assessed to be a late 1930’s Ford Phaeton, Joe welcomed me. Middle aged with a big frame and friendly demeanor, His warm greeting and extended hand made me feel at ease right away. Shutting off the Ford, Joe, joined by his father, the originator of this stunning collection, directed me inside the building located behind him. Thus commenced a guided tour through multiple buildings.

1908 Pope Hartford

All featured walls and ceilings adorned with a priceless array of vintage automobilia, so tightly packed, it left little wall surface visible. The buildings, themselves, housed a literal Pantheon of early to mid-20th century significant automobiles packed chock-a-block shoulder to shoulder. Indeed for that era, he had everything and they pretty much all ran. Display vehicles included a curved dash Olds, Brass Era beauties, handsome brawny 30’s Packards, Mercedes-Benz 300 SLs and Corvettes to name a few. He spread his arms wide to include vehicles available to be viewed and sat in by the “Kids and Teens.” Joe then said he had a few suggestions, though I could name anything I felt best suited my needs. His suggestions filled critical gaps in a visual telling of 20^th century automobile history. He directed my attention to the rear of the large room to present suggestion number one. There stood a Brass Era beauty, a 1908 Pope Hartford. A splendid brass bedecked self-propelled white carriage suitable for Cinderella. Joe said that despite the considerable distance, he would drive His Pope Hartford to the show.

1941 Willys Jeep

After all he would be shipping it to California to participate in a driving tour. His second recommendation offered up a classic firmly planted in American history. He pointed to a perfect and authentically outfitted 1941 Willys WWII Jeep including mounted 50 caliber machine gun, yes the gun has been plugged. Saving the best for last, he directed me to a backroom where stood one of the 70 1886 Benz Patent-MotorWagen reproductions built by Mercedes-Benz to celebrate the first automobile. Thanks to the generosity of Joe and his father all three vehicles will be at the show. Indeed except for the 1886 Patent-MotorWagen, children will be free to sit in and experience these time machines as with all other cars on display. As to Joe’s false name, some degree of anonymity is appreciated when dealing with a collection like his.

Indeed surprises abounded. In calling upon my friend Henry to request he bring his stunning 1933 Packard, Henry politely demurred. He felt uneasy about bringing a car that had not been on the road much lately. He did, however, offer an alternative. He asked if it would be acceptable for him to bring his 1928 Rolls-Royce Phantom I? Absolutely! I had to remind him having the Rolls on display meant that a child would be allowed to sit in the car. Henry responded saying, “That’s what seats are for.” In the not necessarily unwarranted protective mindset of classic car ownership, the counterintuitive nature of Henry’s response reflected the mindset of the many participants bringing their cherished vehicles to share with new generations of potential car enthusiasts. Participating owner comments seemed to reflect an overriding sense of “passing on a baton” of stewardship that transcended material concerns.

Rolls-Royce Phantom 1

Dean who will be bringing his 1968 Mustang, rescheduled his overseas travel plans to accommodate the Collectible Car Fair date. I believe this depth of commitment to stewardship reflects a widely held concern in the car enthusiast community for the future well being of the classic automobile culture.

Being an event focused on school age children, I felt it natural to reach out to school systems in the surrounding area. Taking the direct approach I walked unannounced into the offices of the Superintendent of Schools for the regional high school district. Sometimes you just get lucky. I happened to walk in with everyone gathered in the conference room for a staff meeting. Inviting myself in, the genial gathering asked how they could be of help. I quickly delivered my best elevator speech. A lovely bright eyed and charming woman offered to be of help. As she directed me into her office I realized that I had just met Sarah Billotti Superintendent of Schools for the Pascack Valley Regional High School District. I quickly laid out my plan. The Collectible Car Fair for Kids and Teens would be as hands-on as you could get. Children would be welcome to sit in each vehicle on display and experience the living history of the greatest gift of the industrial age, the automobile. Through this hands-on experience students would have the opportunity to better understand the history, character, beauty, and excitement of the iconic vehicles that revolutionized individual lives and forever changed global culture in the 20^th century. Our goal: to create fertile ground for promoting probing questions from bright young minds. Ms. Bilotti embraced the idea and directed me to contact the principals at both high schools comprising the district. As I prepared to leave, a very brief but telling experience took place. It would be repeated numerous times in my efforts to connect with people in a position to support the event. As I headed for the door, Ms. Bilotti called my attention to her cell phone. She recalled a great time she had just spent in Paris with her daughters. The picture she shared showed the vehicle in which they toured Paris, a 1970s VW bus.

1993 Dodge Viper

Over the coming week I met with three local high school principals John Puccio, Tim Wieland and Troy Lederman. All three could not have been more supportive. All had stories relating to personal experiences or faculty involved with classic cars. They especially liked the “Careers in Restoration and Related Fields” class we would be holding after the Fair ended. Not very child should go to college and for those who seek a different path, significant opportunities exist. This was highlighted in a recent Wall Street Journal article “Gen-Z Skilled-Trade Workers Are Making #BlueCollar Cool” (June 12, 2024).

Local police have embraced the Fair as a great community outreach effort. Library Director Dave Franz and his staff at the co-sponsoring Hillsdale, NJ Library actively and creatively support the Fair as a means for exposing children to a great resource for discovering and exploring new interests. It is edifying to see how the Fair has captured the attention of these institutions dedicated to the education and growth of the children they serve.

Our efforts have produced an extraordinary curated stable of thirty historically significant cars running the gamut from the aforementioned Benz Patent-Motorwagen to a Ford GT. Equally impressive, the Fair will be staffed by a gifted team of knowledgeable and engaging car enthusiasts.

I must admit that I have not accepted all offers for support. The great folks at Hemmings asked about advertizing the Fair. I declined. Why? As I have explained to all of the team involved in this first effort, in preparing for their first flight Wilbur Wright did not suggest to Orville Wright that they fly to Los Angeles. Getting airborne for 100 feet would be considered a success. I want to get this off the ground for 100 feet. I would then like the car enthusiast community to embrace the idea of the Collectible Car Fair for Kids and Teens and spread it across the nation.

As I explained to the folks at Hemmings. Rather than invite the world and have it show up like a tsunami of interest, I would much rather publish a story after the event that describes its local success.

Carving a two-lane groove through verdant New England forests and farmland, Elaine and I had a morning’s worth of country miles under our belt. Having departed the Ira Allen House B&B in Sunderland Vt. and with Vermont now rapidly fading in the rear view mirror, a sharp left bend in the road revealed a sight that sent my foot off the gas. I found us fast approaching the tail of an post-war teal blue Studebaker pickup. Standing tall, proud and slow on its skinny bias-ply tires, it provided a window to yesterday on a timeless country road. Being in no particular hurry, I locked on to its 35 mph cruising speed and enjoyed the view. In a decision that would prove to significantly upgrade our planned day’s experience, I followed the truck as it exited the back road for a rural rest stop.

I was about to learn how to correctly pronounce Schaghticoke(?).

Classic Trucks Loaded with Memories

Don Dorr’s 1947 Studebaker Pickup

By the time I had pulled over and exited Elaine’s Honda Ridgeline, the man who I would later come to know as Don Dorr had the Studebaker’s hood up and his head buried in the engine bay. “It’s running hot,” said Don sensing my presence. “I think it’s a loose fan belt. You got a pry bar of sorts in your truck?” Don asked. Sadly, I had to say “No.” Though with the Ridgeline being Elaine’s truck, I did have a yoga mat at the ready if needed. Luckily Don carried a pocket full of wrenches and quickly tightened down the belt.

With the Studebaker returned to proper functionality, I took the opportunity to find out about the man. A spritely 88-years old, Don explained that he had been collecting trucks and cars for over 65 years. He recalled his first truck being a 1935 Ford pickup.

Don Dorr and friend with his Studebaker

Since then entries into his collection have ranged up to B61 and B53 Mack road tractors both of which he restored. In the case of the teal blue Studebaker, he has had it for the last 15 of those 65 years. “Why a Studebaker?” I ask. Don says, “I used to sell Studebakers in the 1960s until they went out of business. I bought this one for old time’s sake and I just like them.” When it comes to the cars Don has collected his tastes  run to the eclectic and clearly not main stream. In reflecting on cars he recalls owning Don says, “A couple of Nashs, four or five Crosleys and a Kaiser-Darrin come to mind.” As the morning sun edges higher in the sky, it’s time for both of us to get back on the road. Shaking hands, I ask his destination. Don responds saying, “The big Uncle Sam Chapter of the ATCA (Antique Truck Club of America) Show at the Schaghticoke (shag-ag-it-e co-kee – don’t think so), New York Fair Grounds. Intrigued, this information reprograms our itinerary. I love trucks, especially old trucks. Macks, Brockways, Whites, Autocars, Internationals, Corbitts, I love them all. I hustle back to the road first to get in front of rather than behind Don’s poky pickup. I am pumped for this country truck show.

I love serendipity. Snaking along back roads to Schaghticoke (sugar-hite-cookie?), Elaine sights a rural farmers market. We stop. Its early. The antique trucks will be in no hurry to leave the Schaghticoke (chuga-ticky?)  Fair grounds . Elaine mentions our truck show destination to a woman vendor. She energetically responds saying, “My girlfriend Tami runs that show.” Can’t make this up. We are on our way.

Rural New York State sits replete with destinations usually associated with the phrase “You can’t get there from here.” This most often translates into patchwork journeys packed with “Go a mile and take a turn” connections. The journey to Schaghticoke (Shaga-hata-coke?) served as the perfect poster child for such back road ramblings.

Elaine checking out the truck show

Not being in a hurry serves well as grease smoothing road trips that could otherwise be described as a grind. Finally the sprawling fair grounds come into view. Home to Stock Car Football Demo Derbies, Farm Tractor Pulls, Lucky E Rodeo and Monster truck events, I have a good feeling as I pull in and pay my four dollar entry fee. I am not disappointed either by the Uncle Sam Truck Show or the gracious and accommodating people involved.

Passing through the fair ground’s entrance gate we had the good fortune to meet the aforementioned Tami, the President of the Uncle Sam chapter of the ATCA. Against a broad vista of mostly pristine and often glistening Class 8 road tractors (Those comprising the pulling component of a semi) I sat down to ask the smiling affable Tami Elise Winch How a nice girl like her got in a place like this? It quickly became evident her answer would be “Just lucky, I guess.”

Tami Elise Winch with her Brockway 776

Energetic and engaging, Tami enjoys twin passions with one being fine art oil painting. Her award winning work employing a photo-realistic style with a wildlife theme has hung in galleries across New York state. Tami’s other passion, proudly on display here in Schaghticoke (shag-cookie?), resides in the promotion and preservation of vintage trucks in general and Brockway trucks, a product of Cortland, NY, in particular. Tami explains her affinity for big truck saying, “As a child my folks owned a truck stop. Big rigs and truckers comprised a large part of my early life experience. Those formative early years hold many good memories.” For good measure Tami’s trucking experience in her adult years has benefitted from her relationship with Andrew Hill, her husband of 16 years. Andrew’s truck passion clearly evidences itself in his role as the National Historian and Archivist for all things Brockway truck. Inspired by his uncle’s fleet of Brockways, Andrew, 54-years old, started researching and archiving Brockway history and reference materials at the age of 10. He has never stopped.

Tami’s and Andrew’s passion for Brockway trucks manifests itself in a collection of five Brockways two very clean restorations ,a 558 and a 776 presented very well at the show.

Tami’s path to the chapter’s presidency really qualifies more as a rescue mission than a coronation. Tami says, “The Uncle Sam Club chapter of the ATCA had been together for 22 years. Andrew had started the chapter in 2002. Unfortunately, the Covid years took a toll on public participation opportunities. Tami says, “It hurt our organization badly.” By 2023 the truck club stood on the brink of folding. Those who had been in charge were aging out of their leadership roles. Tami says, “With Covid and all, you could not blame them.” Timing however is everything. Tami says, ”I had been very active in the Uncle Sam Chapter for quite a while but had taken a few years off. Suddenly faced with the thought of this wonderful organization simply fading away pained me.” Tami decided to fan the embers of commitment that she believed remained. Member response proved her right. Members in rightly recognizing the good thing they had, voted Tami in as president of the Uncle Sam Chapter. Out of curiosity I asked  how did the chapter name “the Uncle Sam Chapter” come about? I expected a simple answer, I got an American history lesson. Uncle Sam, yes, that Uncle Sam really existed  and he grew up in nearby Troy, New York.

Samuel “Uncle Sam” Wilson

Now, boys and girls put on your history hats and prepare to return to the early years of the 19^th century and the War of 1812 fought with the British. During that time, Troy native son, the genial Samuel Wilson operated a local meat packing business. It employed many of his nephews and supplied provisions to the United States Army. With meat for American troops in short supply Samuel Wilson packed meat into barrels to be shipped to soldiers preparing for battle with the British troops stationed in Canada. As meat rations were a rare treat, soldiers receiving these most welcome supplies wanted to know who should be thanked. The answer came, “Uncle Sam.” As the barrels of meat had “US” stamped on them, it did not take long for soldiers to joke that the stamped US and Uncle Sam represented one in the same. And so Uncle Sam entered American lore. As long departed radio personality Paul Harvey used to say, “Now you know the rest of the story.” And now we will return to present day events in Schaghticoke (chauta-cookie?).

One of Tami’s first actions called for bringing the Uncle Sam Truck Show to Schaghticoke Fair Grounds. I asked her if she chose the sight because of its ease of pronunciation. Tami, with the feigned countenance of a frustrated teacher addressing a slow student,  says, “It’s pronounced Sha-Tuh-Kuk.” And with laughter in her eyes Tami adds, “It’s easy for folks raised around here.” Ouch! I deserved that.

Tami’s decision to move the Uncle Sam Chapter Show to Schaghticoke hit it out of the park. With 150 registered entries and additional same day show-ups, the 2024 show exceeded all expectations and surpassed any event turnout in the history of the club. Uncle Sam would be pleased. Well prepared by Tami to enjoy the show, I commenced to immerse myself in a bounty of primarily Class 8 truck motor muscle.

Ken Brower’s 1951 Mack A-51

A glistening ruby in the stark sunlight of the clear summer afternoon, a brilliant red 1951 A-51 Mack tandem axle tractor pulling a stainless steel tanker drew me like a moth to a glowing porch bulb. Its brightwork displayed like polished silver in a red jeweler’s case. Simply stunning. Even more astounding, this immaculate muscular gem shining in an upstate New York regional truck show came from North Haledon, NJ. I could not wait to talk to the owner. Sadly, I could not find him. So, Ken Brower wherever you are, You have a great truck. Moving on, I encountered a sight that delivered a double shot of happiness inducing Dopamine.

Tony Papa’s 1949 Mack LJ

Moving down the row a beautifully restored 1949 “LJ” Mack tandem axle tractor dominated my field of vision. To my further delight off in the distance sat Don Dorr’s 1947 Studebaker. No longer overheating, the teal blue pickup had made it to the show. Don saw me and gave a thumbs up.

Returning my attention to the handsome 1949 Mack, I had the pleasure of meeting its owner and restorer Tony Papa. A lifelong truck guy, Tony has been collecting trucks since he got out of high school in the 1980s. Tanned and fit, Tony explained that he had first set eyes on this Mack as it moldered in a neighbor’s nearby field. Only a true car, motorcycle or truck guy can understand the use of “Love at first sight” when referring to a vehicle. For Tony, this Mack pressed all the right buttons. A long running tale of unrequited love, the truck sat loved but unmoved for decades as Tony waited. With his, now, grown children in their pre-teen years the chance arrived. The owner stipulated if Tony could get that tired only Mack running, the owner would sell it to him. Tony did not hesitate. Surprise, he got it running. Shortly thereafter, In 2005, Tony flat-bedded it to his farm. There he rolled it into his 30 ft. by 100 ft. workshop garage and set it on jack stands. There it would reside in various states of condition for years as Tony embarked on a full body-off, chassis-up restoration.

Me, as a car guy who can pretty much physically move most parts associated with a car, I have always wondered how guys restored big Class 8 trucks containing a wealth of parts that could pin you to the mat like a 500-pound sumo wrestler. Tony, who looks like a wrestler, explained saying, “I’ve got a big gantry on wheels. I have two 5-ton chain falls suspended from the gantry.” He rigged up a system using four by fours that went through the cab doors. Rugs provided cushioning for protection. Tony Says, “With everything in position I just lifted the cab right off the frame. I’ve got transmission jacks to drop the transmission. Using the gantry I pulled the motor as well as the rears.”

Before saying good-bye to Tony and ending my time in Schaghticoke, I asked for one of his best memories associated with his Mack. Tony says, “It’s part of the memories with my kids. They helped me pull things apart.” He continued saying, “I told them you can’t hurt it. Just start unscrewing things. We had a lot of fun doing that back when they were young.”

I have read that the difference between pleasure and joy can be found in the fact joy that involves not only pleasure but the sharing of pleasure with other people in a way that produces happy memories. Clearly, for Tony, his Mack truck brings him joy.

Travel notes:

Ira Allen Inn, – Rustic, Historic, Next to Battenkill River, a premier trout stream in VT. nice location, great hospitality.

Look for the 2025 Uncle Sam Chapter Truck Show at Schaghticoke Fair Grounds next summer located a pleasant 40-minute drive from the Saratoga Springs Car Museum .

I am really pleased. My adult school class of car enthusiasts loves the idea of hosting a Collectible Car Fair for Kids and Teens. A palpable excitement swept the predominantly “Boomer” filled classroom. They embraced the thought of introducing some of the most significant automobiles of the 20^th century to pre-teens and early adolescents, a cohort some fear to be oblivious to classic car culture and, worse, much of American history. Yet I believe these youthful digital natives possess an un innate yearning to feed a neglected hunger for positive real life hands-on experiences. The visceral pleasure of the analog driving experience being one excellent example.

Dauntingly, with this task comes the challenge of creating a meaningful and engaging hands-on experience for today’s Generation Alpha Digital Natives (Born after 2010). This latest wave of new born humanity has entered the world after the death of the new car brochure, the ascendance of Uber and the displacement of Henry Ford by Elon Musk as the reigning father of personal transportation. On the positive side  the Wall Street Journal recently reported writing, “Stick shift sales (While still a small percentage) have rebounded over the past three years, fueled by younger buyers.

Making it Happen: Collectible Car Fair for Kids and Teens

The profound impact of the automobile’s introduction in the early 1900s manifested throughout the known world but nowhere more so than in a strapping young 20^th century America ready to take its place on the world stage. Like a snap shift of tectonic plates, the impact of the automobile’s introduction on global society cannot be overestimated. Interestingly a single word captures the source of power that compelled society’s wild embrace of the automobile. The ground shaking power of this word revolutionized the life of every individual as well as the fabric of modern society in general. That word? Freedom! Freedom as granted by the automobile to all races, colors and creeds of common man, unmistakably represented the Industrial Age’s greatest gift to social mobility, in more ways than one.

Some fear that the appreciation for the awesome privilege of freedom no longer resonates with newer generations. It would seem that boys  and girls have not been raised to appreciate the largess and independence that they largely take for granted. Many of today’s youth experience a life fraught with digitally induced stress and anxiety. Driven to distraction in a social media world of likes and influencers, today’s children too often are in danger of self-sealing into tactile deprivation bubbles. However, all may not be lost. The previously referenced Wall Street Journal article quotes one stick shifting digital native who says, “Computer people are car people. Half of my co-workers drive manuals.”

Children benefit from positive hands-on experiences that address all of their senses. It constructively counterbalances the gravitational pull of the social media consciousness that draws them away from recognizing and appreciating the full mental, physical, emotional and spiritual richness of a life well lived.

For today’s youth a vast informational marketplace offering interpretations of history, experiences and contemporary events resides at their finger tips. However, to what sources do those fingers point? Apparently more often than not the fingers of contemporary youth point to undisciplined sites like TikTok for information. As a highly respected English teacher I once knew preached to her writing classes, “Don’t tell me, show me.” My class agrees. For them a virtual world offers no match for the sensory feast available in the real world. It calls to mind the “feelies” in Aldous Huxley’s literary classic Brave New World. Life in the story’s totalitarian state promotes a soulless world of sizzle, not steak.

In presenting the Classic Car Fair for Kids and Teens idea to Dave Franz the Director of the Hillsdale Free Public Library, I found a supportive kindred spirit and creative resource. Dave says, “The Hillsdale Library strives to provide a place for people to share their enthusiasm and passion. Equally important it equips individuals to expand their awareness of the world around them. This event offers children and their parents the opportunity to interact with people passionate about the history, excitement and significance of classic automobiles.”

With the availability of Hillsdale’s splendid library and its spacious parking made available, we picked a date and a time. The Library would host the Fair on Sunday September 8th from 10:00 am to 2:00 pm. Game on!

HAVE A SEAT – In creating our hands-on event, our intention calls for us to keep it simple. Our goal demands we keep it real. The Collectible Car Fair will be as hands-on as you can get. Children will be welcome to sit in each vehicle on display and experience the living history of the greatest gift of the industrial age. Through this hands-on experience students will better understand the character, beauty, and excitement of the iconic vehicles that revolutionized individual lives and forever changed global culture in the 20^th century.

We hope to create fertile ground for promoting probing questions from bright young minds. Such questions might be:

• What makes this car special?
• Why is the steering wheel so big?
• Why three pedals?
• Why are there crank handles on the door panels?
• Why did they put fins on cars?
• What is a Muscle Car?
• Why doesn’t this car have side windows?
• What does road feel mean?
• Unlike older cars why do new cars all look the same?
• Why does it seem old cars are more fun?
• When my grandfather was young, why were teenage guys so interested in cars?
• What is meant by “Freedom of the road?”
• Why were there songs about cars in the 1960s?
• What was a drive-in movie?

Event staffing will be by men and women from the “Collectible Automobiles as a Passion” class. These knowledgeable car enthusiasts wearing their GUIDE button own the individual models of well maintained classic automobiles to be displayed. They will be prepared to speak knowingly about their vehicle and the year in the 20^th century when the vehicle came to market.  Cars on display will include a 1928 Rolls-Royce Phantom 1, 1970 Plymouth Superbird, 1961 C1 Corvette, 1962 Lotus 7, 1974 DeTomaso Pantera, 1986 911 Porsche, 1956 Thunderbird, 1959 Cadillac and many more. Each car will bear a windshield placard offering selected facts about the vehicle and America in that year. For the 1961 Corvette and 1974 Pantera the placards would read:

1961 Corvette

Staff members can not only discuss the technical and design features of their car, they can explain why this car has special meaning for them.

For children the power of “story” can be profound. Everybody loves a good story. A car someone holds dear often provides a vehicle for relating an important aspect of the owner’s life. For me, I have owned my 1961 Corvette for 57 years. Over the span of my lifetime every meaningful person in my life has sat in that car.

And for the hands-on experience, just what will the children be putting their hands on? A few examples are:

1928 Rolls-Royce Phantom

1928 ROLLS-ROYCE PHANTOM 1

Representing the finest automobile of its time and the expression of superior quality and luxury that continues to this day. Built by hand

with the finest materials and the most exacting technical specifications. The automobile brand favored by the fabulously rich, the outrageously famous and the most elevated royalty.

1952 MGTD

This little spindly wheeled British sports car that came to America right after WWII brought home by American soldiers who had fallen in love with it in England. It created an exciting new class of automobiles in America, the “sports car.” That it had no roll up windows, a frail leaky convertible top and under-powered engine did not matter. America loved it.

1963 356 PORSCHE

Nicknamed the bathtub Porsche because of its rounded lines, the 356 took America by storm. A lightweight and nimble-handling, rear-engine, rear-wheel drive, two-door sports car it came as both a hardtop coupé and convertible. After coming to America in the early 1950s this spirited German sports car quickly became a dominant force on mid 20^th century race tracks.

1963 Porsche 356

1965 PONTIAC GTO

The 1965 GTO belongs to the first generation of the Pontiac midsize 2-door coupe equipped with a high performance V8 engine. Generally recognized as the car that ushered in the era of the American Muscle Car and the associated Detroit horsepower wars.

1982 DELOREAN

Most famous for its role in the hit movie series “Back to the Future,” The DeLorean owes its existence to the same man who created the Pontiac GTO, John DeLorean. All DeLoreans were silver due to their bodies being stainless steel as DeLorean did not want his car to rust. Actually the factory in Belfast, Ireland that built the DeLorean produced two non-silver versions. They were gold plated for an American Express promotion.

1965 Pontiac GTO

LEARNING TO JUDGE – Children will also have the opportunity to learn how competing cars are judged at a car show. Children who register in advance with the Hillsdale Library can attend a “How to judge a car” class given on the morning of the event. The class will be taught by experienced concours judge, automotive journalist, past Director of the Rolls-Royce Club of America and friend of Drivin’ News Bob Austin. All registrants who complete the class will have the opportunity to actually judge vehicles on display. All children who complete the class and participate in judging will receive a certificate of recognition.

FUN FACT HUNT –  To further involve the children, a “Fun Hunt for Car Facts” will challenge them to find answers to a list of questions relating to the classic cars on display. Each child finding all the correct answers will win a poster of himself or herself posing with their favorite car.

1982 DeLorean

CAREERS – Closing out the event McPherson College graduate and McPherson student mentor Nicholas Navarro will present on the topic of college degree and non-degree opportunities associated with classic car restoration and automotive technology.

HILLSDALE LIBRARY -A benefit available throughout the Fair will be Dave’s availability to provide information on materials available at the library relating to classic cars, the automobile industry and the car culture. As well, Hillsdale Library offers knowledgeable staff, extensive reading lists, available movies, how to videos and a vast array of materials and experiences accessible through the Bergen County network of libraries (BCCLS).

Hillsdale Library also features a vintage truck enthusiast. That would be Library Director Dave. He and his son are restoring Dave’s grandfather’s 1949 Chevy 3100 pick-up.

In “Betraying the Brand or Smart Business? Part I” Drivin’ News sought to explore the impact of BMW’s new oversized grill and new design badge on the BMW brand. In examining the nature of branding, Part I looked back at how Mercedes-Benz in the 1990s had responded to market forces for which its engineering focus had been deemed untenable. How they dealt with it required many broken eggs to create the new Mercedes-Benz brand omelet of the late 1990s. The resulting outcome, though painful, did seek to morph the brand into representing a more consumer oriented maker of luxury automobiles while preserving its iconic 3-pointed star.

Part II visits Volvo and its branding challenges in the years just before and after being purchased by Ford in 1999.

Betraying the Brand or Smart Business? Part II

The experience of another great brand, Volvo, with its iconic Iron Mark logo offers important lessons in the value of fidelity to brand values.

When I came on board with Volvo Cars of North America in 1980, the previous decade of the 1970s had seen Volvo featuring taglines like “The car for people who think,” and in 1978 “A car you can believe in.” Reflecting the somewhat cerebral nature of its taglines’ appeal, Volvo courted a niche to which it played well. Its accessory catalog could easily have included Volvo branded leather elbow patches and pipe cleaners.

1979 Volvo “Love Letters” ad

With the 1980s, it seemed the world discovered the safe, durable, reliable, rugged, environmentally conscious and comfortable Swede. While always a small player in a much larger automobile universe, Volvo always punched above its weight. It enjoyed extraordinary brand recognition, far beyond what its modest sales volume would normally merit.

To think of any other car brand proudly displaying an “I Love my car” bumper sticker would have been unthinkable. I love my Lincoln? I love my BMW? I love my anything? It did not work. But “I love my Volvo,” absolutely. Owners loved their Volvos. So much so that they would pen love letters to Volvo headquarters especially ones featuring a common theme. Safety! Unsolicited, Volvo owners would send photos of terrible accidents they had experienced accompanied by letters thanking Volvo for the safe cars they built while proclaiming, “Volvo Saved My Life.” A steady stream of such letters inspired Bob Austin, then, Director of Marketing Communications at Volvo Cars of North America to start the “Volvo Saved My Life Club” in 1990. Austin said, “The club was a way to recognize a very special group of people and say thank you in a very respectful way.”

At the same time Volvo delighted in recognizing another group of owners. This group shared a very different Volvo attribute, longevity. These Volvo owners put hundreds of thousands of miles on the Volvos they loved. This lead to Volvo establishing the Volvo High Mileage Club that awarded handsome badges in 100,000 increments to drivers with high mileage Volvos. One such driver stood tall as a renowned figure among car people in general and Volvo people in particular. His name was Irv Gordon. Gordon had long held and most likely will always hold the Guinness World Record for most miles driven in a single car. Over the span of six decades Gordon put 3.2 million miles on his 1966 Volvo P1800.

Irv Gordon and his 1966 Volvo P1800

By the early 1990s, I had started my own business which enjoyed Volvo as a client. Still Swedish to its core, Volvo offered a new family of good looking and popular 850 sedans and wagons that all remained faithful to the Volvo brand values.

Volvo’s tagline of the 1990s “Drive Safely” proffered friendly and thoughtful counsel. In reinforcing long held brand values, the tagline really cut to the chase. In the Pantheon of Volvo core values intelligent comprehensive world class safety design stood the tallest. Going back to the very beginning in 1927, safety stood foremost in the minds of Volvo founders Assar Gabrielsson and Gustaf Larson when they stated, “Cars are driven by people. Therefore, the guiding principle behind everything we make at Volvo is, and must remain, safety.”

If asked, “What do you think of when you hear the name Volvo?” For all members of the Volvo family of employees and much of the public the answer would be “Safety, durability and quality.” In 1995 Bill Hoover, then Volvo Cars of North America Executive Vice President, speaking for all those Volvo executives who had come before him in carrying the Volvo banner, was asked. “How does a company with such relatively small annual sales get such high brand name recognition?” Hoover said, “We are not trying to be the auto du jour. Our image has consistently been one of safety, durability and quality.” Researchers at Yankelovitch Partners, a major research firm at the time, assessed the reason for Volvo’s success. Their conclusion? “Volvo promoted their car as the choice for safety, durability and quality and they delivered.”

However, during the 1990s winds of change started buffeting Volvo in North America. Traditional Volvo brand advocates had been organized out of the North American operation. Longtime CEO Joseph Nicolato retired in 1991. Hoover was provided an “opportunity” to manage Volvo’s Asia/Pacific marketing operations in Singapore and Austin chose not to join Volvo in its move to Irvine, California after Ford, under CEO Jack Nasser, bought Volvo in 1999. The cost, $6.5 Billion. Ford’s purchase of Volvo represented a watershed moment. By relocating Volvo to the west coast Ford intended to package it into Ford’s newly created Premier Auto Group (PAG) with Wolfgang Reitzle at the helm. PAG membership would consist of Volvo, Jaguar, Aston Martin, Mazda, Lincoln-Mercury and Land Rover, all Ford owned marques.

1981 Volvo “Brownies” ad

Unfortunately, Volvo’s relocation from Rockleigh, NJ to Irvine in 2001 gutted the corporate culture. Purged from the loyal Volvo ranks, a large number of longtime experienced employees with extensive product knowledge either did not get invited or chose not to uproot and move across country. Sadly, seven years later when PAG failed and with most of its pieces sold off, Ford would return Volvo to New Jersey. Regrettably it could never reclaim the lost and invaluable experience and expertise that had been willingly sacrificed. Ford ran Volvo off a cliff and without safety, Volvo would not survive the crash as a Ford owned brand.

With the demise of the old guard (Literally, like the three Grail Knights in “Indiana Jones and the Last Crusade” Austin, Hoover and Nicolato, had protected the Volvo brand) a drum beat emanating from Sweden first heard in the mid-1990s grew louder. The message, now, arrived loud and clear. Volvo should move up in the luxury ranks to be priced like Mercedes-Benz and BMW. In the March 23, 1998 Automotive News, a front page photo of Volvo senior management accompanied a story trumpeting “Volvo adds spice to image of safety.” The first paragraph said it all in describing global management’s stated belief that, “(Volvo’s) safety-laden reputation may be too square for today’s buyers.” The corporate mindset of Volvo’s, then, new owner, Ford, proved richly fertile ground for navigating a sea change in brand messaging driven by powerful winds of competitive brand envy.

It became a given by management that, “Safety was “understood” by all customers and, thus, did not need to be promoted. In word and deed it seemed new Volvo management espoused opinions of old Volvo brand values with a palpable disregard bordering on contempt. At a time when the Ford Explorer had a well publicized rollover issue, Volvo, had a suspension design in its newly introduced XC90 SUV that offered greater rollover protection. Volvo had to limit its advertising to avoid comparing its superiority to other brands.

1980 Volvo “LOVE” ad

From the new millennium’s early aughts to its early teens the market witnessed a Volvo intentionally transformed into a brand unintentionally adrift. Where once Volvo advertising resided at the pinnacle of wry humor (We’d Never put our brownies in a little tin box and What four-letter word best describes your car?), its efforts now seemed more “awry humor” that unwittingly insulted the very people to whom Volvo wished to sell.

Volvo’s iconic High Mileage Club’s substantial metal medallions awarded at 100,000 mile increment (Up to 1,000,000 miles) were shelved in place of a decal for every 250,000 miles. The prevailing management thought, then, called for not incentivizing people to keep their Volvos in the hope that they would more frequently buy new ones. Another high mileage Volvo association, the promotion of Irv Gordon, the beloved and world famous million mile driver went to the far back burner.

Volvo’s new direction witnessed co-branding promotions whose intent bordered on the threshold of incredulity. Volvo reportedly poured funds into the vampire themed Twilight Saga series of romance fantasy films. The Twilight films targeted young audiences comprised of a significant percentage of teenage girls, many too young to drive. However, Paul Walder, Global Marketing Manager at Volvo Cars said “More younger people think that Volvo is ‘cool’ because Edward drives one and this will impact on their future car buying decision making.” Contestant winners, young women ages 18 an 19 took home new XC60s.

Volvo committed significant dollars, as well, to its association with the film “Pirates of the Caribbean.” This involved people following clues to finding a Volvo buried by a salt water beach in the Bahamas. It is said that the size of the expenditures on the film promotions left little remaining to support North American advertising. Tracking data showed no association between promotional money expended and additional vehicles sold.

Coco Framboise

In a truly head scratching move, Volvo launched a “Naughty Volvo” S60 model promotion possessing the power to drive a stake through the heart (Apparently the vampire thing has stuck with me) of any lingering “family values association” remaining in consumer memory. Promotional events showcased the “Naughty Volvo S60” in venues such as a make-shift “Red Light” district in Toronto featuring “Burlesque star Coco Framboise with sounds provided by DJ Dopey and Poizonus.” The campaign included slogans like “Spank the competition” and “Naughty Volvos are coming.”

The start of the new millennium and the promotion of new values begun under Nasser and Reitzle did not go well for Volvo. From MY2000 with sales of 123,178 to MY2010 where sales had plummeted to 53,948 Volvo had lost its way. For the purpose of this article, the year 2010  will serve as the point in time where the decision on brand betrayal or good business will be determined. Why?  By the end of 2010 Ford would have sold Volvo to Geely of China. The price, $1.8 billion. $4.7 billion less than it had paid. The Geely purchase presents a whole new story for a later date.

Brand betrayal or smart decision? The plummeting sales volumes and the subsequent sale of the company screams betrayal. However, the good news for the traditional Volvo brand values comes with the success it once again enjoys, but not with Volvo. When Volvo dropped it, Subaru snatched it up and ran. The following quote comes from Subaru’s agency of record, Carmichael Lynch:   “How do you stand apart when your competition is spending literally billions of dollars? By connecting with what’s truly important to your audience — not just features they might like, but the life that they love. Their families. Their pets. The great outdoors. Even the venerable old Subaru they’ve been driving forever. In 2007, we introduced the “Love” campaign. In the years since, sales and market share have more than tripled and love has spread to every level of the brand.”

Many industry people recognize that Subaru has drawn heavily from the original Volvo playbook with great success as its reward. Themes like the “Love” Campaign, fund raising, golden retrievers, driver’s stories, environmental concerns and, above all, safety, all masterfully interwoven with a consistent voice and narrative have served Subaru well. From 2009 to 2019 Subaru sales in the U.S. increased 200% from 216,652 units to 700,117 units. Such success has many parents, but the Volvo themes sit at the head of the table.

A humorous aside. Austin, now, Past Volvo Director of Marketing Communications, has a good sense of humor. A number of years back he complimented the Subaru Advertising Manager on Subaru’s wrecking yard “They Lived” TV commercial. With a smile he added, “In fact I liked it when I did it 10 years ago.” Both laughed.

Now what of BMW? Brand Betrayal or Smart Business?

All different model SUVs

BMW, as the Ultimate Driving Machine, despite considerable success faces many challenges in a world racing – some might say hurtling – towards autonomous cars and where visual identity is increasingly harder to come by. (See nearby image of two dozen recent white SUVs from different manufacturers. Can you tell them apart?). BMW does not face this threat to individuality alone. And to be fair, BMW does produce designs a notch above. However, for the most part, unlike years back, today, all of one manufacturer’s model line looks pretty much the same as every other manufacturer’s offerings. Basically everything looks like a jelly bean with a few razor edges added for character. Just sayin’. This causes manufacturers to take desperate measures to distance themselves from the crowd. Have you noticed the more that car designs suffer under imposed hard points accommodating global market homogeneity demands, fuel economy demands and corporate packaging the larger grills have become? As an apparent natural byproduct of big grill disease, the ugly bordering on downright disturbing aesthetics of some creations produce, in the viewer, a kind of curious morbid fascination like seeing a two-headed cow and wondering how could this be? Case in point, the Lexus “Predator” grill design. Really?  Don’t laugh Audi your grill offers no visual feast for sore eyes either. But BMW? It already possessed what many consider one of the most recognizable grills in the business.

This brings me to BMW issue number one, the God-awful smiling Tasmania Devil grill. To put things in perspective while it doesn’t quite make me want to scratch my eyes out, it does make the “Bangle Butt” and the first generation Z4 front fender “Z” line border on being fond memories. Yes, a frontal feature that distinguishes and differentiates a design serves a valuable purpose when it does so in an attractive way. However, the Phantom of the Opera wore a mask for a reason.

Does BMW believe that its iconic grill design suffers from being so indistinguishable that “better to be ugly and noticed” offers valid defense of its questionable execution?

Secondly, the lollipop Roundel. Logos such as Ferrari’s prancing horse, the Rolls-Royce “Spirit of Ecstasy” and, yes, the BMW Roundel trigger a conditioned customer response. A product bearing that badge confirms that that car fulfills that long established brand’s promise. Research suggests that it takes five to ten years for a brand to be established in market consciousness. Common sense would suggest it takes one look at a distortion of the brand icon to confuse the observer. When the revered iconic badge undergoes change, the natural course of thought calls to question what other changes this new symbol might augur?

In the 2004 Automotive News World Congress Helmut Panke, then Chairman of BMW said, “A brand is a promise, a promise that the products of a brand provide substance, authenticity, emotional appeal and heritage.”

Does the jumbo grille and the pin wheel badge seem frivolous and unworthy of the BMW brand in light of Panke’s words.

What do you think?

For those interested in reading that offers insight into Branding and the automobile industry, the following are three recommendations:

1. Where the Suckers Moon, An advertising story. Randall Rothenberg, Alfred A. Knopf, 1994
2. Branding Iron, Branding Lessons from the Meltdown of the US Auto Industry. Charlie Hughes and William Jeanes, Racom Books, 2007
3. Car Guys vs Bean Counters, The battle for the Soul of American Business. Bob Lutz. Penguin Books, 2011

Good fortune allowed me to enter the U.S. import car business in the later part of its formative years. For a subsequent period touching 5 decades I had the privilege to write for the vast majority of European automobile brands including, for over 30 years, Mercedes-Benz, Volvo and BMW. It afforded me the opportunity to work with some of the best and brightest professional men and women to grace the import automobile industry. I learned from these experienced, insightful and wise individuals the meaning and importance of “brand.” I admired how they would passionately defend “the Brand.” My time in the business also allowed me to witness corporate decisions that tacked a marque away from their traditional brand values.

This two-part issue of Drivin’ News will ask can “Betraying the Brand be good business?”

Betraying the Brand or Smart Business? Part I

For a product, a brand is a promise. A strong brand adheres faithfully to a set of values highly prized by a targeted market segment. Building a powerful brand image takes time and consistency because building trust takes time (five to ten years is a number quoted) and consistency. A brand that has established a high level of trust usually features a slogan and/or logo, the Mercedes-Benz 3-Pointed Star, Volvo Iron Mark or BMW Roundel that functions as a beacon signaling to targeted customers that this product will fulfill their expectations. A brand that customers have grown to trust represents a hard earned and invaluable asset. A product sending off-brand messages confuses the customer and undermines the brand. It raises questions.

Recently I noticed a new BMW with a redesigned version of the iconic blue, white and black BMW badge. The new iteration called to mind a child’s multi-color swirl lollipop. That together with BMW’s recent addition of the oversized smiling Tasmanian Devil grill gave me pause. I realized that I had witnessed this manifestation of questionable branding efforts before. As a “car guy” such moves always engendered personal doubt and discomfort. As an exercise in retrospection I chose to revisit examples of brand infidelity I had witnessed and dig deeper before I explore two of BMW’s recent curious measures and their potential impact on the BMW brand.

Rather than looking first at BMW, Part I will start on the other side of the Strasse, with BMW’s arch rival Mercedes-Benz and in Part II, Volvo.

I began working at Mercedes-Benz in 1976. Then, the Mercedes-Benz boldly confident slogan “Engineered like no other car in the world” succinctly captured the Mercedes-Benz commitment to engineering excellence, quality, and luxury. It proudly advanced without equivocation the Mercedes-Benz brand values. As an organizational culture most everyone in the company embraced the passionate self-assessment of Mercedes-Benz as a builder of superior luxury automobiles for customers who understood, respected and could afford superior quality.

In the early years the business plan expressed by Mercedes-Benz management actually considered restricting overall Mercedes-Benz sales to 100,000 units to maintain its limited availability and support premium pricing and healthy margins. It is said that in the 1960s Executive VP of Sales Heinz Waizennegger laughed at the thought that consumers would ever consider paying $10,000 for a new passenger car. By the time I joined, company insiders laughed at the idea of people paying $20,000. By the 1980s nobody laughed any more.

Back then Mercedes-Benz as a company benefited from a workforce populated with skilled and dedicated car guys, both male and female, who, as a group, displayed a quiet and prideful confidence born of their perceived association with an internationally admired, stable and prosperous organization where the employees place and future seemed assured. Gifted engineers and technicians held respected status.

Many employees bought a new Mercedes each year at a favorable discount. Often the following year they would sell their year-old sedan for a profit. For longtime employees the annual profit could build to a cumulative sum where they were buying their annual new Mercedes with what felt like “house money.”

The Mercedes-Benz early North American business model succeeded based on a system where cars were designed, developed and perfected in a timely manner. Much like the aging of a prime steak or the maturing of a fine wine, Mercedes-Benz would bring without great haste well engineered and assorted superior vehicles to a loyal but limited market. However, the late 1980s witnessed U.S. sales volumes and margins declining. Word filtered out of internal management discussions considering the advisability of moving Mercedes-Benz product upscale into higher cost/higher margin but lower volume Rolls-Royce/Bentley territory.

Then Mike Jackson took the helm in 1989. He passionately preached to Stuttgart a message advocating reduced prices with more exciting product and advertising designed to reach a younger and broader market slice. To keep this in context, realize that M-B home office in Germany and M-B North America did not always see eye to eye. In their early years in America the mindset of the predominantly conservative post-war German Mercedes-Benz management in Stuttgart found the North America market baffling and at times infuriating. Especially humorous and emblematic of the disconnect surfaced in the early years when Mercedes-Benz in America pressured Stuttgart for a sunroof as a product feature. The German’s did not see the need when you could simply open the windows but, over time, Germany yielded to the demand. Shortly thereafter America wanted air conditioning. Home office in Stuttgart lost its mind. “The Americans had gotten their sunroof with the fresh air and sunshine now America wanted to close the sunroof and have air conditioning. By the 1980s, however, times were indeed changing with Mercedes-Benz having a more international character.

At the close of 1980s, U.S. sales had dropped for most European luxury car makers, including Mercedes. The economic recession, the luxury tax, and the dollar/mark valuation all played a part in the problem.

A 1991 study by J.D. Powers & Associates found that American luxury owners appreciated prestige but bought reliability, a Japanese brands’ strength. One particular reason for Mercedes’ maintenance issues, as compared to Japanese brands, emanated from Mercedes-Benz emphasis on cars being crafted more than mass produced. The Mercedes-Benz mindset at that time was expressed by Edzard Reuter, then chairman of Daimler-Benz, who said, “We constantly study our position and we always come to the conclusion that we should stay away from mass production. The economies of scale wouldn’t help us. Besides, we have a culture of engineering and product differentiation that would make it difficult.”

However, it had become increasingly apparent that Americans viewed Mercedes’ signature over-engineering as irrelevant. By 1991, Mercedes had started to pay attention to what the American customer and baby boomers in particular, wanted. This sea change in mindset resulted in Mercedes redirecting its focus away from engineering and towards marketing. Germany had listened to Mike Jackson. Mercedes-Benz would respond to a new reality by retaining the 3-pointed star but changing the value proposition it represented.

300SL factory craftsmanship

Like the canary in the coal mine, the slogan “Engineered like no other car in the world” would no longer sing the praises of Mercedes-Benz automobiles. The old brand values buckled under the pressure making way for a new paradigm intent on defining a new path to broader success.

Mercedes-Benz of North America retreated from its engineering-centric heritage to that of a North American marketing function. The retreat created pain. Notorious international business consulting firm McKinsey came in to plan the desired organizational changes with one of the results being a mass layoff of staff members that became known as “Black Tuesday.” This purging of experienced and loyal employees devastated company morale and weakened the foundation of the corporate culture. McKinsey interventions often left such organizational detritus in its wake.

W140 S-Class

The radical departure from past practices would evidence itself when comparing the MY1992 W140 S-Class with its replacement the MY2000 S220 S-Class. With the W140, initial development started in 1981 with it coming to market in 1991. It should be noted that the final product caused much consternation in Germany. The impact of significant cost overruns associated with the project’s over-engineering (Estimate, approx. $1 billion) would ripple through the organization with lasting effects. That said, in the case of the W140, save for a later developing issue with the car’s biodegradable wiring insulation, its excellent build quality and noteworthy expression of over-engineering received wide praise but lukewarm buyer interest. Certainly, new competition contributed to Mercedes’ disappointing sales. Japanese luxury in the form of Lexus and others had burst onto the scene swinging polite but sharp elbows. It forced the staid luxury market including Mercedes-Benz into a period of wrenchingly painful self-examination.

Development of the S220 began in 1992 at the dawn of marketing taking dominance over engineering at Mercedes-Benz. In comparing the S220 replacement for the W140, Motor Trend wrote, “Though hard to pin down, there was something about the S220 that suggested it was developed in an era when the engineers no longer held sway at Mercedes.”

S220 S-Class

Doug Munro, the respected online car reviewer and founder of “Cars and Bids” in comparing the S220 and W140, said, “It represents a low point being the product of cost cutting and simplification in production and engineering.” Munro went on to say, “The earlier goal in producing the W140 was to make the greatest car in the world and they did. In the case of the W220 cost cutting was the name of the game.” The 2000 S500 cost roughly 15% less than the 1992 S500.

So was the Mercedes-Benz course of action that of a brand betrayed or a smart business decision necessitated by a changing market?

The answer may well depend on your point of view. Are you a pure car guy or a business guy? A car guy savors great automobiles built with passion, brilliance, excellence and a cost be damned attitude. Business guys savor a great car that makes money. Car guys love Duesenbergs, Cords, Tuckers, Ferraris, Lamborghinis, Bentleys, Rolls-Royces to name a few. Unfortunately, all went bankrupt or were sold.

As to whether brand betrayal or smart business move, by the year 1998, one would have to say a necessary business decision. Why 1998? Because that year Daimler-Benz swallowed Chrysler and initiated a boiling cauldron of brand confusion and chaos. But that is story for another day.

Did Mercedes-Benz financially benefit from the brand’s redirection? Sales volume would seem to say yes. From Model Year 1991 though 1999 Mercedes-Benz unit sales increased from 58,868 units to 189,437 units. Certainly many factors such as more models, sportier offerings, the competitive set, exchange rates, manufacturing techniques and market conditions impacted sales as well. Furthermore, in considering the earlier fate of pinnacle brands such as Rolls-Royce, Bentley and, later, Mercedes’ own effort with Maybach, the idea of the upmarket move Mercedes-Benz management once considered, would seem to have been destined to fail. Furthermore, based partly on the success of Mercedes-Benz who industry insiders viewed as having been revitalized by Mike Jackson, Jackson now resides in the Automotive Hall of Fame.

In speaking of the old Mercedes-Benz brand, then, it may be best to say, “The king is dead. Long live the king.”

Betraying the Brand or Smart Business? Part II will focus on Volvo and BMW

It ranks high on the list of last places to look for classic Rolls-Royces and Bentleys. The meandering country two-lane bisects a large expanse of Mechanicsburg, Pennsylvania farmland. Upon cresting a berm saddled with a railroad crossing, the road descends to reveal a well tended but non-descript collection of linked single story beige structures with the character of warehousing. Au contraire, one has arrived at the Rolls-Royce and Bentley Museum and home to the Rolls-Royce Foundation and Rolls-Royce Owners’ Club. Much like an automotive Clark Kent there is far more here than first meets the eye.

On this particular clear and crisp late autumn day turning into the front parking area reveals an array of vintage and classic Rolls-Royces and Bentleys. One in particular snags the eye and demands greater scrutiny. A striking black and silver open wheel hot rod sporting a Bentley Flying “B” vibrates in place, poised to launch.

Meet the Black Adder VI Bentley Special.

The Black Adder VI, an Outrageous Hot Rod Bentley

Alex and Elaine in the Black Adder VI

Daresay that the chances approached nil. Surely Baron Henry de Blonay of Villa Favorite in Chembésy, Switzerland never thought about it at all. What were the chances that his new 1947 Bentley Mark VI would, 70 years later, be a cycle fendered, open cockpit hot rod named after a poisonous viper and seen cruising the back roads of Mechanicsburg, Pennsylvania.

While tracking ownership history of early postwar Bentleys ranks high on the frustration scale, much of the Black Adder’s last 75 years is known. Most of it resides in Mechanicsburg, PA.

My friend Henry Uiga greeted me. A Rolls-Royce owner, club member and Drivin’ News reader, Henry had extended Drivin’ News an invitation to the Rolls-Royce Club’s monthly Volunteer Saturday. On this scheduled day club members gathered at the Museum to service the Rolls-Royce and Bentley vehicles in the collection. Watching the members in action quickly dismissed any preconceived notions of an elitist membership dominated by the white glove crowd depicted in the iconic Grey Poupon Mustard ads. The men and women present and immersed in their hands-on work displayed a hardy respect for the 100 plus-year heritage of Rolls-Royce and Bentley automobiles including that featured in the fabled mid-century “Loudest thing is the clock” ads.

As I entered a workshop lined with vehicles representing a century of British engineering excellence, I had found Henry working on an open wheel roadster the likes of which I had never seen. It sported the Bentley Flying “B.”

Displaying an apparent Dry Lakes Racer/T-Bucket inspired visual execution and chassis number B46AK, this right-hand drive Bentley hot rod pleased the eye with a striking livery of a black passenger tub with saddle tan interior, black cycle fenders and silver aluminum bonnet. With Brooklands Type Racing Screens, leather hood straps and an athletic stance, this well conceived custom execution represented a consummate example of a breed of collectible Bentley, the modified Bentley “Special”.”

Starting life as what might be described as the entry level 1947 Bentley Mark VI, the Bentley Special concept came to life in the early 1960s. At that time, the poor quality sheet metal used in the early Post WWII Mark VI had almost universally fallen prey to the tin worm. In sharp contrast, owners found their Bentley Mark VI’s seriously deteriorated steel bodies to be mounted on rugged and reliable chassis with an equally capable drivetrain.

As a restored Mark VI did not possess a high value comparable to a Rolls-Royce Phantom or a Vintage Bentley, owners saw little merit in committing large sums of money to the restoration of a rusted hulk. However, the Mark VI did possess a rugged drivetrain and chassis pretty much regarded as bulletproof. The solution? Re-body and upgrade the remaining chassis to create a “Special” that reflected the personal tastes and interests of the individual who commissioned the restoration.

Woolf Barnato

Starting around 1963 in the UK, Bentley Specials became very popular. Many of the first re-creations emulated the vintage racing Bentley’s of the late 1920s and early 1930s. During that period Bentley had made its name in competitive motorsports with numerous victories including multiple wins in the 24-Hours of LeMans. At the same time, this period witnessed the heyday of adventuress part-time drivers, more sportsmen than professionals. They became known as gentlemen-drivers who would race their cars at the track and then drive the same cars home. Their ranks included Bentley drivers like Woolf Barnato, John Duff and Glen Kidston. These men, though not professional drivers, piloted Bentley’s to many impressive victories in the 1920s and 1930s earning them the name, the “Bentley Boys.”

Bentley “Specials” today offer non-professional drivers great enjoyment in vintage racing as well as rallies and tours. Utilizing open style bodywork and Bentley sourced performance upgrades, one prominent auction house states, “We admire these MK VI Specials, and think they best represent what a true British gentleman might create in lieu of an American hot rod.”

To get the real story behind the Museum’s chassis number B46AK Black Adder VI Special, Henry directed me to Mark Lizewskie, the Executive Director of both the Rolls-Royce Owner’s Club and the Rolls-Royce Foundation. Mark said, “As with all the vehicles in our collection this Special came to us as a donation. Presented to us by the married couple of author, military historian and decorated Special Forces veteran James Stejskal and Ms. Wanda Nesbit, a United States diplomat and career Foreign Service Officer. the Black Adder VI entered the collection in 2017.”

James Young Coupe bodied Mark VI

The record seemed to indicate that chassis number B46AK started life in 1947 as a James Young Coupe bodied Mark VI. The subsequent search for any records covering the next 25 years drew a blank. Fortunately its history resurfaced in the 1970s when Johnard Engineering, located in Blandford, Dorset UK, re-bodied B46AK as a Bentley Special. Johnard possessed considerable renown for the superior technical and aesthetic execution of its Bentley Specials. Elton John owned one and another finished 4^th in class in the 1997 Peking to Paris Challenge.

The 21^st century saw B46AK experience a second re-bodying by the late Victor Yordy of Metal Works in Dewart, Pennsylvania. Many regarded Yordy as an artist who at times would create new art in the form of an automobile. B46AK’s beauty extended beneath the skin with all mechanicals undergoing a comprehensive performance upgrade by the Rolls-Royce specialists Pierce Reid and Billings Cook at The Vintage Garage in Stowe, Vermont. Billed as purveyors of superlative engine rebuilding, mechanical restoration and service since 1963, the end result affirmed their reputation. And so, the Black Adder VI came to life. As reported in The Flying Lady, “ The Black Adder VI is a formidable performer, with 90+ mph available in third gear alone; no one is exactly sure what the top speed is on this car. Equally at home on the track or on the road. It is in outstanding condition and a formidable performer. In short it embodies everything a Bentley Special should be.” In 2015 it received a Touring Class award at the RROC Annual Meet.

Mark in describing some of the technical upgrades said, “As with all Specials it reflects the owner’s specific taste and preferences. Mark continued saying, “It’s certainly not original. And after all, that is the point of a Special.”

In enhancing the original Bentley 4.3-liter inline 6-cylinder, the Black Adder features an R-type Continental big valve head and highly desirable R-type Continental manual center shift gearbox. Mark added to the list saying, “It’s upgrades include disc brakes, larger SU carburetors and numerous drivetrain tweaks.”  As to the actual engine and performance specs, Mark says, “It has never been on a dyno. But, together with the engine upgrades and the significant weight reduction due to the open cockpit re-body, performance has improved significantly.” Interestingly no base performance figures exist as Rolls-Royce/ Bentley never would publish them. With true British reserve, the corporate answer to questions about horsepower and performance was, “Adequate.”

Now came the time to bring the Black Adder out to play. Climbing behind the wheel would be Foundation volunteer Alex Sharpe. Alex said his lean physique, comfort with the right-hand steering and the four-speed found him taking the Black Adder out with the greatest frequency.

Elaine, my partner in crime, would be taking the passenger seat for the test drive. She noted that the interior while very nicely trimmed did feel quite confining. She said, “The tiny doors provided minimal easing of entry. I am glad I do a lot of yoga otherwise getting in and out would be a challenge.” In referring to my size twelve feet she just shook her head and said, “No way.”

Alex agreed saying, “The cockpit itself is very tight. It’s very shallow at the end so your seating is much more constrained and the relationship between you and the steering wheel is much different than people are used to in a modern vehicle.” Alex continued saying, “You sit tall in the seat with the door top in line with your kidneys. That together with the fact that instead of having a conventional windshield you have the Brooklyn screens makes for a very open cockpit.

Twitchy might be the best word for Alex’s description of the Black Adder’s handling. B46AK’s close coupled design positions the driver just forward of the rear axle while, much like an XK120 (Alex owns and drives one), the front end feels a mile away. Alex said, “It can create a dynamic that produces over steer.” With a wry smile Alex laughed saying, “I have not pushed it to the point where I can confirm my suspicions. I like being a volunteer here.”

In closing, when asked for any other comment he would have on the experience of driving the Black Adder VI Bentley Special. Alex said, “I just can’t wait to get out there and enjoy it more.”

Apparently being snake bit is not always a bad thing.

As announced in the last Drivin’ News posting, I have chosen the depths of winter in New Jersey to produce a Collectible Car event comprised of a photography show, raffle, wine tasting and panel discussion. Its purpose, to benefit North Jersey’s decades-old and respected Tri-Boro Food Pantry.

The logic inspiring my seemingly counter intuitive plunge into the heart of Winter Pattern SAD (Seasonal Affective Disorder) resides in the fast fading joy of the increasingly distant holidays and the associated ennui of a large population of car enthusiasts Jonesing for something, anything car related to do. I am placing my bet on a sunny day in January that together with a fun and interesting Collectible Car event will entice a boatload of enthusiasts out of their man cave hibernation.

As my esteemed panel of experts comprised of Dave La Chance, Bob Austin, Bryan Maletsky, Fred Hammond and Matt Maisano will be wrestling with the topic of “The Future of Collectible Automobiles” I have decided to explore just what makes an automobile collectible.

Defining “Collectible Car.”

Vinny Plotino with his ’70 Plymouth Superbird and ’62 Ford Falcon

So What defines a collectible vehicle?

In the broadest sense, a collectible car is one you do not need in the least but would most love to have. Much like asking opinions on who makes the best pizza, the  definition of a Collectible automobile can vary. In the case of Jay Leno, he says, “It should be of technical or historical interest, fun to drive and pleasant to look at.” Others such as renowned car enthusiast Miles Collier, founder of the Revs Museum and Dr. Fred Simeone founder of the eponymous Simeone Automotive Foundation Museum both put a more a much finer point on what determines a true collectible automobile. For the sake of this article, I would like to take everyone to my friend Vinny Plotino’s garage.

Opening the garage doors reveals a pristine B5 Blue 1970 Plymouth Superbird and a severely distressed 1962 Ford Falcon. Few cars could stand farther apart on the collector car spectrum. Vinny’s Superbird towers as an unmodified, low mileage, highly valued iconic beacon of visually outrageous high performance.

His lowly, bland Ford Falcon displays a level of patina that crosses the line into structural decay. As to its cash value, it has none. Vinny pays more each year for a place to store the car than the car is worth. However, value to the wallet can be trumped by value to the heart. ToVinny, this Falcon belonged to his beloved and deceased childhood neighbor Mrs. Olesko. This 85-horsepower budget coupe never got more than 20 miles out of town and never did so at great speed. However, while traveling within that tight circle it played a huge part in Vinny’s life since he was seven-years old. He treasures that little blue Falcon for all the love and memories it holds for him but for him alone and no other collector. However, what of other vehicles that do not rely on tender memories to have value? These special interest vehicles merit love and admiration as subjects of desire for what they represent within the broad universe of Collector Car enthusiasts. Using Hagerty and other respected sources, I have segmented such special interest vehicles into three specific groupings as automobiles desired in primarily unmodified form.

In the case of Collier and Simeone, the emphasis placed on a car’s proximity to its original unmodified form is of paramount importance, with its worth determined by a rigorous assessment based on a specific set of attributes.

Roughly based on Collier’s and Simeone’s benchmark’s for collectability, the following four primary attributes and three attribute enhancements represent the primary drivers of a vehicle’s worth as a Collectible car.

PRIMARY ATTRIBUTES

1. Evidence of past design innovation, style, construction technique, etc (1971 Hemi Cuda, 1938 Alfa Romeo 8C 2900B, 1957 Corvette)
   

   Plymouth Hemi ‘Cuda

    

   

   1938 Alfa Romeo 8c 2900B

    

   

   1957 F.I. Corvette

51. Political, cultural or spiritual significance for a particular segment of society (Bullitt Mustang, James Bond’s 1964 DB5 Aston Martin)
    

    1968 Bulltitt Mustang

    

    1964 “James Bond” DB5 Aston Martin

     

    3. Association with a particular event or individual (Bonny and Clyde’s Ford V8, John Lennon’s Rolls-Royce, Clark Gable’s Jaguar XK120)

    

    Bonny and Clyde’s “34 Ford V8

     

    

    John Lennon’s Rolls-Royce

     

    

    Clark Gabel’s 1952 XK120 Jaguar

     

    4. Exceptional aesthetic qualities of form and decoration (1961 Jaguar E-Type, 1936 Bugatti Type 57 Atlantic Coupe, 1963 Corvette split window coupe)

    

    1961 Jaguar E-type

     

    

    1936 Bugatt1 Atlantic

     

    

    1963 Corvette Sting Ray

    ATTRIBUTE ENHANCEMENTS

    1. Popularity that increases desirability in the present marketplace (1^st Generation 1970- 1972 Datsun 240Z, 1st Generation 1966 – 1977 Ford Bronco, 1st Generation 1986 – 1991 BMW E30 M3)

    

    1st Generation Datsun 240Z

     

    

    1st Generation Ford Bronco

     

    

    1986-1991 BMW E30 M3

    3. Originality, condition and extent of remaining original material (Tom Cotter Barn Find 1967 Big Block Shelby Cobra, 1966 Ferrari 275 GTB, Seinfeld’s 1958 Porsche Speedster)

    

    Barn Find Original, 1966 Ferrari 275 GTB and 1967 Big Block Shelby Cobra

     

    3. Rarity as a survivor. Probably fewer pristine 1977 Mavericks exist than the thirty something early 1960s Ferrari 250 GTOs. However, the Maverick has no value while recently a 250GTO sold for $51.7 Million.

1962 Ferrari 250 GTO

The following three specific groupings offer special interest cars where the determination of value resides to a significant measure on the degree it possesses Primary Attributes and Attribute Enhancements:

Brass Era – Vehicles from 1903 to 1918 named for the prominent brass fittings used during the period for such features as lights and radiators.

1907 Thomas Flyer

Brass Era 1912 Buick

Vintage Cars – Vehicles produced between 1919 to 1969.

1935 Duesenberg

356 Porsche

1969 Camaro Z28

Classic Cars – Vehicles at least 25 years old but not older than 50 years, So roughly 1970 to 2000.

1987 Buick Grand National GNX

1990 Porsche 911

Three other families of cars have been excluded (some may say arbitrarily) from the value discussion as the means for establishing their worth does not conform to the determinants defined by the Primary Attributes and the Attribute Enhancers. Their exclusion does not mean that these cars have no value, many have significant value, or that that enthusiasts do not collect them. Many do, but these segments of the enthusiast universe do not, at this point, enjoy the broadest appeal.

The first two segments are Hot Rods and Restomods, not because they are not collected, they certainly are, but because they are for the most part individual expressions of personal taste.

Hot Rods

Hot Rods traditionally are early to mid-20^th century automobiles stripped down, rebuilt and modified according to an individual’s personal taste for high speed, fast acceleration and at times, trumping the first two, design.

The operative phrase in assessing their value is “personal taste.” Creating a unique hot rod has its greatest appeal to a market of one, the builder, which is not to say that they do not appeal to others. But for the most part they do not appeal to the broadest audience.

1927 Ford Model “T” Sedan

1950s Mercury

Restomods

Restomods are a newer entry on the car enthusiast scene. Primarily Vintage or Classic Cars subjected to both restoration and modification. They combine classic looks and modern convenience. Restoration returns a vehicle to a state representing its original condition. Modification can introduce body alterations and extensive upgrading of suspension, drive train and interior with new non-original specification components. The nature of the modification rests solely on the basis of the restomod owner’s personal tastes and desires.

Again the operative phrase in assessing value is personal tastes. As with Hot Rods a Restomod often targets its greatest appeal to a more limited market. And while they are gaining in popularity, they remain a special segment within the broader market.

Restomods pursue the incorporation of the latest features in a classic body. The question can be posed as to whether an older restomod as it ages with dated technology will appreciate. In the case of an original classic Corvette, Porsche or other vehicle, it will never need to change its dated engine or chassis to maintain its collectability.

1961 Corvette Restomod

1957 Chevrolet Bel Air Restomod

The third family of cars are Hypercars

The hypercar arrived on the scene with the 21st century. In essence the term hypercar describes an absurdly powerful, outrageously expensive, limited edition sports car. All hypercars have theoretical top speeds approaching or exceeding 300 mph and prices well into seven figures.

To quote The New Yorker magazine some motoring aficionados view driving a hypercar like cracking a nut with a diamond-encrusted sledgehammer.

On the rare occasion when mingling on public roads with we common folk, hypercars and their, notch lower but still outrageous, supercar brethren are often driven in a manner that leave behind a wake of single finger salutes.

They are rare, they are fabulously expensive, they are contemporary trophies to excess and people do collect them, however they do not fit into this article’s Collectible segments of Brass Era, Vintage and Classic segments spanning 1903 to 2000.

2023 Bugatti Divo

2024 Czinger 21C

It should be noted that not all cars from any period merit Collectible Car status. A good indicator of a car deserving of such recognition occurs when, over time, its price declines from new and after hitting a bottom appreciates to a point far exceeding its original cost due to its being recognized as highly desirable.

Basically, emotional appreciation of a car by car enthusiasts translates into monetary appreciation in the car’s value. Thus defines the difference between a Collectible Car and a used car.

This late June day finds Fred Hammond cruising peaceably along a suburban four-lane county road. The car to his left has it’s left directional on indicating the intent of the woman at the wheel to turn left into an awaiting Marriot parking lot. Fred maintains his progress in the right lane only to have the, soon to be ticketed, directionally challenged driver to his left make a sharp right turn. I am pleased to report that Fred’s car with its plenitude of safety features functioned as intended when called upon. The good news, Fred fared far better than his car. As to the bad news, his car suffered fatal injuries. And this brings us to the point of our story.

Fred’s quest to purchase another set of wheels.

Carvana Confusion – Dude where’s My Car?

Carvana C70 Ad

Fred found himself priced out of a new car marketplace suffering from the turbulence of the post Covid era. This included limited supply, higher prices and high interest rates. In this environment he would be both unwilling and unable to replace his totaled 2021 Hyundai with a like model. At that point Fred turned his attention to finding a quality used car. He recalled, “My insurance picked up the cost of a rental car, about $30 a day. Starting from the day of the accident, June 16^th, I figured that covered me until the beginning of July.”

For a number of reasons Fred directed his focus to Carvana. About Carvana Car and Driver had written, “Carvana is an online-only used-car retailer that performs almost all the functions a physical dealer would offer: buying and selling cars, accepting trade-ins, and financing purchases.” Fred says, “Based on the commercials, on the hype and everything else, I found Carvana interesting.” He does say that he had heard some disquieting things about their inability to deliver titles to people who purchased cars. However, it did not reach a point that discouraged him from exploring cars available on the Carvana site. As told to me by Fred, the following describes his Carvana experience.

Fred offered a number of reasons that made Carvana appealing to him. First and foremost it provided a broad selection of vehicles. Secondly, Fred found the Carvana 120-point inspection program very attractive. Being a veteran of the car business Fred understood that used cars most often required some repair of problems developed during their prior usage. Fred pretty much viewed the 120-point checklist as Carvana’s version of new car dealers’ Certified Pre-Owned (CPO) used car programs. Lastly, Carvana’s ability to provide financing offered a high level of convenience should he buy a car. Fred understood that getting financing when purchasing an older car especially 10-years or more could be very difficult. Armed with a down payment of $3000 thanks to the refund from his insurer after the totaling of his Hyundai, Fred explored the Carvana site. Success came quickly. His find was, to quote singer Robert Palmer, “Simply irresistible.”

Fred, as a long time Volvo fan had a sweet spot in his heart for their sturdy Swedish products. Upon opening the Carvana site, the stylish convertible jumped out at him like a loose $20 on a sidewalk. His find, a 2011 Volvo C70 convertible with retractable hardtop. It featured an uncommon and desirable Flamenco Red Metallic exterior with cranberry and black interior. Fred says, “In the Flamenco Red it is a visually striking car. The interior is not a pure red. It’s a red and black combination. It’s just a stunning looking car.” To boot, it featured factory late production 5-spoke wheels that Fred loved. The gleaming C70 listed for $15,590 and, Carvana offered financing. According to the Carvana site $2,750 down and $300 a month would have Fred cruising in a car he loved. The site said he could have it by the following Tuesday. Fred felt that this had real possibilities. He reached out to Carvana and expressed his interest. Carvana responded with a status report explaining that the car was not currently available. Its 120-point check-up had yet to be completed. However, he could put a deposit of $1000 down to hold it. Fred says, “That’s what I did. I really wanted that C70.”

Fred received a pre-order confirmation email indicating that he would be kept up-to-date with availability notices. Carvana also added, “We like your style.” Shortly thereafter Fred got an update that informed him that Carvana had upped the price of the C70 to $16,784, raised his down payment to $3000 and increased the monthly payment to $369.

Not happy, Fred felt no satisfaction would be achieved in trying to communicate with AI bots responding to a complaint. Seeking a more direct channel for redress, he scoured through the Carvana website to find a headquarters phone number in hopes of connecting with a sentient being. Success, he connected with a Customer Service Representative and learned that the elevated monthly payment included a maintenance program and a warranty. After much haggling to remove the unapproved programs the final monthly payment came to $308 though the down payment remained at $3000. Fred says, “The original quote, was essentially useless. It was just a come on. For me that was strike number one against Carvana.” Still Fred  decided to go through with it. He loved the car. With the details confirmed Carvana assured Fred he would be contacted upon completion of the 120-point inspection. Further adding to Fred’s frustration, despite his numerous requests, he had been afforded no opportunity to personally inspect the car.

Now, however, he received notification that the C70 had been transported to a nearby location in Midland Park, NJ and would be ready for delivery Thursday July 29^th.

At this point Fred signed all the papers only to, now, find to his consternation that the APR on his loan would be 17 ¾ percent. He said, “They never discuss the interest rate until after you sign the papers. Strike two for Carvana.” Fred let it go for the time being while proceeding to begin exploring personal loans to essentially get the car while dispensing with Carvana financing.

Suddenly Carvana alerted Fred to a postponement of the delivery date. A problem had surfaced requiring the Volvo to return to the shop. Delivery would now take place on August 3rd.

Having been approved by a local credit union for a personal loan with an APR of 8% and anticipating taking delivery of his much delayed C70 on August 3^rd, Fred returned the rental car, the expense of which he had been carrying for almost a month. He had arranged for insurance. Excitement built as Fred’s girlfriend Nadine drove him to the delivery location. In the words of historic NASA mission control, “Preparing for lift off.” Mid journey, Fred’s phone rings. “Houston we have a problem” (To continue my NASA theme). A Carvana Maintenance Manager in Midland Park informed Fred that considerable problems existed with the C70’s retractable roof. He described a headliner that hung down and a roof that would not close properly. He assessed the whole mechanism as inoperable. Fred’s described his first thoughts saying, “How was this missed by the alleged rigorous 120-point pre-sale inspection?” Fred went on to say, “If you look at the pictures on the website, they show the car with the roof down and there’s nothing wrong with the headliner and there’s nothing wrong with the roof. It went down and went back up.”

Carvana re-rescheduled delivery for August 10^th. Now on a first name basis with the people at the rental counter, Fred rented another car on his credit card at $30 a day. At this point  Carvana introduced a phrase that would serve as the Greek Chorus for the remainder of Fred’s Carvana experience. When Fred expressed his concern about the problems seemingly overlooked by the 120-point inspection, Carvana’s responded saying, “You can always cancel the deal.”

As August 10^th fast approached. A new Carvana status notification informed Fred, “We still have problems. We’re waiting for the headliner.” Delivery re-rescheduled to August 19^th. Cue the Greek Chorus. “You can always cancel the deal.”

Accompanying the arrival of August 19^th came a call from Carvana. Parts were still on order. Cue the Greek Chorus. “You can always cancel the deal.” Fred says, “It is now August 19^th. Still no car. We are talking 19 days since the car was originally supposed to arrive. At $30 a day for a rental car we are looking at $570 plus insurance for the car I don’t have.” At this point Fred, an ever patient man, had grown increasingly irritated. As well, the financial burden had started to weigh heavily.

Out of frustration Fred started exploring alternatives. Fred says, “That’s when I started looking elsewhere and happily found a 2005 Jaguar XK8 convertible with 65,000 miles in Pennsylvania. Very nice car, low mileage and actually priced $3,000 less.

Still with lingering hopes of rescuing the C70 from being lost Fred, the following week, reached out to see if Carvana had any updates. Carvana’s response, “No, we’re still waiting for parts, but we anticipate delivering the car on or about the 31st of August.” Fred says, “I had been on the hook with Carvana from mid-July to the 31st of August. I had committed to the deal and I had been paying insurance on a car I didn’t have. With all that I still continued to drive a thirty dollars a day rental with no commitment from Carvana as to when they could deliver the car. Cue the Greek Chorus, “You can always cancel the deal.” Strike three.

Finally getting off the phone after hearing Carvana unable to commit to a firm delivery date, Fred decided to take Carvana’s advice. He called up the dealer in Pennsylvania and put a thousand dollars down on the Jaguar. He then called Carvana back and cancelled the deal.

In assessing his Carvana experience Fred says, “After getting off the phone with them and they could still not give me a firm date for delivery, I lost all trust in them. Their inability to answer any questions, their lack of transparency, their inability to diagnose a problem or honor a commitment, it all eroded any sense of trust. I gave them the benefit of the doubt and they betrayed it at every step.

Sadly all of their actions supported their mantra, “You can always cancel the deal” and despite Fred’s best efforts he finally did.

“When worlds collide” always comes to mind whenever I see a wheelchair bound individual poised at a crosswalk on a busy street. In my town I have observed this scene with considerable frequency over the years. Gutsy men and women in electric wheelchairs mixing with other pedestrians offer a relatively common sight around my town. (People in motorized wheelchairs are considered pedestrians by law). I finally decided to find out their story. Many stories awaited me, all touching and many inspiring. None more so than that of Charles Ward.

Meet Charles Ward.

Mobility Matters, Navigating Life in a Wheelchair

Charles loves his Lincoln

Created as a dedicated facility for wheelchair bound but self sufficient individuals, Lehman Gardens in Park Ridge, New Jersey has served disabled men and women since the 1980s. Here 36 modest individual apartments sit nicely spaced in a landscaped setting enhanced with flowered walks and curved paths. My first time entering the parking lot I knew nothing about Lehman Gardens not even its name. That would soon change. I met Ed and Mike.

Taking advantage of the beautiful late summer day, Ed a burly congenial man in a Harley-Davidson T-shirt welcomed me with a smile. His openness immediately relieved me of any self consciousness I might harbor in asking questions of a disabled person about mobility. Seated in his electric wheelchair Ed projected the persona of a man of years eminently capable as a craftsman and absolutely not afraid to get his hands dirty. Ed had one leg. His disability certainly did not limit his passion for motorcycles and big block Mopars. Ed knew his stuff. To Ed’s side I met Mike. Quick to laugh, Mike a long time resident with an updated Haight-Ashbury look had been disabled by a stroke at the age of three. I recognized Mike as one of the brave souls who ventured forth in his wheelchair to travel the half mile or so to downtown.

As a side bar for the gearheads out there, top speed for a standard electric wheelchair ranges from 5 mph to 8 mph depending on class. To answer the question I am confident some Drivin’ News readers stand poised to ask, I say, yes. There is an electric wheelchair land speed record. Full credit goes to Jason Liversidge, an Englishmen, avid adventurer, adrenaline junkie, married father of two and a quadriplegic. Though paralyzed from the neck down, Liversidge set the world record of 66.826 mph (107.546 km/h) in 2020 during the Straightliners Speed Weekend, held at England’s Elvington airfield. He set the Guinness record using only the motion of his head to control the record setting electric mobility-vehicle. Now back to Lehman Gardens.

Charles at Lehman Gardens

As Ed and I spoke he made it clear that the best person with whom to speak would be another resident, Charles. As if on cue a gentleman in an electric wheelchair came rolling up on one of Lehman Gardens neatly groomed concrete paths. His left arm hooked around a vertical bar on the wheelchair’s seat back. It appeared to provide stability for a torso that seemed twisted in an uncomfortable curl. Bright and engaging he projected the spirit and energy of a man younger than what I would learn to be his 65 years. Upon Ed’s urging the man introduced himself as Henry Charles Ward. He made clear he preferred to be called Charles. Accompanying his introduction he offered an outstretched hand. The hand, though proffered with rigid fingers and limited mobility, somehow succeeded in conveying sincerity and conviction.

Easy to speak with and disarmingly honest Charles indeed provided a special person with whom to discuss the challenges, lessons and life journey experienced in a wheelchair. Born in Alabama before moving to Newark, NJ, Charles at the age of 23 experienced the misfortune that would demand his remaining years be spent in a wheelchair. I did not explore his misfortune. He wisely noted that little would be gained by looking back when all of life’s remaining good stuff lay ahead.

Indeed, while Charles’ body exists relegated to a wheelchair his spirit soars without bounds.

Early in our conversation Charles expressed a passionate desire to relate the story of Lehman Gardens and in so doing inadvertently reveal much about the man into whom he had grown over his 40 years as a resident of Lehman Gardens.

Charles says, “It all began with a devoted family, their beloved son, a compassionate church, a willing town, a supportive county and a terrible accident. Over 40-years ago a local family, the Lehmans experienced a horrific tragedy. Their son, Tom, suffered a terrible spinal cord injury that left him a quadriplegic. Though paralyzed from the neck down, Tom craved independence. As a lifelong member of the local Our Lady of Mercy Catholic Church, Tom approached the church with the idea of creating a facility dedicated to providing a place where wheelchair bound individuals could live independent lives. He advocated for the Church to donate a parcel of land it owned as the site. The church leadership and congregation embraced the idea and donated the property. Then Tom’s plan needed an organization to run the facility. The county housing authority stepped to the plate and agreed to oversee what many believe to be the first facility dedicated to providing a place for young self-sustaining wheelchair bound individuals to live independent lives. Charles with a clear expression of pride says, “The concept caught fire and over the coming years spread worldwide.”

Lehman Gardens, in focusing on independence does not provide care giving staff. Residents need to have a home health aide or family member to provide assistance when needed.

Charles echoed the sentiments of other residents with whom I spoken, such as Ed, when Charles said, “This is the most wonderful blessing that could ever be offered to a wheelchair bound person, whether you’re coming from a nursing home or from your parents home. Young Tom Lehman used to live with his parents, but he wanted to be independent. It’s a blessing from the town of Park Ridge and from the church for the residents to be able to do this.”

Lehman Gardens’ wheelchair bound residents’ in their demonstrated passionate desire for independence leave no doubt as to how much they appreciate their benefactors who aid in overcoming life’s everyday challenges. Charles says, “Our home town here of Park Ridge has helped a lot by providing sidewalks that assist in promoting our mobility.” Charles goes on to recognize the town and the local Rotary Club. He says, “They built a bridge that allowed us to visit the local baseball field.” Local police and friends of Charles created a GoFundMe effort that enabled him to achieve the ultimate mobility, buy a car he could drive. More about that later.

At age 22 Charles faced life as a healthy, vigorous and strong young man. At 23 an accident changed his life profoundly. Few believed Charles would long survive the severe injuries he had sustained. Charles says, “With the grace of God, when you are down, you have no other choice but to get up.”

When Lehman Gardens first got off the ground in the mid-1980s Charles at the age of 23 found himself basically homeless, physically disabled and wheelchair bound. He had become acquainted with Tom Lehman through a local community college. Charles says, “I called Tom up and told him my story.” Charles spoke with Tom. He interviewed with the church. They welcomed him as a resident in the Lehman Gardens’ experiment. Almost forty years later both Lehman Gardens and Charles have grown to benefit those with whom they connect. Charles who today provides the voice of Lehman Gardens tells a powerful story of how Lehman Gardens changed his life. Charles recalls a life altering dream he had. Charles says, “In my dream Tom Lehman tells me that I want you to talk to people and talk about this place but mention my name. I started crying. I said I can’t do that. He said don’t worry. I will provide the words and help you. Sure enough, Tom Lehman died and  the people from the town and people that I know, people from government and Congress, they all came to me and started talking to me. And I don’t know what happened, but the words just start coming out of my mouth. And I’ve been talking ever since. Charles caps his recollection with a smile saying, “As you may have noticed.” Indeed Charles stands as a most eloquent and passionate advocate for Tom Lehman and his concept of independence for the disabled.”

Charles now serves as a powerful advocate for promoting independence for the disabled across the county and state. When asked as to what society in general may not understand or appreciate about those in his situation, Charles says, “Don’t take anyone for granted. Just because they have a disability doesn’t mean that they don’t have a sound mind. The mind is a powerful thing that can go anywhere or do anything as witness by myself and other residents. When I found myself in a wheelchair, I thought my life was over. Then I realized that the only thing holding me back was my mind. So society has to appreciate that the mind is the most powerful thing.” Which brings us back to Charles and his car.

When asked what having a car means to a disabled person such as himself Charles says, “Oh Lord. When I was in rehabilitation at Kessler, the first thought on my mind was independence. I knew I had to learn to drive. So through Kessler Rehabilitation I worked hard and took my driver’s test to make sure that when I got out of rehab I could get around. Leaving Kessler I had been approved to drive a vehicle outfitted for someone with my disability.”

With a big smile Charles asks if I would like to see his car. I eagerly accepted. As noted earlier Charles had acquired it with the support of the local police, fiends and strangers on GoFundMe. Following Charles as he motors across the parking lot, I am brought to a 1997 Bright Toreador Red Metallic Lincoln MK VIII. Smiling proudly Charles says, “I take pride and joy in my Lincoln.” It had gotten a lot of respect from the automotive press when new. Certainly far more than the Lincoln Town Car. Edmunds wrote, “Under the skin, the Mark VIII is unbeatable, and we think that buyers who like the styling of the Mark VIII will enjoy this quick, competent luxury coupe for many years to come.” Clearly Charles does.

Charles acknowledges that he does not drive as much as he used to because he no longer parties like he used to. When I ask where he used to party, I realize that I knew Charles from years back when I partied on much the same circuit. I now recall a party animal in a wheelchair busting some two wheel moves on the dance floor. We recall those days and smile and laugh.

I ask Charles if he will pose by his Lincoln for a photo. He flashes a big smile and asks if he can have a copy. No problem.

Charles loves his Lincoln and his independence.