Fast Food? How about “Fastest Food.” One does not anticipate that the 1952 International Metro van from which absolutely delicious fajitas are being served would have inspired Guinness World Records to create the new category, “Fastest Food Truck.” This fascinating intersection of unique dining delights and white line fever comes courtesy of one LJ Koch, A young man with a dream, a plan and one blistering fast food truck.

Meet LJ Koch and his Vettro.

World’s Fastest Food Truck? Guinness World Records Says Prove It.

The Vettro

What kind of food truck merits having Guinness World Records create its own special category? What kind of food truck has 130,

1950s Metro Van

000 followers on Instagram? What kind of food truck has Mattel considering creating its very own Hot Wheels model? Answer, the “Vettro”, one very, very fast Corvette powered 1952 Metro Van. The driving force, literally, behind the budding Fajita Hut food concept is creative chef and hot rodder LJ Koch.

The mouth-watering aroma of sizzling fajita fillings surrounded me in a delicious cloud that drenched my olfactory senses and filled my mind with delight and desire. I love fajitas. That the source seemed to be a tubbed-out rat rod version of a 1950s Metro delivery van just added spice to, what I would soon come to learn, was the Luc’s, aka Luc’s Fajita Hut, mobile dining experience. Behind the wheel and at the grill of Luc’s, I found LJ Koch, a man with a plan.

LJ at the wheel of the Vettro

Where a passion for food meets an automotive obsession; that pretty much defines the life and dreams of LJ Koch. The seeds for the business sprouted years back when LJ and his best friend, Lucas Martellacci, shared the food and fast cars dream. LJ says, “We were young kids and had started working professionally in kitchens. We loved fast cars and motorcycles. The more we cooked, the more we wanted to open a restaurant together.” Sadly, Lucas passed away in 2016. It was at that time that LJ decided to follow their shared dream and in 2017 open the business, Luc’s Fajita Hut, which he named after Lucas. The business consisted solely of food trucks until 2020 when LJ opened his first bricks and mortar location in West Milford, NJ. Today, LJ’s menu features, as one reviewer wrote, “Creative, eclectic fusion fajitas alongside international comfort classics.” Eclectic fusion fajitas sound interesting; for Philadelphia foodies, how about the Shaved Ribeye Cheesesteak Fajita? If eclectic means choosing from a wide and diverse range of sources, LJ’s eclectic fusion tastes extend well beyond food to the unique trucks that do the serving; like LJ’s high speed Vettro restovan. For LJ the Vettro provides a vehicle (No pun intended) to achieve a much greater goal.

LJ at the grill

“Our goal is a multibillion dollar fajita empire,” says LJ without any suggestion that he is joking. LJ says, “We have been building Luc’s as a strong brand step by step for years based on a long horizon master plan. We have a bricks and mortar flagship location focusing on providing fresh, relatively quick, hot, quality food, all under 20 bucks. We are looking to expand through franchising. We’ve been developing a frozen fajita product, that’s pre-made. We’re looking to both ship direct to the consumer and, through a co-packer, stock Luc’s brand products in stores nationally.”

LJ says, “The Vettro represents one of the greatest marketing creations probably ever built. It has generated amazing public awareness for us and the company.” Certainly unique, it bears a blended name drawn from the 2021 Corvette and the 1952 International Metro Van that had been merged and massaged to produce this one-of-one Vettro show stopper. However, an earlier effort could easily have been named a Bitsa, you know, a bitsa this and a bitsa that, because the first concept called for the modified Metro Van fast food truck to be fitted to a shortened Chevy S10 pickup frame, with an old GM LS engine and a 5-speed hand-me-down manual transmission. However, the project took a sharp and fortunate turn on a Friday when LJ’s build partner, Matt Knapp of West Milford Tire, keenly observed that they could eliminate myriad problems by positioning the engine in the back of the cut down Metro Van. LJ agreed.

C8 Chassis

That weekend when driving north of Washington D.C. LJ spotted a damaged but basically new 2021 C8 Corvette. He bought it. By the end of that Sunday it sat at West Milford Tire. LJ says, “So, now, this is Monday morning, Matt gets to the shop and he sees it. Then I came in like about 9:00 am; dragging from about two-hours of sleep the night before. Then, I set eyes on the engine. It was just like new. I see the red engine cover of the C8. To me it looked like Optimus Prime, it was so cool, just the glowing red engine. Now, Matt’s looking at me and I’m looking at him and we just knew that we needed to do this. We were going to make this work.”

Buying the damaged C8 proved a stroke of genius. While the C8’s body suffered damage the full factory chassis showed no harm. LJ says, “Our truck would not be a jigsaw puzzle comprised of a Camaro this and a suspension from that. Our truck would have a complete C8 drive train and aluminum space frame chassis. Even the dashboard would transfer. The Vettro would boast full factory C8 power and performance.

Power for the Vettro would come from a 6.2-liter, all aluminum, naturally aspirated V8 delivering 500 horsepower and 465 lb-ft of torque with an 8-speed dual clutch automatic with paddle shifters. Standard front and rear double-wishbone suspension translated well to the Vettro application.

Snap-on beer taps

Some tasty Vettro non-factory options include a fully functional mobile kitchen featuring a custom flat-top grill, steam table, and a custom Snap-on toolbox that dispenses beer on tap. A guaranteed crowd magnet, Vettro appearances have been featured all over the web and social media sites. A natural PT Barnum, LJ makes sure a wide swath of the population has an opportunity to enjoy the Vettro experience.

LJ says, “The social media presence has been exploding over the past year. The Vettro has done amazing things for us and for the company, I mean, our online social media presence is absolutely booming. This week our page cracked 130,000 followers, which is a pretty big deal. Just last week we added another seventeen thousand followers. I gotta believe that, based on web page views, web time on site and social media views, the Vettro ranks as one of the most well-known builds in America today.”

As to personal appearances LJ says, “We were in probably 15 different states, Canada and countless venues in 2026 alone.” Vettro appearances included Pocono Raceway in Pennsylvania, New York International Auto Show at the Javits Center and the Indianapolis 500. A Vettro tour took the world’s fastest food truck to North Carolina, Alabama and Tennessee. They even went international by bringing the Vettro to Toronto. Everywhere the Vettro went people could enjoy Luc’s Fajita Hut specialties. Now, when people experience the Vettro in person it not only checks their personal outrageous box, but because of its wide social media presence, it impacts the audience as even more outrageous because the Vettro’s web stardom imparts a celebrity aura.” For extra measure, how about being considered for stardom as a “Hot Wheels” toy car.

Matt Knapp mating Metro Van to C8

The coming months will see more of the Vettro magic spread across America. LJ says, “We competed in and won the Birmingham, Alabama stop on the 2026 Hot Wheels Legends Tour.” By winning its regional leg of the Hot wheels Legends, The Vettro earned the honor of competing against other custom car builders from around the globe for the ultimate prize: having its unique design immortalized and manufactured as an official 1:64 scale Hot Wheels die-cast toy car sold worldwide. But wait there’s more, as the Vettro heads to SEMA.

SEMA (Special Equipment Marketing Association,) stands alone as the world’s largest gathering for the automotive aftermarket industry. Its annual show will be held in Las Vegas this November and the Vettro will be there. LJ says, “We will be headed west to appear in the Hoosier Tire SEMA show display. Hoosiers are the only tire we put on the Vettro and they are a valued sponsor.” But why stop with being famous in North America, how about globally by appearing in the Guinness Book of World Records.

Indeed, Guinness World Records has specifically created a new category with the Vettro in mind, the “Fastest speed achieved by a food truck. With the Guinness record in mind, LJ adamantly proclaims that the Vettro has yet to achieve his grand plan. The plan calls for capturing the Guinness World Record. He figures the cost to actually do the event will run between forty and Fifty thousand dollars. In a nod to financial reality, LJ says, “We have connected with social media types, YouTubers as well as seeking additional sponsorships.”

Vettro at Pocono

When asked if the Vettro ranks first in top speed, LJ responds saying, “That’s what Google says.” He, however, did not rely on Google alone. He says, “We took the Vettro to Pocono Raceway. We topped 125 miles per hour and Vettro’s got more to give.” Always the promoter, LJ has some specific ideas on just where he would like to set the record. He says, “No question we will be undertaking one very extensive and expensive project. So till then we want to take it easy on the old girl.” He continues saying, “While we’re going to produce YouTube videos and social media posts my real goal and mission is to set the record at a major racing venue on race day. So either Daytona 500, Indy 500, Talladega, could be an option. I dream of setting the record in front of a crowd of two or three hundred thousand people, now that would be badass.“

LJ says, “We are hell-bent on elevating national awareness of the Vettro to be recognized as America’s best-known food truck by being America’s fastest food truck. For Luc’s Fajita Hut and all our associated businesses, the Vettro captures the balls-out spirit of our enterprise.”

IG@Lucs

Corvettefoodtruck.com

In my last posting I stated my intention to go on vacation, take a break and look for stories. Friend of Drivin’ News Bill Hoover responded with the comment, “Just relax, the stories will find you.” He was right.

Join me for a tour of The Ice House Museum and a fascinating look at early 20^th century American cars and culture hosted by Bob Evans a most interesting gentleman.

Ice House Museum: A Car Guy Getaway that a Wife Will Enjoy Too

Volunteers Jeff and Ben with Elaine at the Ice House Museum

On vacation in New London, New Hampshire, a bucolic corner of New England, Elaine and I set out for a carefree morning’s adventure. With thoughts of Drivin’ News on the back, back burner, I chose to leave my cameras behind at the B&B. Chrystal clear lakes perfectly reflecting densely forested shorelines populated a magnificent countryside made spectacular by an explosion of vibrantly colorful flora at every turn.

The sound of stones crunching beneath the SUV signaled our departing the Historic Lake Pleasant Inn. Reaching the pavement I turned to climb a narrow road that wiggled through dense woodlands. This idyllic adventure lasted roughly five minutes before an unexpected sight ignited my Drivin’ News instincts and sent me scurrying back to fetch my camera backpack. I had stumbled upon a collection of open barns with a surrounding field all populated with pristine Model Ts and century old bicycles, toys and technology. I had serendipitously discovered New London’s quirky, quaint and intriguing Ice House Museum.

Entering the parking area we saw visitor’s milling about the open barns and field of Model Ts. Another group came bouncing in off the road having been taken for a ride around town in a 1931 Model A Woody Station Wagon. Amidst these many pockets of activity could be seen older men in green Ice House Museum volunteer shirts directing the attention of various groups of visitors.

First out of the smiling pack of volunteers turning our way came Ben Cochran a genial retiree with over 30-years of experience running his own body shop; clearly a handy guy to have in a museum filled with century old cars, toys and machinery. Funny, folksy, engaging and knowledgeable Ben would become our Model T driving instructor by day’s end. Joining Ben would be Jeff Hopkins and Doug Baxter, equally great guys. In meeting them, I would learn of previous lives with successful careers in a variety of professions. That said it seemed clear to me that, while I could not be sure, I had a high level of confidence that their prior business lives could not have delivered the level of fun they appeared to be experiencing in their present docent roles.

Ben Cochran, Doug Baxter, Bob Evans, Jeff Hopkins

However, when I asked who would be the best story teller, the guys turned to Bob Evans; an interesting and accomplished guy as well, but more about Bob’s background later. I got the vibe that the others deferred to Bob when it came to speaking for or about the Museum. Indeed his ability to play off the articles on display afforded a colorful and insightful tour through the history of 20^th century America by way of the evolution of the technology that defined the age.

THE ICE HOUSE MUSEUM

Bill Kidder

Bob said, “The Ice House Museum serves as a living, working time machine profiling 20^th century American technology and culture courtesy of Bill Kidder, the man who created the museum. Bob says, “The Kidder family tree had branches filled with movers, shakers and certainly philanthropists.” In 1911 Bill’s father, William Kidder, saw the future coming and with it the dominant role of the automobile.

Betting on his vision, Bill’s father established the first automobile garage in New London. Born in the following year of 1912 Bill spent his life in New London. Eventually he ran the Kidder garage. In the 1950s he bought the Ice House building just down the road from the garage. With New London being a magnet for summer retreats, vacation home owners would not only ask Bill to service their cars but to store them over the off season. He eagerly obliged. The Ice House served that purpose and Bill’s interests well. Bill, a born tinkerer, spent considerable time in the Ice House which accommodated his workshop and customer cars. Time saw his storage expand beyond the single Ice House to a total of seven additional buildings. He needed the extra space to house customer cars plus his own blossoming collection of vehicles, riding toys bicycles, the decommissioned town jail cell and a constellation of modern equipment that had aged out of usefulness and found a place on a shelf or in a corner. Bill passed in 2005 the same year that the Ice House Museum became a registered 501c3. Now 21 years later Bob began our tour.

When my significant other, Elaine, calls attention to all the automobile related items I have acquired over the years, I take pains to distinguish being an archivist and a hoarder with the archivist being organized. The good people tending the large and eclectic collection of iconic examples of early 20^th century technology gathered at the Ice House Museum are archivists.

WWII Jeep

Chronological order does not rule the day at the Ice House, Thus our first stop brings us to a WWII Ford version of the Jeep produced from 1941 to 1945. Ford got into Jeep production because Willys-Overland the company who had won the Jeep contract could not produce them fast enough. Ford ultimately produced 277,000 Jeeps for the war effort. Bob pointed out some interesting things. Motioning to the front seat, he said, “Look at the back of the seat. It has a stamped Ford indicia. Every nut and bolt on the Ford Jeeps had a Ford indicia.” Bob explained saying, “Compared to Ford, Willy’s made one hundred dollars less per Jeep which, apparently translated into lower quality control. Willys parts had a greater failure rate.” Henry Ford did not want Ford to be stuck with the warranty cost of Willy’s failed parts. So he differentiated all his parts with his Indicia. This resulted in army technicians only wanting Ford parts to fix broken Jeeps. Thus, unused Willy’s parts stacked up. The solution? The War Department made Ford stop stamping its parts rather than telling Willys to improve quality. Armed forces veteran Bob concluded with some disparaging remark involving the words Military intelligence and oxymoron as we moved on.

1923 Model T

Bob says, “Our 1923 T Fordor is quite unusual. It’s one of eleven in the world.” Its original design added 700 pounds of steel and glass. Considering the only available engine was a 20 horsepower 4-cylinder Ford chose to build the car using light weight aluminum from the grill shell back. Bob noted, “So few survivors exist because the WWII metal drives sought out their aluminum bodies.” He also notes, “This car represents as extraordinarily original example.” It has only 6,000 original miles. All of them were put on by the chauffeur employed by the two little old ladies who owned it. As Bob opened a rear door he said, “Look at the interior. This is 100-year old worsted wool that looks new.”

1915 Model T

Bob pointed out that the distinctive brass trim on the 1915 Model T would be gone after 1916 not only for the Model T but for all automobiles. He said, “While tastes were evolving away from brass in automotive design, the real driver for the disappearance of brass in automotive production, came from the exploding (No pun intended) demand for the brass needed by WWI combatants in the production of ammunition. Not only did the supply dry up but the cost skyrocketed.” Thus, 1916 pretty much witnessed the end of the ’Brass Era.’ Bob’s Model T presentation also corrected a misconception I have held since childhood.

Englewood, New Jersey, a town near where I grew up, had a very steep hill with seven plateaus that climbed to the top of the famous Palisades cliffs. In the early part of the 20^th century when my dad was a young man it had been nicknamed the “Seven Sisters” hill. My father had told me that when he was a boy the cars like the model T had to go in reverse to back up the hill to make it to the top. I always thought it meant that they needed the low gearing offered by reverse to make it up the grade. I never thought much about it again, until Bob gave the real reason. He explained saying, “The Model T gas tank rests under the front seat and relies on gravity rather than a fuel pump to feed the engine. Thus, when going up a very steep hill the engine will starve when the carburetor sits higher than fuel level in the tank.” Backing up the hill will reverse the tilt and feed the carburetor. This brings us to another uphill climb, women’s suffrage and bicycles. As I noted, the Ice House Museum deals with much more than automobiles.

BICYCLES

The start of the 20^th century witnessed events that served to catalyze societal evolution; Women’s suffrage being a major one.

Penny Farthing face plant

Bob brought us into the Golden Age of the bicycle by introducing the Penny Farthing on display. A vintage high-wheel design from the 1870s and 1880s, it featured a huge front wheel and a tiny rear wheel. With no freewheeling and a cruel braking system that would catapult the driver over the front wheel, it was not for everyone least of all a woman. However, the ingenuity of Scotsman John Dunlop was about to change bicycle riding for everyone especially women. Bob explained saying, “In the late 19^th century John Dunlop invented the pneumatic (air filled) tire. It did several things. The old solid rubber tires amplified shock. Dunlop’s design absorbed shock. Wheel spokes could be lighter. The frame could be lighter. Dunlop’s tires could grip the road better. Braking could be more effective and safer. The bike could now freewheel so pedals did not beat you to death going downhill. Dunlop’s invention made bicycles significantly lighter and bicycling in general super easy.” Now when a man got on a bicycle he found its operation simpler and much more fun; women found the same thing. So by the early 20^th century, women had passionately embraced pedaling all over the place. History views the

Elaine enjoyed the 1890s Atlantic City Boardwalk tricycle

bicycle as a powerful tool in promoting women’s liberation in the early 20^th century. It afforded women an inexpensive way to travel independently. It created a Rational Dress Movement by promoting comfortable bifurcated garments and rejecting cumbersome layers of clothing that made bicycling impractical and dangerous. At the time suffragist Susan B. Anthony proclaimed, “Let me tell you what I think of bicycling. I think it has done more to emancipate women than anything else in the world. It gives women a feeling of freedom and self-reliance. I stand and rejoice every time I see a woman ride by on a wheel…the picture of free, untrammeled womanhood.”

TOYS

Toys offer a common sight throughout the museum, one on which Bob offered a very interesting perspective. He said, “When archaeologists conduct a dig of an ancient site, they look for toys? Toys can be a very useful indicator of how affluent the population was, how advanced the population was.” Finding toys in archaeological digs provides critical insights into ancient daily life, child socialization, and past manufacturing techniques. While written accounts focus on wars, politics, and rulers, toys offer a rare glimpse into the private lives of ordinary families and the common experience of childhood.

Bob says, “At the archeological dig of the Mayan pyramid at Chichén Itzá (Circa 1000 AD) they found small wheeled toys used exclusively for children’s play things. The heavy duty construction of the pyramid made no use of this advanced technology. It raises question as to who was in charge of what in that culture.”

Time periods with which we may be more familiar are the Great Depression of the 1930s and the booming post-War era of the 1950s. Bob says, “In the Depression toy cars looked exactly like real cars. Toy trains looked exactly like real trains. It indicated no real imagination in depression-era play things. Babies born in the 1930s were known for being very, very reality-based, very concrete and possessing a hard-nosed work ethic. Children born after the war had toy rocket ships, Lionel trains with missile launching flat cars. Movies had Godzilla stomping around Tokyo. The era could be described as one of expansive thinking and futuristic vision.” Indeed, for archeologists, children’s toys rather than simple playthings often serve as a valuable key to better understanding a culture.

TIME MACHINES

One of the true delights of our four hours at the Ice House Museum (be mindful that for Elaine enduring 30 minutes of car stuff normally sorely taxes our bonds of love) came with Ben Cochran at the wheel of both the 1931 Model A Station Wagon and the open Model T.

Truly a journey back in time, both of these well maintained examples of motoring staples of a century ago functioned in all of their rudimentary automotive technological glory. This included the highly functional and frequently used squeeze bulb horn. Ben provided a detailed primer on the 3-pedal driving of a Model T. It is nothing like 3-pedal operation of a modern manual transmission. Ben also demonstrated how to crank start a Model T and avoid getting your wrist broken. Not only does the proper grip matter but retarding the ignition timing reduces the threat of a dangerous and often quite painful kickback.

Ben crank starts a Model T

OUR GUIDE BOB EVANS

Engaging, easy going, certainly bright and a splendid tour guide. As a docent Bob comes across as a pretty normal good guy.  Then I asked Bob the “What did you do before question.”

After college and a six year tour as a member of the U.S. Air Force Special Warfare Community Bob’s life got really interesting. Bob, without a shred of bravado, says, “I spent 20 years as a media executive in post-Soviet Russia. I was president of several different television companies including Kosmos TV in Moscow and ICTV in Ukraine. I ran Zvezda media which became NTV. NTV was a big Russian outfit. I led media development programs through the Georgian Revolution and the Armenian Revolution. Lastly, I worked in media in Kosovo after the Balkans War. And, yes, I was always working with the state department So, I’ve been through the mill.” I had no reason to distrust a word Bob said but when you write a story you want to be sure. So I did a deep dive into Bob. The following is word for word what my research showed.

“A senior television and media executive named Bob Evans spent over 20 years managing international media development. His career prominently included launching and managing independent television stations and media projects in Kosovo and other post-conflict or transitioning regions (such as Russia, Ukraine, and Georgia). In this context, Bob Evans worked directly with international aid agencies to build sustainable, independent broadcast journalism infrastructure in Kosovo following the Balkan conflicts.”

I spoke of how unusual it was for Elaine to enjoy hours spent at an apparently car-centric museum. In retrospect, the swift passage of time may have been a function of Bob’s gift for creating a vivid context that communicated the time frame and cultural import of the wide array of items on display.

To emphasize the value of Bob’s presentation, I recall his just having finished weaving a nuanced story detailing a fully functional 200-year old jack and the skills the long gone blacksmith employed to create it, Elaine in a whispered voice as much to herself as those around her said, “Wow, that is the fifth time you have given me goose bumps.”

Links:

Ice House Museum – www.wfkicehouse.org

Inn at Lake Pleasant – www.innatpleasantlake.com

Best described as a glorious passion driven celebration of predominantly mid-20^th century analog performance motoring, the Mille Miglia stands apart from and above all other contemporary tribute driving events. It draws its unique stature both from its historic roots and the challenges posed over five days spent traversing 1000 miles of primarily rugged and often punishing Italian back country roads and the rudimentary nature, by today’s standards, of the vehicles that comprise the field of participants.

Having spent a week immersing myself in the sweltering spectacle of last year’s 2025 Mille Miglia, this year I took the opportunity to speak with a man who has campaigned numerous world class vehicles at the Mille Miglia over the last 40 years and who will return this year with a 1955 Aston Martin DB2/4.

Meet Bruce Amster.

Prepping to Race 1000 Miles on Some Bad Italian Roads

Today’s Mille Miglia may be a celebration of a once great race, but to mistake driving in it as some kind of party can cost you dearly. Unlike some stateside paved 1000-mile classic car cruises, the Mille Miglia is no pussy cat. It’s got teeth and an attitude. To display a lack of respect for its dangers can quickly tear up your car and, worse, you with it. Not everyone who starts the Mille Miglia finishes it, far from it.

For 2026, the route will replicate the original roughly 1000 mile figure-eight course. Each of its five timed stages will take drivers on grueling 10 to 12 hour treks through a challenging mix of fast changing elevations while traversing winding, mountain passes; rugged dusty backcountry paths; narrow twisting cobblestone lanes squeezing through rural villages; and picturesque open vistas viewed from ancient roads clinging to cliffs overlooking the Adriatic Sea. Bruce Amster has seen and driven it all many times over since the 1970s.

Now, ten weeks before the 2026 Mille Miglia finds classic car maven Bruce Amster immersed in executing plans made months ago. Early 2026 has seen him retained to prepare and campaign a striking red, the actual color is Dubonnet Rosso to be exact, pristine 1955 Aston Martin DB2/4 for what will be a torturous 1000 mile event. As a master of the art and science of campaigning vintage cars in grueling races, the next few months of Bruce’s life will be dominated by the varied and critical roles he will play in maximizing a father’s gift of the Mille Miglia driving experience to his son. Simply stated, Bruce has accepted the responsibility of ensuring that this beautiful Aston will not only be race-ready and poised on June 9^th to depart the “Red Arrow” platform before a wildly cheering crowd but will, with every confidence, be returning to cross that same Viale Venezia platform five days later.

Bruce Amster

A seasoned veteran of this iconic time/speed/distance staged Brescia to Rome round trip; Bruce does not seek opportunities to campaign cars as much as they find him. His racing history; association with Redline Restorations; expertise in supercar and hypercar carbon fiber fabrication at his ABCCarbonFiber facility; and his 40-plus years campaigning cars at the Mille Miglia marks him as the quintessential go-to-guy to deliver concierge level support for a car being entered in the Mille Miglia. In this case his role calls for him to technically upgrade and fine tune the Aston; shepherd its 4000 mile transatlantic shipment to and from Brescia; provide a chase car and serve as both co-driver and driving mechanic. In the case of the 2026 event Bruce says, “In this case it’s a personal thing. It came out of a conversation at the Audrain. The owner is a good guy we have known for years. He wanted his 20-something year old son who has a racing license and track time to have the opportunity to participate in the Mille. The father wanted a race veteran who could shepherd his son while enhancing the driving experience.” For the father, retaining Bruce just made the most sense.

It also makes sense for a newcomer to include a seasoned veteran as part of the team considering the price of admission. First to get accepted requires selection by the governing fathers of the Mille Miglia. The Management Committee of the Registro 1000 Miglia and the official 1000 Miglia Organizers select the vehicles based on originality and historical relevance. Eligible cars must typically be models that participated in or were registered for the original 1927–1957 races, with a preference for survivors. For an entrant who owns a car, Bruce understands the costs involved. Allowing that so many variables impact expenses, especially the cost to properly prep the car, Bruce describes his estimation as a ballpark figure. He says, “For a car coming from the United States, the cost for car preparation, shipping to and from Europe, travel costs, entry fees, support staff costs and myriad other “incidentals” the number can climb to somewhere south of $100,000.” When asked why he chose to campaign a coupe for this event rather than a cabriolet, his answer is simple. He says, “I have previously driven 10 hours in spyders with no tops that were not meant to be driven in the pouring rain. Even with all the proper rain gear we were still sitting in puddles of water. I don’t need to or want to check that box again.”

1955 Aston-Martin at California Mille

Situated in Bruce’s facility in Derby Connecticut, the Aston presently resides midway through a thorough upgrading of its 1950’s era running gear. At best, every car entered in the Mille features technology over 70 years old and most have been around since Joe DiMaggio patrolled center field. Everything running in the Mille has drum brakes. All the cars have manual transmissions. Bruce says, “You can be shifting hundreds of times in one day.” He says, “This event is no walk in the park. The Mille Miglia seems to have at its heart a determination to probe for a car’s weakest link, find it and then break it. Bruce points out that while this Aston performed beautifully in the less demanding California Mille, the Mille Miglia places far more stress on a car. He says, “That is why I go overboard when prepping a car for this event.” Keeping in mind that, for the most part, any modifications should be period correct, Bruce has targeted this DB2/4 for upgrades that include brakes, charging system, starter, larger core radiator, free-flow exhaust, water pump, all hoses and, of course, fresh tires. Shock dampers have been serviced. Bigger camshafts manufactured by Kent Cams of England will beef up the engine. Additional front and rear lighting will provide enhanced visibility. A second battery and second fuel pump will be installed as back-ups in case of a failure.

In 2025 severe heat had drivers pushing some cars to the finish

With the event now taking place in June, heat has become a real issue. In last year’s event temperatures reached near 100° F. To prepare should there be a repeat of the blistering heat, heavy insulation will be added throughout the cockpit. While the Aston’s cooling system performed flawlessly in the California event, the possibility of facing triple digit temperatures in Italy will have Bruce add a supplemental electric cooling fan at the front for added peace of mind. As well, the application of specialized ceramic-aluminum high performance coatings will drastically reduce exhaust system heat and heat related failures. That said first time drivers may be shocked when encountering harsh wintry conditions, even snow, when traversing mountainous stretches. Bruce says, “I have been driving through the Stelvio Pass in previous races and have hit snow multiple times. Now instead of too much heat, you have no heat. Your wipers are woefully inadequate. Let’s just say it’s a different experience.” Such anomalies highlight the significant benefits of having an experienced Mille Miglia driver and mechanic as part of a competing team. With his decades of running the Mille Miglia, Bruce, when asked what sage advice he would offer to first time entrants, has much to say.

Starting and finishing bridge in Brescia

“Rule number one,” pronounces Bruce with a feigned commanding voice, “Don’t break the car!” He continues saying, “It’s not about being first. It’s just to be there at the end. Roughly 20 percent of the cars do not finish. Success is determined not by where you finished but that you did finish. Success is returning to Brescia to cross the same Bridge from which you had left.” Bruce tells first timers just to enjoy the event. He says, “Don’t expect to win. You’re up against people that have done it ten maybe fifteen times. They could have crews of four in two separate cars with computers and everything else logging in and communicating with each other on cell phones with the goal being to direct the driver to speed up or slow down to match the posted time for the stage.”

With the voice of experience, Bruce says, “Drivers, who have never driven the race before, get caught up in the excitement and let their adrenaline take over. And that’s where they make mistakes. People have died. Bruce passionately bemoans the danger of getting swept up in the moment saying, “It’s the adrenaline. Some drivers become somebody you would never expect. They become monsters. Emotional overload breeds mistakes.” Bruce says he has witnessed near miss head-on collisions when someone pulls out to pass in normal traffic. Police patrol along the route trying to keep traffic under control but cannot be everywhere. Bruce says, “Drivers, especially inexperienced ones get all caught up. Somebody passes them in a 300SL doing 100 mph or whatever. You might see fifteen idiots in OSCAs pulling out and trying to race him. That is the way it is when people get caught up in the adrenaline rush. Come on, think, we are talking 100 mph on country roads.”  As to a general rule of thumb for new drivers on how to  run the Mille without incident, Bruce says, ‘“If you have a car in front of you that is moving pretty steadily and you know that guy is experienced which I will find out. I do that when we are in line up. I tell the drivers I am with, follow this guy he’s Italian. He knows where he’s going. As we say in America, ‘It’s not his first rodeo’. He has done this race before.”’

With the shipping date fast approaching, time just seems to melt away like an ice cube on a summer sidewalk. Moving at pace, Bruce’s meticulous reassembly process ends each day with the Aston ever closer to what most assuredly will be a stunning and athletic thoroughbred ready to run.

In reflecting on his experiences at the Mille, Bruce says, “Each year when spring comes and people get spring car show fever, I get asked what shows I’m doing. At that point my mind finds itself on the road somewhere between Brescia and Rome. No car shows cross my mind until I can answer the question, ‘am I going to the Miile Miglia.’ That takes precedent over everything else, even Pebble Beach.

With a smile born of Hemingway-esque experiences lived behind the wheel, Bruce says, “If you do this event. I don’t care if you are in a back-up car. I don’t care where you are or where you placed. The Mille Miglia is something you will never forget in any way, shape or form.”

Friend of Drivin’ News Bob Austin derives great pleasure and success in mining estate sales for interesting things automotive, preferably that of the vintage variety. Once he stumbled upon an old Rolls-Royce “out back” at a garage sale. The other day, clutching a stack of vintage magazines to his chest like a school kid carrying books, Bob proudly displayed his latest find. He spread across a table, like-new copies of Hemmings Motor News from the 1970s.

With Hemmings respected as “The Bible” preaching the gospel of classic car enthusiasm, I was drawn to the mid-20^th century publications pages. I found myself time traveling back 50 years to the fertile ground that would spawn the explosive growth producing today’s billion dollar global vintage car community.

So, join me in returning to a time when a Mercedes-Benz 300SL Roadster could be bought for under $10,000 and a Ferrari 275GTB-4 for under $20,000.

Revisiting Old Writings from the Hemmings Bible

In January of 1954 Ernest Hemmings launched the first issue of his eponymous Hemmings Motor News. In introducing his, then, mimeographed magazine he stated its purpose writing, “I hope it will be of real interest to the person interested in older models. I hope that this magazine will grow bigger and better as time goes on and in the future I hope to secure a better printing for it.”

Twenty years later, America found itself hammered by the 1973 to 1974 Arab oil embargo. The price of a barrel of oil had quadrupled to $12 from $3. Gas prices skyrocketed with the price per gallon increasing 35%. Simultaneously new car performance plummeted. Reeling from emissions control choked engines and awkward exterior safety designs, the 1970s inflicted a powerful jolt to enthusiasts bred in the muscle car era. The simplicity of cars produced prior to the wave of government imposed safety and emissions regulations made older cars with their high performance and good looks fertile ground for the do-it-your-self classic car enthusiast. These enthusiasts formed the audience Ernest Hemmings had in mind. By 1974 the Hemmings subscriber base had climbed to 88,100.

While high end European cars such as Ferraris, Lamborghinis and Aston Martins had a following among wealthy “collectors” as did American Olympian cars such as Duesenbergs, Packards and Cadillacs, none had yet begun to climb to the heady values witnessed in later decades. Individuals acquiring such vehicles could best be viewed as knowledgeable connoisseurs possessing a deep appreciation for respected works of automotive art, an appreciation mostly confined to a relatively few like-minded individuals. Certainly they did not view themselves as in it for the money. However, history would show that collecting desirable classic cars would, over time, prove to be an exceptionally wise investment. In the early 1970s a 1962 Ferrari 250 GTO that, today, has fetched up to $70,000,000 rated as an outdated old race car. Prices fell well below $20,000 on a good day. With that in mind one dollar in 1974 would, in 2025, be worth about $6.57, meaning that that Ferrari would have sold for roughly $130,000 when adjusted for inflation.

In 1974 the Hemmings readership found itself mired in an American economy suffering high inflation and recession. It was not the best of times. President Nixon resigned as part of the Watergate scandal. The stock market crashed dropping by over 30%, economic output (GDP) dropped by 5% and unemployment hovered around 7% on the way to 9%. Yet the classic car grew. An editorial note in the June 1974 Hemmings would indicate that the classic car enthusiast culture “shone as s bright spot in these dark times.” It’s “Notes from H.M.N.” editorial stated, “Over the years the Antique Automobile Club of America sponsored Hershey Meet has grown tremendously. Most of the growth has been in the Flea Market area, and we doubt if anyone would argue that it has become the world’s largest old auto Flea Market.”

As reported in the June 1974 Hemmings it had become clear that Hershey’s Flea Market, in the eyes of the gray eminences of the AACA, had become too successful. Thus, the AACA leadership decided the time had come to tighten event regulations. The changes centered on the year 1939. New regulations intended to be strongly enforced included; No post 1939 model parts, no apparel in other than time appropriate styles and no toys or model kits for cars newer than 1939. Clearly the AACA intended to circle the wagons around what would become an ever graying pool of prewar enthusiasts. Interestingly the Hemmings editorial commented, “We’ve heard rumors already that immediately preceding the 1974 Hershey Meet there may be another Flea Market organized not far from Hershey to take in a broader range of vendors.”

Not surprisingly, shortly thereafter, the September 1974 issue featured a full page ad introducing the new “Postwar 74” Flea Market at Carlisle, PA. It would welcome all cars, prewar and postwar. It would run the week before Hershey. This set the stage for the double barreled autumn classic car experience that for decades had become the Mecca drawing car enthusiasts from east of the Mississippi River and beyond. Winds of change had begun to build and they blew in many directions.

As a harbinger of coming change early 1974 saw a new company called “Computerized Antique Car and Parts Service” advertise in Hemmings. Like some ancient aquatic denizen in an early but unsuccessful attempt to venture onto land, this business sought to apply computerized search techniques to marketing vintage cars and parts. It failed. However, decades later that business’ basic idea, empowered by 21stt century e-commerce tools, resurfaced as a powerful global entity energizing the collectible car culture. It had evolved into the online auction site Bring a Trailer and its kin. Indeed, the winds of change spurred on by profound advancements in digital commerce have expanded the enjoyment and associated business opportunities associated with a global collectible car culture to heights unthinkable fifty years ago. Such changes clearly demanded adjustments in the content and character of an evolving Hemmings.

Interestingly, while over the last half century the publication has remained faithful to the founder’s goal of serving the needs of the vintage car enthusiast, the targeted market has morphed and mushroomed. The early 1970s saw Hemmings’ content display green shoots signaling the nascent beginnings of interests and enterprises that would coalesce into the juggernaut that towers as today’s collectible car universe. Looking back at the stark pages of Hemmings in 1974 reveals a much simpler world for the publication to serve. In that world purchasing a collectible car most often involved a personal interaction of buyer and seller. Any professionals involved usually operated on the higher end of the market. Individual enterprises such as Ed Jurist’s Vintage Car Store in Nyack, New York dealt with wealthy collectors on a personal basis. Auctions did not operate as national much less global enterprises. The late 1960s and early 70s collectible car world found itself at the threshold of a world that would significantly differentiate collectible cars from simple used cars. At this point in time Hemmings stood inextricably lashed to a primarily American pastime poised to blossom into a global phenomenon.

From the start in 1954, Hemmimgs focused on domestic brands with a mindset that heavily favored Ford products. This preference evidenced itself in the publication’s initial system for categorizing cars and parts for sale. Only two categories existed, Fords and non-Fords. Rolls-Royce represented the only foreign make with a significant presence. As a reflection of the changing and broadening of the collectible car culture, Hemmimgs before the end of the 1970s categorized all makes alphabetically.

Ads in Hemmings in 1974 offered tier one cars that today would startle with mind numbing prices. (Current prices are very rough approximations based on the December 2025 Hagerty Price Guide). They include:

1974                                                                                                   TODAY

1930 Mercedes-Benz SS supercharged, $60,000……………….$6,000,000

1936 Bugatti Type 57 supercharged, $50,000……………………$9,900,000

1953 Siata 208S, concours condition, $7,500…………………….$3,000,000

1955 Mercedes-Benz 300SL Gullwing, mint $15,000………….$1,600,000

1955 Chevy Nomad, gorgeous, $1,740……………………………….$   150,000

1959 Porsche Carrera Speedster, $10,000 OBO…………………$1,200,000

1959 Mercedes-Benz 300SL roadster, $8,500……………………$1,200,000

1963 Corvette split window coupe, $3,250………………………..$    143,000

1964 Aston Martin DB4, like new, $4,150………………………….$    700,000

1965 AC Cobra 289, flawless, $7,800………………………………..$1,000,000

1967 Ferrari Dino, $8,500………………………………………………..$    550,000

1967 Ferrari 275 GTB-4, $16,500……………………………………..$2,150,000

1968 Corvette, factory L88, $5,700…………………………………..$    345,000

It would be into this fertile yet largely untapped realm of classic car culture that a few visionaries would initiate a sea change.Nurtured by a Hemmings advertiser, Leo Gephart, an Ohio classic car dealer, the seeds of change had shown green shoots by the early 1970s. Gephart, whom many consider the father of the modern large-volume classic car auction, had an idea. His experience had shown that car collectors would travel from state to state looking for old cars at estate sales. Based on this he believed that a lot of collectors could be expected to gather if a huge number of cars had been assembled for sale in one place. Gephart, a long time member of the Auburn-Cord-Duesenberg Club, approached a friend Russell Kruse with the idea. Till then Kruse had specialized in the auctioning of Construction equipment. Both men like the idea. On Labor Day in 1971 Kruse Auctions in collaboration with the Auburn-Cord-Duesenberg Museum hosted the Auburn Labor Day Auction.

Based on the Auburn auctions significant success Gephart approached car enthusiasts Tom Barrett and Russ Jackson with the idea of a winter auction in Scottsdale, Arizona in 1972. The rest they say is history. A big part of that history came with Gephart’s realization that classic cars purchased in the Arizona desert by buyers from all over the country had to be taken back to purchasers’ homes all over the country. Gephart co-founded a specialty trucking line to serve that unique need and later sold it to collector Robert Pass, who renamed it Passport Transport.

Over the next 50 years, the pages of Hemmings, monitored, reported on and supported the evolution and meteoric rise of the collectible car hobby that it had nurtured from birth.

For the seasoned adult collectible car enthusiast, leafing through the pages of a Hemmings from the past creates an experience not unlike flipping through a family album that captures your life.

By 1969 the demands of writing, producing and managing “Hemmings Motor News” exceeded the capabilities of any one person. Ernest Hemmings chose to sell his Hemmings so that it could continue on adapting to and serving the collectible car community that he so valued and respected.

In living on to 2015 Ernest Hemmings’ wish for better printing had been realized. Today’s Hemmings, while keeping faith with its role as “The Bible” of the collector car hobby, now comes richly photographed and in living color.

I wish all in the Drivin’ News family a warm and joy filled Christmas and Holiday season  shared with friends and loved one. Drivin’ News will take a break through the holidays. See you in the New Year.

Herb Benkel loves cars. Herb loves driving. Herb loves Susan whom he married on November 9, 1968. All would be impacted one week after the wedding when he was diagnosed with cancer. Though ultimately losing his right leg to osteonecrosis Herb never wavered in his commitment to leading a full life that would include a highly successful career as an endodontist, mentoring for the  Amputee Coalition and an undiminished enthusiasm for driving.

Meet Herb Benkel

A Car Guy Offers Life Lessons in Taking Misfortune in Stride

His handsome and immaculate triple black BMW 440i pulls into the parking lot. The driver’s door swings open filling the added space available in the handicap parking spot. Slowly and deliberately Herb Benkel swings his left leg out of the car. With his left leg firmly planted on the ground, he spins his body to the left and manually guides his prosthetic right leg from the car. A marvel of medical technology, it features the world’s first motor-powered microprocessor knee and cobalt chrome construction. It boasts a level of technical advancement on a par with the BMW he drives.

Using two canes for stability as he stands, Herb greets me with a broad smile and laughing eyes. He authentically projects the visage of a man who never has a bad day. In this case the day offers a festival of autumn glory.

Herb’s prosthesis leaves Long John Silver far in the dust with a mobility solution sporting a heavy dose of Schwarzenegger’s Terminator cyborg. He says, “You can hear the device when I am approaching. If you watch the original Terminator movie with Arnold Schwarzenegger, you hear the Terminator machinery going Zip, Zip, Zip, Er, Er, Er. Now that’s me. You can hear the motor when I walk. At first, it was really annoying but then I got used to it.”

The leg’s microprocessor delivers a powered motion to actively replicate lost muscle function. State-of-the-art sensors detect his movement thus equipping the knee to anticipate his needs. A powerful motor delivers active extension when standing and controlled resistance when rising. Herb says, “The sophistication of the Ossur Prosthetic is a blessing.” With the Ossur unit, a motor responds to provide active bending and straightening of the leg when walking. Thus the unit automatically returns the lower leg to the natural stance position to promote a more natural gait. Herb explains the challenge faced with his leg amputated up to just below the hip saying, “Without the motor facilitating the normal motion of the lower leg it would be hell for me to try to move just with the small stump. It would be like, trying to write your name with a full-sized pencil, just holding the eraser.” Just like other electric conveyances the leg needs to be charges every night. Because of Herb’s needs, his driving experience demands a greater integration of man and machine. Yet for the most part a simple solution provides an ideal interface connecting Herb and his BMW.

Herb says, “I discovered that there are companies that do adaptations for amputees. When they took off my leg I had first intended to get rid of my 440i and buy something else. But then, I learned I could drive my BMW using my left foot with a device available locally. What a great device.

Herb says, “My right leg is amputated and the gas pedal is on the right. That is a problem demanding a solution.” The solution starts with a shield that covers the gas pedal. Herb rests the right foot of his prosthetic leg against the shield thus rendering the right leg immobile. A roller assembly affixed to the back of the shield and connected to the gas pedal attaches by way of a rod to a gas pedal on the left side of the foot well. Motion initiated on the left gas pedal translates by way of the connecting rod to motion on the real gas pedal on the right. Herb says, “My left leg has no problem reaching the relocated gas pedal and I can easily move my foot to the right to get to the brake.” Herb took three classes at Kessler Rehabilitation to become comfortable, He says, “Now it is second nature just like the way everybody else drives with the right foot. History has shown that Herb has significant experience with the go-pedal. He has earned tickets for doing 120 mph on both coasts: Highway 1 in California and Route 17 in New Jersey. With a glint in his eye Herb says, “Those tickets were before the amputation. I don’t speed like that anymore. If they took me to court I wouldn’t have a leg to stand on.” A final and important consideration concerns the car that Herb prefers to drive. For the last 40 years the answer has always been the same, a BMW.” With the amputation the choice is more specific.

“I have to have a 2-door coupe, like my 440i,” says Herb. He explains why saying, “You need a big door when you have a prosthetic leg. In my case, it’s my right leg, and I’m sitting on the left side of the car. I have to lift my right leg with my hand, slide it out and then slide my body. In order to do that, I need a big door and automatic seat settings.” To exit the car requires Herb to have the seat all the way back. Herb says, “I couldn’t drive a car that didn’t have electric seats because without a memory seat, it would be a nightmare every time I got in and out of the car.”

While a stretch of 50 years spanned the period between Herb’s bout with cancer and the amputation of his right leg, an extricable link connected the two events.

Herb says, “One of first things I gave my wife after a week of marriage was a diagnosis that I had osteosarcoma, bone cancer.” In the 1960s the choice of treatments consisted of radiation or amputation. Chemotherapy did not exist. They made the decision to treat it with radiation. Herb says, “Unfortunately in those days radiation treatment was poorly delivered.”

Decades later, on the coldest day in New Jersey in 35 years, while walking up his driveway, Herb’s right leg simply crumbled. He collapsed in a heap. No one could see him from the street. He feared freezing to death. Luckily, he could find his cell phone and called Sue. She placed the 911 call. The ambulance took him to the hospital. While the damage had had its roots in 1968, 2019 saw him lose his leg up to the hip.

In reflecting on this difficult time Herb says, “The job of getting through an amputation is the job of taking one moment at a time and trying to find something decent in that one moment and then starting to link those individual moments together. It’s easier said than done, but it’s the only way I got through it when I was in the hospital and I lost the leg before they made the prosthetic, I found Exercise bands. And I started doing exercises in the bed that gave me a sense that I had some control over my body; with everything else that was going wrong. I had control.”

When asked if the driving experience changed with the prosthetic device, Herb says, “Yes and no. I have always loved driving, however, all my cars had been stick. However, because of what happened I can no longer drive stick. But considering that pretty much all brands have stopped making them, it seems an inevitability. I don’t like the paddles. Not the same, not even close. So that’s where it’s changed. But I got used to it and I still love to drive. I mean, I get relaxation. I love being surrounded by my music. I love the quickness and toss-ability of my BMW. I rejoice in tracking on a serpentine back road. Yeah, I still take exit ramps at 60 miles an hour, you know, just to feel how the car holds the road.”

In discussing driving as an amputee Herb notes that one terrible problem plagues all amputees to some degree. That problem is phantom pain. He says, “Phantom Pain can attack you at any time and that’s a little nerve-racking. No one can really explain it adequately, that’s why they can’t treat it, but phantom pain is your body feeling that your foot is still there and sending pain signals to that foot.” In describing phantom pain Herb says, “So I don’t feel the pain in any part of my body. My stump is not irritated. Nothing is irritated, but there’s a horrific burning feeling and shocks of electricity that go to my toes and my foot. The sensation makes me feel like that foot is fully there and being tortured or ripped apart or burnt. Sometimes it feels like it is being put in hot oil. Phantom pain attacks can last between four hours and four days.”

I asked Herb what role Susan, his wife, played in dealing with his misfortune. Herb with hesitation says, “I would never have gotten through this without her. This goes all the way back to when we married in 1968 and I was diagnosed with bone cancer. She could have stayed, she could have left. I mean, the marriage could have been annulled in a minute but she didn’t do that. She stuck through it all. It was a crazy time, but we did it together.

When asked his greatest challenge Herb’s says, “To make the best of the one life God gave me.”

You never know what you will discover at the Fall Carlisle Swap Meet. In the case of this year’s event, Elaine and I stumbled across a real find. While seated for breakfast at the historic Carlisle House B&B we found ourselves across the table from Jim Freda and his wife Kim. In a matter of moments Jim and I were confirming a lengthy list of common acquaintances populating the list of respected members of the tri-state classic car community.

Over breakfast in sharing images of custom vehicles he created in his off hours, I recognized both a possible friend and a visionary artist worthy of a Drivin’ News story.

Meet Jim Freda.

Intuitive Genius Wielding a Hammer and Chisel

Jim’s 1962 Cadillac 4-dr. Sedan deVille

I found it inconceivable that of all the completed and striking one-off fabrications arrayed about the courtyard none had come to life with the benefit of so much as a sketch on a napkin. Yet, Jim Freda, in his 60s, retired and a full time artist with old cars as his medium, would have it no other way.

His most recent creation started as a 1962 Cadillac Sedan deVille. His initial vision centered on slicing off the roof and creating a full 180 degree Plexiglas bubble top concept. However, early on, with the roof freshly removed and hanging on straps above the Cadillac’s open cockpit, Jim lowered the roof onto the car to facilitate moving it to another part of his shop. The visual effect stunned him. The impact of the cut roof’s sinister slit-eyed glare sitting low upon the Cadillac’s lengthy swept fin body electrified Jim. With fluid ease, he pivoted to a completely new visual concept that would showcase the chopped Cadillac’s serendipitously discovered alluring menace. More about the 62 Cadillac will come later. This impromptu re-imagining reflects an intuitive genius that Jim employs as a matter of form in all of his creations. Unencumbered by any commitment to a predetermined outcome, Jim simply follows his muse to achieve a final design that pleased him.

As in Jim’s case, intuitive genius describes an innate ability to capture a desired solution in a manner that seemingly supersedes conscious reasoning. For Jim his application of this creative gift comes with the benefit of a personal build philosophy that demands that as Jim says, “If you make a mistake, you got to figure out how to cover it up and make it look, right.”

Jim’s 1965 Ford Galaxie Gasser

Born into a car family, Jim grew up in Lyndhurst, New Jersey where his father, Lou Freda, owned a used car lot next to the family home. While the car lot has passed into history the fully equipped two-bay workshop remains active in serving as the incubator for Jim’s unique creations. In his early years Jim and his pals had Camaros and Novas but it was not until Jim reached his 40s that he turned to building cars of his own design. He says, “It was not like I was 22 years old and ripping stuff apart.” He credits Richie Conklin owner of the famous Hot Rod Farm in Montville, New Jersey with seeding his fascination with fabrication. He says, “I went over to Richie’s Hot Rod Farm. It was filled with jacked up straight-axle gassers. It was the coolest place. I knew what you could do to a Camaro but everybody’s got that. But at Richie’s the gassers I saw were something very different.” And what exactly is a gasser? Primarily built around older production cars from before 1970, a gasser’s signature traits include high-raised front end, stripped-down body, and powerful engine. The distinctive high and downward sloping stance functions to more effectively transfer weight to the rear wheels for better traction during the launch from a standstill. Jim loved the look.

So about 20 years ago a motivated Jim Freda left the Hot Rod Farm went home, found a 1965 Ford Galaxie for $500 and started his first build. To guide his project Jim, for months to come, went back and forth to Richie’s farm just to get ideas and learn techniques.

In Jim’s transformation into an obsessed practitioner in the art of custom car creation; he set about turning the Galaxie into a gasser. Its reinforced chassis hiked up over the solid front axle cradled a supercharged 454 cu. in. Chevy big block stroked out to 496 cu. in.. Dyno tested at a thundering 710 horsepower, it delivered power through a 5-speed transmission to a rear end with 389 gears. For the following 20 years it provided effortless one elbow out the window, one hand on the wheel highway speed reliability in compiling significant miles around the Mid-Atlantic States. However, while a source of pride, Jim’s Galaxie gasser only whet his appetite for creating far more radical expressions of his very personal driving dreams. Over the ensuing decades of tear-down and fabrication adventures Jim’s friends anointed the fruits of his efforts “Hammer and Chizel” Kustoms. Now we will take a closer look at two Kustoms born of Jim’s sublimely radical expression of intuitive genius. We start with the 1962 Cadillac referenced earlier in this story.

This custom design started as a forlorn 1962 Cadillac Sedan de Ville left moldering in a field. Jim says, “I was just looking for something with fins. Then I was going to develop an idea around the fins.” Jim found and trailered his donor car home on January 30^th 2023. Once in the shop Jim embarked on the major surgery that had resulted in the realization that his original bubble top concept referenced earlier had been supplanted by a far more compelling design. That the more striking concept had resulted not from Jim’s personal insight but from happenstance bothered Jim not a bit. Jim says, “That was fine with me.” With the visual solution revealed to him, Jim took another year and a half to bring it to fruition. Over those subsequent months Jim pursued every opportunity to refine the handsome malevolence of his Cadillac concept’s rebirth. He massaged design elements to enhance features contributing to the cars character such as its long low profile, sharp lines and muscular stance.

While the car looks a city block long, the body is actually six inches shorter than the donor Cadillac. Contributing to this lengthening effect is that Jim re-positioned the chopped roof a foot to the rear while transforming the design into a 2-door coupe. He accomplished this by integrating the front doors into the front fender panels. Even though six inches were removed from the door width, its repurposing significantly contributed to the impression of a lengthened car. An interesting rule of thumb in automotive design states that the greater the distance between the back of the front wheel opening and the fire wall increases the perception of greater stature. Jim, of course, did all of this by eye.

To further enhance the look, Jim cleverly integrated the rear fender skirts into the body while repositioning the rear wheels further back towards the rear bumper. He did this by extending the wheelbase. He extended the wheelbase by personally fabricating a new chassis. Jim says, “It’s not a real big deal. I’m not building a formula 1 car here. I use 2 inch by 4 inch, 3/16^th inch rectangular tubing. Front and rear suspensions are available in the aftermarket.” For this Cadillac, the front suspension came from Speedway Motors. Jim went to Quick Performance for the rear suspension for the narrowed rear. Jim says, “You measure the dimensions of the rear you need and they make it for you.

Jim’s designs frequently feature the absence of a hood. His choice and presentation of an engine often elevates its presence from muscular power source to visual design feature. In this case the hood-less Cadillac features a Corvette 350 cu. with dual quads.

The finishing touch to complete the visual presentation of Jim’s creation came courtesy of his go-to pinstripe legend Mr. J from Paterson, New Jersey. And, now, for something completely different.

Jim’s 1963 Pontiac Bonneville 4-dr. hardtop

Six years before the 1962 Cadillac Coupe deVille, a 1963 Pontiac Bonneville 4-door hardtop captured Jim’s attention. Metamorphosis best describes Jim’s transformation of a classic 1960s Detroit iron land yacht into what best can be described as a sleek purple Star Wars 2-seat X-wing fighter sans wings that would stun the crowd at any Cars and Coffee. Standing before his creation Jim matter-of-factly explained the end result saying, “This was a 1963 Pontiac Bonneville four-door hardtop.

The side of the car now consists of the front fender, the rear door and the quarter panel. The front door has been eliminated. Seated inside you are technically sitting in the trunk below a Plymouth Barracuda rear window that functions as a windshield. The roof features a “flying buttress” from a 1970s Corvette. The vehicle’s width is full-size in the back narrowing to about three feet wide in the front.” Clearly this Hammer and Chizel Kustom enjoyed an ample dose of intuitive genius. When questioned about the car’s proportions Jim says, “Think of it as a slice of pie.”

It all started when Jim homed in on the rear window glass of an early 1970’s Buick “Boattail” Riviera. He says, “I decided to build a car using the rear window for a windshield.” While inquiring about a boattail window at an automotive glass store, the salesman told Jim he had something better. Jim says, “He steers me to a 1965 Plymouth Barracuda rear window, you know the “Hemi under glass” rear window. And he says it offers more side to work with. I was sold.”

Like the other Cadillac Jim fabricated a custom chassis with the axle for the half width front end from Speedway Motors. Power comes courtesy of a 350 cu. in. Chevy V8.

The custom interior features air conditioning, heat and stereo. The windshield/roof/exit employs gas struts for effortless operation. As with all of Jim’s creations, super pinstriper Mr. J got the call to place the special touches on the paint. That all of Jim’s builds enjoy street legal status pays tribute to the quality of Jim’s work.

In reflecting on his passion for hands-on car creation Jim says, “Most of my found happiness is probably through my father. He owned the used car lot that colored my early life experiences. He had the passion for cars. He is gone now but his spirit lives on through the life my work brings to his garage.” As an added bonus Jim says, “Ours is a neighborhood of close friendships. Even after my father passed, his old friends and, now, my old friends like Big Bill, Mike and Bob stop by the garage regularly to check in and maybe lend a hand on my latest project.” Jim has even continued hosting what was once his father’s annual Christmas party at the garage.”

In reflecting on what drives him Jim Says, “I have become aware that my work with cars is really about people and relationships.” Jim loves to create designs that fire people’s imagination. Jim says, “When going to car shows I have come to realize that it is more about the people I meet than the cars I see.” For Jim, each unique Hammer & Chizel Kustom car produces a vehicle (double meaning intended) that brings people together.

Jim smiles at the thought that it would make his father smile.

You never know what good a new day will bring. On that day it came in the form of an email. Sent by my friend and fellow car guy Ira, it explained that he had recommended me to a facility that served the needs of young adults on the autism spectrum. Why me? Because they wanted to do a dedicated classic car event as an enhancement to their program for treating the needs of their clients. He included the organization’s contact information. I called.

Classic cars have always been recognized as a source of worth, pride, pleasure, excitement and entertainment. Could they, as well, be a source of healing? We were about to find out.

Classic Autos and Autism: Sharing a Journey to Betterment

Photos: Courtesy of Kayleigh Gorman, Good Talking People, LLC

Three months after Ira’s email arrived, a 1915 Ford Model T rolled into the tree rimmed parking area of the “Good Talking People” care facility in Teaneck, NJ. Soon the early Ford would be followed by a 1986 Porsche 911, a 1976 VW bus, a 1967 Austin Healey 3000 and eight other classic cars, the event and the idea behind it had come to life. Good Talking People Owner/Director Arlene Rubin and Office Manager Kayleigh Gorman welcomed the car owners as the vehicles came to rest.

This Wednesday evening represented a new twist in the facility’s ongoing effort to promote comfort in social situations. At these monthly socials young adults on the spectrum can enjoy the opportunity to come together with their community of peers and practice their social skills. Arlene says, “They look forward to seeing the people that they have developed relationships with. It’s a comfortable place for them to be able to just be them.” Historically these events have included bowling, trivia night, dancing, costume parties, karaoke, crafts, etc.

The “Car Show” represented a unique activity in the ongoing effort to create engaging monthly social events. In this setting these young adults could engage with the classic cars and the owners in a social setting with familiar faces. In so doing they could develop the social skills necessary to improve their quality of life.

On this beautiful early evening in mid July a cluster of adults enveloped in a cloud of excited anticipation blended, hesitatingly at first, into the display of signature vehicles from the golden age of the automobile. The gathering’s predominantly male composition reflected the roughly 4 to 1 male to female ratio of the American autism population. According to the CDC, since 1970 the incidence of autism has increased from roughly 1 in 10,000 to 1 in 31 (Depending on the source these numbers vary significantly). As to why, many reasons come to the fore, not the least of which being a recent broader interpretation of what qualifies as autism as well as modified assessments and knowledge.

As the event came to life all the car owners chose to wait for the clients to initiate interest and then owners would gently enter into a social interaction. Much to the delight of Arlene, Kayleigh and the car owners the presence of the cars and the freedom to sit in each car generated a very positive dynamic that inspired even the less outgoing clients to engage.

As to the actual definition of autism, Arlene made clear that limitations in socialization skills towers as the defining criteria marker for autism. Arlene says, “You can have really very bright, strongly cognitive individuals who are very socially awkward. They don’t really read the room. They don’t really pick up on cues. They don’t understand the social world around them in the same way as others. Some very famous people that we view as highly intelligent believe they would have been diagnosed with autism spectrum disorder as a child. Bill Gates being one.”

One great example of the conflicting cognitive versus social abilities of clients occurred with Peter, the owner of an especially nice 1986 Guards Red Porsche 911 Carrera and a knowledgeable car guy. One of the clients approached to view Peter’s Porsche. Peter invited the client to take a seat behind the wheel. “Oooohhh nooo,” the young man replied as he retreated from the interaction. A while later the young man returned to ask if he could, indeed, sit in the Porsche. Peter guided him behind the wheel while taking his place in the passenger seat. Peter in delightfully describing his shock says, “This young man spoke so knowledgeably about Porsches I was completely blown away. I never expected that.”

As the energy level of the event built fueled by clients asking questions and photographing cars and being photographed with cars and in cars, Arlene explained that autism cannot be cured or reversed; it is a lifelong neuro-developmental condition.  Instead the therapeutic goal focuses on helping clients manage challenges, develop skills and improve their quality of life. She explained that Good Talking People provides therapy to assist in the development of pragmatic language, social communication and social learning. Here they teach strategies for understanding social rules, what is expected in social situations, ways to increase social comfort and how to communicate and connect with others.

This evening’s “Car Show” represented a unique activity in an ongoing effort to create monthly social events. These gatherings provide a safe environment where clients can interact in a social setting with familiar faces to develop the social skills necessary to improve their quality of life.

With the event in full swing, hoods opened, horns blew, engines started and clients seemed more comfortable in their own skin. One young man approached me, looked me in the eye, presented an outstretched hand and stated confidently, “My name is Micah.” We shook as I gave my name. Apparently satisfied with the exchange Micah smiled and moved on.

Car-centric activities engaged the clients throughout the evening till the summer sun sank to the horizon. Long shadows signaled that the time had arrived for the show to end. Illuminated in the golden glow of the sweet light cast by a setting sun, the eclectic collection of classic cars individually departed to the cheers of the clients as they gathered to wave goodbye to their new friends.

In reflecting on the success of the event Arlene said, “Our clients had a great time. When we spoke with the group directly after the event, they wanted to know if we could do it again the following week. There are some of them who I see for therapy; weeks later they were still talking about the classic car event.”

When asked if this event achieved her goals more effectively than other events, Arlene expressed the belief that indeed it did in the sense that it opened up a new experience for the clients. Arlene says, “When they came back inside after the event and, again, in later therapy sessions clients continued to ask questions about the classic car experience.” It clearly also promoted communication between clients. Both Arlene and Kayleigh witnessed clients asking questions among themselves. Arlene says, “They were discussing the different cars and having conversations among themselves about the cars.” The experience provided a focal point for them and it equipped them with a brand-new experience to explore. Arlene and her staff made it clear that the power of the event to make a difference extended well past the cars.

Both Arlene and Kayleigh praised the owners. Arlene said, “Your people were so patient. I watched and saw how some of them kind of stood back and observed. And when a client approached close enough to indicate interest that’s when the owner would slowly make his way over. He would casually go up and say, ‘Do you want to see it?’

If the client offered no questions but by his or her continued presence expressed interest, some of the gentlemen were so very intuitive they just started to talk about the car in a non-threatening way. When the owner started to talk, you could see the client listening. It was really beautiful to watch.” Kayleigh, who had organized the event said, “It was really wonderful for us to see. The owners were amazing.”

In reflecting on the total classic car event Arlene said, “This was just a brand new experience for them. It expanded their horizons. We at Good Talking People really believe in the healing power positive experiences possess. This was truly wonderful for them.” When asked if she would do it again Arlen answered without hesitation, “Absolutely!”

Alfa Romeo 8C 2900B

No car is theft proof. A couple of good old boys in South Carolina proved that convincingly in 2022.  While these thieves may never have attended the prestigious Concorso d’Eleganza Villa d’Este by Lake Como in Italy, the 1938 Alfa Romeo 8C 2900B Lungo Spyder they stole had, and, while there, won Best of Show. Years later in July of 2022 while being transported to a restoration shop in New England, the Alfa sat parked at a Holiday Inn in Latta, South Carolina. There cosseted in a sealed trailer pulled by a Ford F-350 dually pickup the Alfa along with the truck and trailer disappeared. The stolen Alfa possessed an estimated value in excess of $20,000,000.

For a single stolen car that may be a record, however, more than a few organized car theft gangs operating in venues richly populated with highly desirable modern cars have stolen a sum total of vehicles with a value far in excess of $20 Million. Knowing that, it helps to understand what steps you can take to avoid being one of their victims.

Chris Connolly a recently retired 30-year NYPD veteran and past senior member of the New York City Auto Crimes Division has been part of the team that has brought such criminals to justice. In the past Chris has shared stories of his experiences with Drivin’ News readers in Part 1. He now shares more in Part 2.

Automotive Crimes and the Man Who Solved Many of Them, Talks AirTags, Fobs and Much More   Part 2

The story begins with a savvy and determined woman in the Bronx who had her Honda CRV stolen. Chris says, “Hondas rank high on the list of favorite theft targets in the Bronx.” He went on to explain that the woman had taken the precaution of secreting an Apple AirTag in her Honda. With her Honda now missing, she took another family car and went in search of her presumed stolen Honda. At this point in Chris’s story, I, being an Android user with no AirTag experience thought AirTags had a limited range of maybe three hundred feet. Thus, I reached out to two respected sources to confirm the claim of extended range.

AirTag

Adamantly, Bill, the Apple representative said, “Apple makes no claim that its AirTags function as an effective automotive anti-theft device.” My Apple team member did his very best to disabuse me of any belief that an AirTag had any value in tracking a stolen car. Having convinced him that I had no intention of marketing AirTags as discount LoJacks, our conversation relaxed. In broad terms we discussed how in some situations an AirTag’s range could hypothetically be significantly expanded. That afforded me sufficient motivation to reach out to my friend Jonathan, who works as a senior IT security maven for a global enterprise. I cannot be more specific or he will have to shoot me and possibly you. He cut to the chase. He said, “As long as there exists another Apple device within range to allow the information to anonymously leap frog from device to device to device and so on like stones across a pond the range expands as long as the string of devices connects.”  Once an AirTag switches from real-time tracking to periodic updates via the Find My Network, then functioning range can be unlimited. That said you have a much better chance of tracking something in an urban area with many Apple devices than, say, a hiking trail in the Mojave Desert. So, yes, the story rang true.

2002 Honda CRV

Now back to the stolen Honda. Chris says, “The Bronx resident successfully tracked her stolen Honda well across the Pennsylvania border.” Having located the car, she called the Pennsylvania State Police. With the NYPD contacted by the Pennsylvania authorities, Chris drove to the site. He says, “I am driving through Pennsylvania farmland. I make a right down some dirt road and pull up to a bunch of what looks like dairy barns.” His experience did not prepare him for what he found. Chris says, “I’ve been in auto crimes for 24 years, right? I’ve been to a lot of chop shops. I’ve never seen a chop shop like this. While not surgically clean, it smacked of surgical precision.” They only stole Honda CRVs. They dismantled each car in a like manner and inventoried the parts with exactitude. They stacked and segregated all like parts in designated areas. They further sorted the whole inventory, and where relevant, by color. They grouped hoods, doors, hatches, engines, interiors, etc. in rows of burgundy, white, blue, gray, for ease of parts picking. Chris says, “Everything came from late models and was spotless. No complete cars remained on site. They stripped every car to a shell.” Chris in describing a shell, says, “Starting with a complete car, the thieves remove everything even the rubber moldings.” The remaining carcass (shell) gets crushed or chopped up. He says, “This day a legit shell was there, totally stripped. We ran the VIN number. It had been stolen the day before.” The parts inventoried on site represented at least 20 fully disassembled late model cars. Unlike in this case, Chris cautions that AirTags may not always be your friend if you buy a stolen car.

Chris says, “I have one guy I was investigating. He worked off Facebook Marketplace.” Chris holds a very strong view of Facebook Marketplace as rife with crooked deals. Chris says, “The guy, using a fraudulently acquired duplicate key, stole a Honda CRV and created a fake title. The thief would get a bite on Facebook Marketplace and sell the car for a great price. Before delivering it to the unsuspecting buyer he would drop an AirTag in the stolen CRV being bought.

The thief would drop the car off and transact the sale with a faked title. When the buyer went to sleep that night, the seller would come back and steal the same CRV and bring it back home; then reload and repeat. He would create another fake title post on Facebook Marketplace and sell it to someone else biting on a deal too good to be true.

Stolen cars unloaded in Africa

Unlike the Facebook example above, many of the cars stolen that are not parted out simply depart America for distant shores. Chris explains, “For most of the stuff that I worked, the cars were going to Africa especially Senegal. Countries with bad roads provide a big market for stolen SUVs that can deal with the ruts and punishment.” However, other foreign markets for stolen cars have better roads and tastes for luxury cars. Chris recalls, “I had experience with a group specializing in sending cars to China.”

Years back a local auto-theft ring specialized in Audi A6s. As reported in the New York Post, the ringleader had a solid contact with an Asian syndicate eager to purchase every Audi A6 the ringleader could get. The syndicate had an arrangement to supply German luxury cars to the Chinese government. Chris says, “The ringleader and his cohort stole every single A6 not nailed down.” It got so bad that Audi dealers were blocking in their new A6s with other Audis. No problem for the thieves. The thieves would move the other Audis out of the way.

So how did the thieves get caught? Chris says, “This is when LoJack was pretty new on the scene. So an NYPD cop with a LoJack tracker cruising a neighborhood gets a pop on his LoJack. The signal leads him to a warehouse” Doing his job, the patrolman enters the warehouse. Chris says, “The warehouse is filled with cars, many A6s and what turns out to be numerous ring members. Everyone starts doing the moonwalk and stepping out.” At the same time Chris’s Auto Crimes colleagues are on a wire tap of the warehouse and hear the beat cop come in. The patrolman calls in and realizes that he has unintentionally blown the cover on a long time surveillance. Chris says, “My colleagues decided not to waste the effort. They swept in and grabbed everyone. Many of the ring caught had airline tickets in their pockets and were on their way to the airport.

The following is taken from a New York Post article from 2008 covering a court case involving the ringleader. It provides the denouement of the Audi A6 caper.

Audi A6

The ringleader told a Manhattan jury yesterday that he single-handedly stole some 500 autos. Most were ordered by an Asian syndicate that supplied German luxury cars to the Chinese government. “They were mostly Audi A6’s,” he told jurors. “They’d be black, chocolate, gray and dark blue,” He explained. “My main connection, all he wanted was dark-colored cars.” He said they wanted volume. He told jurors he’d pull up at an Audi dealership in Long Island or Westchester in the dead of night in a Dodge Caravan filled with burglary tools and accomplices. “I’d bring a LoJack scanner – a police scanner – a cordless drill, walkie-talkies, bolt cutters,” he said. That, plus enough fake license plates to cover what he’d be taking. Once at the dealership, he said, he’d proceed to break into and start up 10 vehicles, one after another, which his accomplices would then drive off to a Greenpoint, Brooklyn, warehouse. There, the cars would get loaded three at a time into shipping containers, and sent by rail from New Jersey to California. Cars would then take a boat to China.

So how to avoid buying a stolen car or having your car stolen. Chris has some suggestions:

GPS TRACKING DEVICES

Chris says, “Especially with classic cars, spring for the $25 to put a GPS tracker in your $100,000 car. It just amazes me when you see people bring their classic car to some big car show. They have 100, 150 Grand into the car: house it in an enclosed trailer worth 20 grand and pull it with a F-350 pickup worth 70, 80 grand. The story ends when they stop at diner and when they come out and the whole thing is gone.”

Chris continues, “How do you not put a GPS tracker at least in the car. Then when you see it’s missing you can locate that it’s going down Interstate 95 southbound or whatever. Now you’ve something to tell the police. Otherwise you can’t depend on the police to look for it. Depending where you are, the police are dealing with robberies, home invasions, shootings. You have a far better chance of recovering your car if you provide the police with useful locating information.”

CARFAX

A CarFax has value when it starts tracking from when a car is first sold. A CarFax that shows nothing for say the first 20,000 miles and then an oil change at a Jiffy Lube says a lot, all of it bad. Often it indicates some funny business with a bogus VIN number.

FACEBOOK MARKETPLACE

To repeat Chris’s warning, while not all ads on Facebook Marketplace offer stolen goods, Be careful. Crooks can be smarter than the “trusting” you because they do crime for a living. Online ads advertising a great deal that seems too good to be true should set off a warning.  A thief can offer a great deal on a great car when he has stolen the car. Any car offered without a title should be avoided no matter how good a deal.

FOBs

Stolen car packed in container

Chris says, “Keep the fob in your pocket at all times even if you are only going inside for 15 minutes.” Chris shares a very close relationship with his New Jersey counterparts.” He says, “The New Jersey Police describe whole crews of young kids from Newark and the Oranges maybe 15 or 16 years old. These kids drive around in the nice towns where nice cars reside, trying to scan every neighborhood, every block. They log who has what at the house, in the garage, in the driveway.” He continues saying, “They don’t necessarily take your car that day.” He says, “They take notes. Is it blocked in? What time of day is it? They keep track of targeted cars. They may come back another day. This time driving a stolen car and steal the car they have been watching. If the car has its mirrors folded when locked, they will wait till another time when the mirrors indicate it is unlocked. They’re not afraid to take your car in the middle of the day. They do it all the time. Nothing happens to these kids. They are minors.” Chris goes on to explain how much worse it is in New York. Chris says, “With the no cash bail reform laws, a car thief after being arrested, and with no priors, gets a desk appearance ticket and walks almost all the time. Someone can get arrested for stealing a car, get released and steal a car to drive home the same day. It’s gotten that bad.” So keep your fob in your pocket. Look at it this way, it would be unthinkable to leave your wallet lying on your driveway; so why leave your far more valuable car unlocked with its fob waiting to be taken.

It is never good for your car to visit a foreign country without you knowing it.

RETURNING NEXT ISSUE!

The  upcoming issues of Drivin’ News will bring new episodes continuing  the story of “In Search of the Lost 7^th Royale.”

On a spectacularly brilliant 1970s autumn day my trusty 1963 23-window VW van valiantly labored up Boston’s storied Beacon Hill. My van’s upgraded 40-hp Beetle engine’s twin exhausts saluted the stately townhomes of Boston’s Louisburg Square home to such luminaries as Edward Kennedy, John Kerry and Carly Simon.

Three nurses I knew had accepted positions at Mass General Hospital. I had volunteered to help them move. Now, conveniently parked by their building’s entrance I began shuttling their belongings from my open van into their apartment. Exiting the building for my next load, I did not remember having moved my van. I did remember the man on a ladder painting the trim on an adjoining building. Unfortunately in focusing on his painting, he had not seen the person(s) who had stolen my van. I was devastated.

In the ensuing 50 years automobile crime has done nothing but gain sophistication and grow. Personally experienced thefts still hurt just as much. Luckily law enforcement sophistication has grown as well. Chris Connolly a recently retired 30-year veteran of the New York City Police Department served as the senior member of the NYC Auto Crimes unit. This is one of his stories.

New York City Automotive Crimes and the Man Who Solved Many of Them   Part 1

Chris Connolly with his Hurst Olds

Twenty four-year old Chris Connolly joined the New York City Police force in 1993. As a lifelong car enthusiast it did not take him long to find a natural fit in the NYC Auto Crimes division. Stationed in the Bronx, Chris, over decades, built a reputation as the go-to guy for auto crime investigation and expert courtroom testimony. In 2023 Chris retired with a wealth of experience and a treasure trove of stories. We begin with the “cloning” scam.

Chris prefaces his story saying, “I tell people all the time don’t put your license plate or VIN online. When at a “Cars and Coffee” or such, if the VIN shows through the windshield, black out the last six digits of your VIN.”

With cloning, somebody locates a car they want to steal, in this case a new Mercedes-Benz CL55 sitting on a dealership lot. The thief then assumes the role of the car’s owner, by counterfeiting a fake title, and with faked documents goes to another M-B dealership and orders a duplicate key. Then using a VIN number taken from an identical model (CL55) attaches a fake VIN plate to the stolen CL55. Thus if stopped by police for any reason, the car comes up as clean. Chris at the top of his game encountered, doggedly pursued and ultimately apprehended the mastermind of an very crafty cloning scam.

Being a savvy detective Chris would frequent areas that might be prone to problems. Basically Chris scouted for trouble in high probability locations. The Bronx offered a rich supply. In one particular case Chris says, “I went to an area in the Bronx that had a lot of repair shops, one of which did a lot of work on Mercedes and BMWs. Late-model stuff. It served a lot of people who would buy salvage title Benzes or BMWs, cars out of warranty with owners who couldn’t afford going to a dealer.”

Mercedes-Benz CL55

Chris says, “So my partner and I cruised down the street and out front of this shop sat a Mercedes CL55 AMG. A gorgeous car. This happened around 2004. I recall the car was a 2003.” With a trained eye Chris noticed it had an odd out of state license plate. He says, “It’s one of the states with a lax DMV.” It struck him as curious. Such a relatively new car should have been under warranty and being serviced by a dealer. But Chris checked the VIN number and it did not send up any red flags. He simply left. But he did not forget. That night he went to a local Mercedes dealer.

Entering the service department Chris introduced himself as being from the NYC Auto Crimes Division. Chris says, I asked the guy at the desk to check the VIN number to see if it was a real car. The service writer checked the VIN and tells Chris, “Yeah, it’s a CL55.” Okay, check. He goes on to identify the car’s exterior color, silver. It matched. Check. Next came the interior color, Parchment. Red flag! Chris’s suspect car had a dark blue interior. Chris says, “It struck me as seriously odd.’ It then got much odder. The service guy tells Chris that the car has just been in for service. Chris says, “I asked where and the guy tells me, California.” Employing the benefit of the doubt, Chris assembled a scenario where an owner had replaced the interior of a year-old Mercedes and drove it across the country where he stopped off at an independent service point in the Bronx. Not likely. Then the service writer totally dispelled this benefit of the doubt by identifying the Californian who owned the Benz. The service writer pipes up and says, “The owner’s an anesthesiologist.” Chris placed a call to the doctor.

The doctor says, “I drove the car to work today. It’s in the parking lot outside my window. I can see it.” Considering the mismatched interior and the credibility of the California owner, Red flags started flapping all around the car parked in the Bronx. Chris returned with his partner to “sit” on the suspected bogus Benz. It had not moved. They would patiently wait for the owner, who hence forth will be called “scam man,” to appear. Their patience paid off. Scam man shows up.

Chris says, “This guy comes in. He sees me and my partner in the car and definitely ID’s us as the police. Then he kind of flashes a little smirk in our direction.” The smirk did not go over well with Chris’s partner.” Chris says, “It really pissed off my partner.” Chris as the experienced voice of reason calmed his partner saying, “Don’t worry, we’re good.” Having paid the bill, scam man departed the shop and hopped in the Mercedes. With that Chris and his partner introduced themselves. Chris observes that whenever police approach a person who knows they have a car with a “problem” the person immediately explains that the car belongs to someone else. When Chris questions scam man as to who owns the car scam man says, “This is my friend’s girl’s car.” Chris explains that there may be an issue with the out-of-state license plates. Chris directs scam man back to the precinct. Chris says he never wants to make an accusation of possible illegality until he can actually confirm it.

Back at the station Chris knows where to locate the CL55’s engine number. The number comes back as belonging to another Mercedes CL55 reported stolen out of New Jersey. Chris calls the police in New Jersey. At last the whole story unravels. Apparently scam man saw this CL55 sitting in a New Jersey Mercedes dealership lot and wrote down the VIN number and created a fake title. Scam man then went to another Mercedes dealer with a fake driver’s license bearing his photograph and ordered a key for the new CL55 sitting back in the other dealership’s lot. Is this beginning to sound like “Gone in 60 Seconds” or what? When the duplicate key came in, scam man waited for the Mercedes dealership with the targeted new CL55 to close. He then walked up with the key and drove the new CL55 off the dealer’s lot.

Interestingly, somehow the New Jersey police figured this out when they saw a replacement key was ordered by a guy with a fake license. Arrested and convicted, scam man served time. But the stolen CL55 could not be located. Chris says, “I just happened to lock him up in the Bronx with the actual car.

Chris notes that an important aspect of cloning requires changing the ID plate located by the base of the driver’s side windshield. In this case scam man changed the VIN plate on the stolen car to the VIN number of the anesthesiologist’s car that he had somehow acquired. Possibly online.

Chris says, “Cloners try to get the same font. They try to get the same, glossy Black or matte black finish. Cloners work hard to get it right or someone who knows what they are looking at will spot it right away.”

Interestingly, Chris says, “This guy had all kinds of summons. He’d been stopped multiple times in the car, but if police officers lack an auto crimes background or don’t really know the stolen car game they don’t catch it. This guy had that car for a year and a half. He’d even been locked up but he’s still driving it around.” He would not be driving it anymore.

In describing how he approaches auto crimes such as cloning, Chris says, “I look at a suspect car as a whole.” In this case Chris could tell the car had never been repainted. Chris says, “It clearly did not fit the mold of a salvage that somebody had bought, fixed cheaply and maybe had codes popping up that could be cleared through this independent in the Bronx.”

Chris says, “This Mercedes, to my eye, showed as a perfect one-year-old CL55 that shouldn’t be in a shop in the Bronx.” Clearly this situation glaringly screamed “What’s wrong with this picture?” To Chris’s trained eye the answer came back loud and clear, plenty.

From time to time we will visit with Chris to explore other auto crime topics like how best to protect your car, classic car scams, chop shops, wheels and tires and much more.

So the friendly hostess at the Tom Quick Inn in Milford, PA says, “Oh yes, three blocks down, turn right and go a short ways. It’ll be on your left. Mr. Helms sells all kinds of real old cars there.” Her words possessed a genial warmth that clearly communicated this man’s position as a long time and respected member of the community.

With my penchant for exploring blue highways and back roads, a “Sure do” response when asking local folk about knowing any interesting neighborhood car people fires the passion I possess for the car culture and, certainly demands investigation.

Meet Mr. “T,” Dave Helms, a life-long vintage Ford enthusiast and the go-to guy for Germans looking to buy a Model T.

This Mr. “T” Sells 100-year Old Fords to German Car Enthusiasts

Dave Helms with his T Roadster pick-up

In a split second, mid-20^th century memories of gas stations from my youth rushed to mind. In pulling into Dave Helms’ Gulf station in Milford, PA, I had crossed over the iconic pressurized black air hose of yesteryear. Its analog age purpose, to trigger a bell alerting a pump jockey that a new customer had pulled in. That bell alert, once a ubiquitous element of Americana, now found itself scarcer than a red, crank “Tireflator” dispensing free air.

Finding a space to park, I pulled up alongside a 1918 Ford Model T Runabout. Apparently in fighting trim, it appeared ready to confidently sputter down the country lane bordering the station.

Inside Dave’s Office

The station’s front glass door hung open propped by a kitchen chair. Positioned to its right stood the cage housing Dave’s prize chicken, Henrietta. I breezed through the open doorway. Henrietta a champion egg layer, pecking for food on her cage floor, seemed nonplussed by any human foot traffic. Through the door and no more than three steps in, I found myself immersed in a living archive recalling 100-years of American car culture.

Clean and organized though festooned with black and white photos of family and yesterday, the office of Helm’s Service Station and Antique Autos clearly reflected the man who built it all, Dave Helms. A spry 75-years of age, Dave’s workday at first appeared to me to alternate between doing paper work at his organized desk, chatting with his many friends and moving with a deliberate pace from behind his desk to pump gas for his mostly local clientele. I would soon come to learn that Dave’s life involved far more than first met my eye. Despite the fact that in Pennsylvania you can pump your own gas, it does not seem that Dave regularly affords many customers the chance to do so at his Gulf station. Dave with his genial nature, retains the personal service ethos acquired in his youth.

Dave’s Grandparents during WWII

Hesitant to speak at first, Dave warmed up to describing various photos displayed around the room. He explained the faded black and white photo of a couple posing by a 1940 White tanker truck. It showed his grandparents when they ran the station during WWII. Though a fuel delivery truck, tires hung draped all over the truck. Dave explained that during the war the scarcity of tires made tire repair critical for the civilian population. Starting in 1942 a civilian could keep just five tires. All others had to be surrendered to authorities. Civilians received stern warnings that no one could trade, buy, or even recap tires. Everyone took great care to routinely inspect tires twice a week or more. People checked air pressure and searched for small “cuts or bruises” in order to immediately repair them before a catastrophic failure. The fuel truck came draped with civilian tires needing repair. To emphasize the point of the photo, Dave’s grandfather has a tire hanging around his neck.

Dave tells the story how the station began in 1930 when a Scranton, PA coal company needed a fuel stop for its coal trucks making deliveries to New York City. Contracting with the coal company, Dave’s grandfather put in a gasoline storage tank to refuel the coal trucks. Diesel was not used as a truck fuel until after WWII. Any time of day or night a coal truck could pull up, toot its horn and Dave’s grandfather would come out to do the refueling. This arrangement lasted until 1932 when Dave’s grandfather after two years of steady requests from locals wanting to buy gas, opened as a retail gas station. Decades moved on until 1969 when, with the passing of first his grandparents and then his father, Dave took over the business. However, five years earlier, 1964 would have seen Dave buy and sell his first old Ford.

Industrious even as a teenager, Dave took on the family business started by his grandparents. In the ensuing years Dave developed two paint and body shops, expanded the gas station, built the used antique car business, bought real estate and worked 362 days a year. On what three days did he close? Thanksgiving, Christmas and New Years Day. Close, yes, but relax? Not so much.

Dave explains that every Thanksgiving he clears the warehouse storing his vintage car inventory. Once emptied he blows out the building and cleans the cars. New Years Day he picks a random project that needs doing. On Christmas he actually relaxes.

Interestingly only the last ten or fifteen years has seen his Model T business blossom. Even more surprising the driving force shaping his newfound market came from dedicated Model T enthusiasts located in Germany of all places. Dave says over the last decade or so he has sold hundreds of Model Ts, with most delivered to Germany. Now, before exploring the German affinity for Model Ts, a worthy first step begins with the vehicles Dave sells and where he finds them or in some cases how they find him. Keep in mind Dave stocks his inventory with clean vehicles in good running condition. One of Dave’s gifts resides in his ability to find those clean and mechanically sound examples. The Model Ts he buys do not need major restoration. Shortcomings Dave considers acceptable may call for minor mechanical or cosmetic work.

As we arrive at one of Dave’s storage facilities. Doors rumble open. And there it is. If I had a spare garage, this one would go in it. Standing front and center, a 1926 Model T Roadster Pickup simply screams, FUN! Understandably, limited by a comfortable top speed of 35 mph and an uncomfortable one of 38 mph this little gem has few places to call home on modern roadways, but still for $7,900? I move on.

So what other gems does Dave have in stock and where did he find them? Dave says, “For most of these Model Ts and some Model As, owners come to us. People with these cars know about us. For instance, let’s say you inherited a very clean Model T with your father’s estate and want to sell it. Many people don’t want to place an ad because they don’t know who’s going to come to their house. So they’d sooner come to us.”

Model T Tour in Utah

Dave’s inventory presently has 20 cars including ten Model T’s, four Model As, six mixed makes and one 1925 Model T snow mobile with skis and tank treads. A very cool feature for the ski chalet crowd. Dave also possesses a very large German fan base which includes a robust 350 member Model T club. Over the past decade Dave has shipped many Model Ts to enthusiastic club members. Membership enthusiasm reached a point where, four years ago, the club planned for what some might consider an insane transcontinental adventure. A group of Germans would come to America, buy five Model Ts on the east coast and drive them, without a chase car carrying spares, to California. They would begin their cross country Model T tour in, where else, Milford, PA. There they would buy the five model Ts from Dave Helms. Dave did all he could to get the seven men and three women (wives of three drivers) as prepared as possible to deal with the unexpected.

Map of tour path

For two years in advance, Dave had his regular good spot at the Fall Hershey show and, on his truck, he mounted a sign announcing the German Model T Club plan to cross America. Dave says, “We had a map of the route they intended to take. We asked if you or your car club would offer volunteer help for breakdowns in your area. After Hershey I started getting phone calls. So based on generous offers of help, the Germans re-routed as much as 100 miles off their first planned rout just to connect with the volunteers.” In one case the Tour re-routed to an airplane hangar in Michigan. There they met 30 members of a Model T Club. Some volunteers had taken days off from work. The volunteers changed oil and tires. Dave says, “We hooked up with Snyder’s Auto Parts in Ohio. The volunteers would call Snyder as they used a part and Snyder would over-night the part to the Tour’s next location. Everything worked fine. It was a beautiful thing”. It all ended well with the Germans reaching California and shipping their Model Ts back to Germany.

Now, what next for Dave as he enters the fourth quarter on life’s gridiron? Having come to know Dave, a safe bet would be more of the same with a caveat. Our interview reached a conclusion decided by Dave’s appointment with his mower and the large grounds that needed to be tended with him responsible for the tending. Dave acknowledges the inevitability of change looms. He noted that the market for his primarily century-old specialty is aging out of the culture.

Dave Helms

Dave says, “We used to sell almost 100 cars a year, you know back 20 years ago. Now it’s less every year. Last year we sold eight cars. People who like these cars are selling. They’re not buying. They’re going to nursing homes or moving to Florida.” He also attributes the decline of his market to the large television presence of live auctions. He sees them as a major force in promoting muscle cars and restomods. With a wry smile Dave says, “I think a lot of people pay too much for cars at those Mega-events. I’m sure they get home and get thinking about it.”

Clearly Dave recognizes the diminishing presence of his peer group. As a result he will reduce his inventory. Equally clear Dave has no intention of voluntarily succumbing to a diminished embrace of life’s labors and associated joy. With his two paint and body shops humming, he has a few projects on the burner.

If you have the itch for a worthy road trip, a good choice will have you hugging the Delaware River on Highway 209. It will take you through Milford on the way to Delaware Water Gap National Recreation Area. Small town Milford possesses a great vibe, live music and excellent dining. August 3^rd they are having the Apple Valley Rock and Road Car and Music Festival. Spend a night at the Tom Quick Inn and stop by Helms Service Station and Antique Cars. Drive over the bell hose and meet Dave at the pump.