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WAYNE CARINI’S

The Chase CLASSICS VOLUME 1

| MOTORSPORTS | AUTOMOBILIA

ISSUE 3

LATE SUMMER 2021

A SPECIAL BIRTHDAY Sixty years after its unveiling at the Geneva International Motor Show in March 1961, the team at Jaguar Classic have released the ultimate birthday present to the car: the E-Type 60 collection.

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2020 Chevrolet Corvette Sting Ray $105,000 Engine: Transmission: Exterior Color: Mileage: Stock Number: VIN:

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All proceeds will go directly to fund Klingberg Family Centers’ twenty different programs serving families dealing with trauma, many of whom have been hit hard during this difficult time. These programs include an Auto Restoration Program that teaches special-education students the craft of automobile restoration and repair. Founded in 1903, Klingberg Family Centers is a private, nonprofit multi-service agency providing help to thousands of persons across Connecticut each year.

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from the publisher

THE FINEST MODELS IN THE WORLD TAKING THIS YEAR’S AUTOMOTIVE EVENTS IN is something I sorely missed last year. I think of this year as one of transition as we all discover a new normal. However, no matter how much the world changes, the automobile has remained a constant as the very conduit that bonds interested individuals together. Through many varying outlets, the automobile provides us with joy, fulfillment, and happiness. As I am sure most are aware, it takes a village of these like-minded individuals to put together every issue we publish. With this issue, I would like to give special thanks to Motorcars Incorporated, owner and CEO Dean Cusano in particular, for helping me put together our cover story. With Cusano and his team at Motorcars along with the generosity of The Hometown Foundation, located in Cheshire, Connecticut, we were able to get exclusive access to this special matched pair of E-Types to share their story with you and celebrate a very special anniversary for Jaguar. We even did a couple of laps around Lime Rock Park to photograph the pair in motion, which you won’t see very often, especially with this set. See p. 82. We showcase a selection of the photographic works of the extraordinary Formula 1 photography of Bernard and Paul-Henri Cahier that spans generations, from Sir Stirling Moss to Lewis Hamilton. A visual treat, indeed. Contributor Leigh Dorrington worked with The Cahier Archive which houses nearly 400,000 original images and other artifacts dating from the 1950s to the 2000s. See p. 72. In the Green Mountain state of Vermont, the living is easy. Things move at the speed of thick maple syrup. No one is in a hurry. Others though, are in search of something a bit more invigorating. Enter the Mt. Equinox Hill Climb. Contributor Sean Smith takes us to the mountain and captures insights from some of those who have braved this high-speed spirited ascent. It’s something that certainly isn’t for the faint of heart or for those searching for some peace and quiet. See p. 64.

ON THE COVER: Jaguar Classic has released the ultimate birthday present to the car: the E-Type 60 collection: There are only six pairs in existence. Photo by Russ Rocknak

Executive Publisher Wayne Carini Publisher Russ Rocknak Editor-in-Chief Lowell Paddock Executive Editor John Nikas Copy Editor Randi Swartz Content Director Matthew Strauss Creative Editor Jodi Ellis Contributing Writers Marshall Buck, Mike Hagerty, Andy Reid, Sean Smith, Bill Warner, Ed Welburn, Linda Zukauskas Contributing Photographers Mike Hagerty, Josh Sweeney, Sean Smith Social Media/Web Navadise Media

Advertising, Subscription, and Editorial Inquiries Russ Rocknak 603.759.4676 rsr@meshnewengland.com

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CLASSIC HISTORIC MODERN Russ Rocknak publisher, The Chase

Wayne Carini’s The Chase is published six times a year by 2021 RSR Media Group, LLC., P.O. Box 786, Bath, ME 04530 © All rights reserved. No part of this publication may be reproduced without prior written permission from the publisher.

THE CHASE

LATE SUMMER 2021

CLASSICS

MOTORSPORTS

AUTOMOBILIA

Often hailed as the most beautiful production road car of all time, the sublime Jaguar E-type Series 1 stirred passions in automotive aficionados the world over when launched at the Geneva Salon in 1961. These fine 1:8 and 1:18 scale models of the Jaguar E-type Roadster have been handcrafted and finished in the Amalgam workshops with the full cooperation and assistance of Jaguar regarding original finishes, materials, archive imagery and drawings.

www.AmalgamCollection.com

sales@amalgam.com

For the Love of Your Automobile. WAYNE CARINI’S

The Chase p.46

CLASSICS VOLUME 1

| MOTORSPORTS | AUTOMOBILIA

ISSUE 3

p.82

LATE SUMMER 2021

10 From the Publisher Welcome from Russ Rocknak. 18 On the Chase Is the end of the muscle car in sight? Maybe yes, maybe no. Wayne decides to hedge his bets with two muscular automotive investments.

22 The Ambassador Bringing the Thacker & Shine 1932 Ford Roadster to Bonneville to attempt to run in the 200 mph club proved to be more than an enlightening experience.

26 Inside Lines Ed Welburn discusses colleagues and competitors and why auto

p.64

shows are always a showcase for new ideas and concepts, but nothing tops Geneva for its emphasis on design and coachbuilding.

30 What’s In Your Garage? Readers from around the globe share their favorite cars with special meaning to them.

34 Every Car Has a Story No matter how humble, ostentatious, slow, or fast, every car can tell a story about how it was made, why it was bought, and what makes it memorable.

40 The Artist Chuck Queener shares with us some of his favorite works from artist Alfredo De la Maria.

44 The Collector Marshall Buck, our master modeler extraordinaire, reviews some of the best Ferrari 246 Dino models ever built.

50 Auction Ready For each issue of The Chase, we will highlight vehicles of note or interest in upcoming auctions.

54 Event Highlights A celebration of highlights from the latest auto shows,

PHOTO BY JOSH SWEENEY/SFD

rallies, and races that take place around the globe.

64 The Mt. Equinox Hill Climb The purest Form of Motorsport.

p.72

72 Masters Cahier The Extraordinary Formula 1 Photography of Bernard and Paul-Henri Cahier

82 A Special Birthday Sixty years after its unveiling at the Geneva International Motor Show in March 1961, the team at Jaguar Classic have released the ultimate birthday present to the car: the E-Type 60 collection.

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p.44

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LATE SUMMER 2021

THE CHASE

Photo Contest

THE RULES You must be a subscriber to Wayne Carini’s The Chase in order to enter this contest. Subscribe today at thechasemagazine.com

WE ARE NOW ACCEPTING submissions from subscribers through November 19, 2021, for our inaugural photo contest. This year’s theme is “Chasing a Dream.” The winning photos will be announced on our website on December 17, 2021, and featured in Wayne Carini’s The Chase Yearbook 2022 issue. It doesn’t matter if you are a professional or an amateur, shoot with a Nikon or an iPhone, a Hasselblad or a Brownie; we would like to see your collector-car-themed images. Submissions are welcome from subscribers anywhere. Images must have been taken within the last five years to be eligible to win (2016). Photographs will be judged based on creativity, composition, and the ability to capture a strong sense of place. Previously published photographs are not eligible for this contest.

—now accepting submissions—

Chasing Submit a Dream your images at garage@waynecarini.tv. 1st Place

Skip Barber Racing School 3-Day driving experience skipbarber.com

2nd Place

1:18 scale Amalgam Collection Car Model Choose from their 1:18 scale collection amalgam.com

3rd Place

Harvey Traveler Collection Tote Bag Your choice, leather or canvas harveytraveler.com

1. HOW TO ENTER: Please submit your photograph(s)—maximum submission is five photographs—that best embodies our theme: “Chasing a Dream.” Think of static, motion, and environmental automotive photographic opportunities. Photographs will be judged on creativity, composition and ability to capture a strong sense of place. Previously published or awarded photographs are not eligible for this contest. Send entries to garage@waynecarini.tv. Remember to complete an entry form for each submission. Photos submitted without a completed entry form and/or required information will be disqualified. The contest begins April 2, 2021, at 10 a.m. US Eastern Time and ends November 19, 2021, at 4 p.m. US Eastern Time. Entries: As many as five entries are permitted per subscriber throughout the contest time frame, but please do not enter the same photo more than once. In the event of a dispute over ownership of an online photo, entry will be deemed submitted by the holder of the email account. All photos submitted to The Chase magazine’s “Chasing a Dream” photo contest will be used only in conjunction with the contest—in print, digital formats, or in promotional materials. Any photograph submitted will include a photographer credit in print and as feasible on thechasemagazine.com. In submitting this photo, you agree that its content does not infringe on copyrights or other property rights of any party. If a person is recognizable in the photograph, you will need to provide a signed model release. You also WWW.THECHASEMAGAZINE.COM

agree that the photo you are submitting is your own. You retain rights to your own photos to reproduce, distribute, display, etc. It is your sole responsibility to notify The Chase in writing if you change your e-mail address. Only photographs submitted via garage@ waynecarini.tv. will be considered for the contest. Finalists must be able to provide The Chase with a print-quality hi-res file of their photograph (at least a 300 dpi @ 8 x 11 inches jpg).

2. ELIGIBILITY: The contest is open to The Chase Subscribers 21 years of age or older as of April 2, 2021. Employees of The Chase magazine, its respective affiliates, subsidiaries, dealers or retailers, advertising, production and promotion agencies, the independent judges, and the immediate families and members of the same household of each are not eligible. Contest is void wherever prohibited by law. All federal, state, and local laws and regulations apply. By participating in this Contest, each entrant accepts the conditions stated in these Official Rules, agrees to be bound by the decisions of the judges, and warrants that she/he is eligible to participate in this Contest. By accepting a prize, the winner agrees to release The Chase, its directors, employees, officers, and agents, including without limitation, its advertising and promotion agencies from any and all liability, loss or damages arising from or in connection with the awarding, receipt, and/or use or misuse of prize or participation in any prize-related activities.

3. PRIZES: Winners will be awarded prizes as outlined below, and winning images will also appear in print in the 2022 Yearbook issue of Wayne Carini’s The Chase magazine. Winning entries—including runners-up—will also be included in an extended online gallery. Photographs recognized as runners-up may also appear in the print edition.

1st Place* Skip Barber Racing School 3-Day driving experience skipbarber.com

2nd Place 1:18 scale Amalgam Collection Car Model Choose from their 1:18 scale collection amalgam.com

3rd Place Harvey Traveler Collection Tote Bag Your choice, leather or canvas harveytraveler.com Acceptance of a prize constitutes permission (except where prohibited) to use winner’s photograph, name, hometown, and likeness for purposes of advertising, promotion, and publicity without additional compensation.

4. WINNER SELECTIONS: Winning photographs will be selected from all eligible photographs by the photo editors of Wayne Carini’s The Chase magazine, whose decisions are final and binding on all matters relating to this contest. Prizes are guaranteed to be awarded assuming sufficient number of entries. Winners will be notified by email at the email address with which they entered the Contest, and will be required to acknowledge email notification by The Chase or its designated agent within 14 days of date of email notification, or an alternate winner will be selected. If any prize notification letter, email notification or any prize is returned as undeliverable, and there is ample time to select and clear an alternate winner, the prize will be awarded to an alternate winner.

5. WINNERS LIST: The winning photos will be announced on our website on December 17, 2021, and featured in our Yearbook 2022 issue. Good Luck! *Winner of the 1st Place prize is responsible for their own travel expenses.

LATE SUMMER 2021

THE CHASE

ON THE CHASE Wayne Carini

Hedging for an Uncertain Future Is the end of the muscle car in sight? Maybe yes, maybe no. Wayne decides to hedge his bets with two muscular automotive investments.

ack in the mid- ‘70s, it seemed that the days of the classic American convertible were numbered; a result of changing tastes and potential legislation that seemed to be its death knell. Cadillac went so far as to promote its 1976 Eldorado as “the last American convertible,” prompting many eager owners to stuff their cars into plastic bags and patiently wait for their payday to come when convertibles would be banished from the market, rewarding the wisdom of their investment. Unfortunately, that day never came. Perhaps it was due to GM’s decision to reintroduce a factory-built Eldorado in 1984, prompting owners of the earlier cars to mount a class action lawsuit. Or perhaps there aren’t really that many buyers out after all who are swooning for a massive droptop. Either

way, the reality is that most of those Eldos probably aren’t selling for nearly as much as their original owners probably expected. In fact, if you had invested their original sales price of $11,000 in a simple interest savings account at the time, you’d have about $27,000 today, a bit more than what a good example currently commands. There are other examples of unsuccessful automotive hoarding: the last VW Beetle convertible, Indy pace cars, and Corvette ZR-1s are just a few that come to my mind. Even in low-mileage condition, these cars aren’t valued much more today than when they were new. The near-death experience of the convertible came and went, but there is a threat on the horizon that could have a more dramatic impact on the makeup of the car market. It’s not so ominous right now, but it could be quite significant in a decade

Above: It’s amazing to think that over 50 years separate these two Mustangs, and yet there’s a consistent chain of DNA between them. Both were amongst the fastest muscle cars of their day, both are unapologetically attention getting, and both are a blast to drive, all reasons they are likely to remain desirable for years to come.

Above: The Karmannbuilt VW Cabriolet went out of production in early 1980. Many were convinced they would be future collectors’ items, but they typically sell for under $20,000. Left: Likewise, the 1976 Eldorado, billed at the time as the “Last American Convertible,” hasn’t proved to be a dramatic investment, either.

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DriveShare is currently not available for vehicles registered in the state of NY. Renters must meet minimum requirements. For FAQ, user policies, and terms and conditions, visit DriveShare.com. Hagerty and DriveShare by Hagerty are registered or common law trademarks of The Hagerty Group, LLC. © 2020 The Hagerty Group, LLC. All rights reserved.

FROM BILL WARNER Founder and Chairman of the Amelia Island Concours d’Elegance

The Other Side of the Fence, Six Decades of Motorsport Photography Over a six-decade career, Bill Warner’s motorsports photography has appeared in such well-known magazines as Road & Track, Sports Car Graphic, Panorama, Autoweek and a host of international publications. He has documented nearly every form of motorsport, including IMSA, NASCAR, Indy Car, Formula 1, Can-Am, Trans-Am, F5000, and the World Championship of Makes. Bill’s new book, The Other Side of Fence, brings together hundreds of those images for the first time, along with the compelling memories that go with them. or so. I’m talking about electric cars. Now, those of you who watch my show or read this magazine know that I like electric cars, both early and modern ones. I test drove the new Mustang Mach-E earlier this year and its instantaneous torque is simply amazing. But if electric cars take off the way that some manufacturers are planning, the future of traditional internal-combustion cars could turn rather bleak, especially if the public attitude shifts against what might be thought of as old-fashioned, outmoded technology (as it has started to be in Europe). And at the center of that target would likely be the classic American automotive icon, the muscle car. With manufacturers right and left making pronouncements about curtailing R&D on traditional powertrains, there might be only one or two development cycles for traditional cars left before the market fundamentally changes. Because I’m convinced that the future of muscle cars could change radically, I’ve gone out and purchased two for myself that I am just going to sit on for now: a 2020 Shelby GT350R and a 2021 Shelby GT500. These are hardly the only possibilities. I previously had a Dodge Challenger SRT Hellcat and a Corvette C8, and I plan to buy a Corvette Z06 when it comes out later this year. I’ve always liked Mustangs (my classic GT350 is one of my all-time favorite cars) and these are two fantastic traditional performance cars. Let’s start with the Shelby GT350R, which went out of production last year. It was powered by a naturally aspirated 5.2-liter, flat-plane-crank V8 that produced 526 horsepower and 429 pound-feet of torque. It was only offered with a six-speed manual transmission. During Car and Driver testing, it reached 60 mph in 3.9 seconds and raced through the quarter mile in 12.2 seconds at 119 mph. That’s fast. But more than just being fast, the GT350R is also fun to drive, with razor-sharp handling and decent ride comfort. 20

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LATE SUMMER 2021

The GT500 is an entirely different beast. In place of the normally aspirated V8 is a supercharged, 760-horsepower monster that’s appropriately named “Predator” (as opposed to “Voodoo” for the GT350R). It’s both the fastest production Mustang ever built, and the most powerful street-legal Ford ever built. The GT500 sends all that power through a TREMEC-developed seven-speed dual-clutch automatic transmission. It can go from 0 to 100 and back to 0 in under 10.6 seconds, four seconds faster than a 427 Cobra. As hard as it is to deprive myself, I don’t plan to drive either car at all. Given the current craze around low-mileage, or especially zero-mileage cars, I plan to put them into a CarCapsule, protected from any possible damage (or use) until some day in the future when I am convinced that they will be more valuable than they already are. Is that nuts for a car guy like me who enjoys driving everything in my collection? Perhaps so, but I’ve watched as other rare and interesting cars have zoomed ahead in value, such as the BMW Z8. A few years ago, they were selling for not much above their original list price of $130,000. Checked one out lately? They’re now selling for north of $200,000 and destined to go higher. Is this a smart investment? I certainly think so. But if I’m wrong, I’ll have two fantastic performance cars to enjoy in a few years.

Above: Muscular hood on the GT500 conceals a monster engine, the 760-horsepower, supercharged “Predator” V8. Its numbers dwarf those of the original Shelby Mustangs, while at the same time offering creature comforts as well as safety features that weren’t available back in the 1960s.

Above: It’s all about the details on the GT500. Three-mode exhaust comes with normal, track, and sport modes. Does anyone really need that? Maybe not, but it’s so much fun. Left: The massive, handbuilt engine barely squeezes into the motor compartment. Limited production guarantees exclusivity.

CLASSICS

MOTORSPORTS

AUTOMOBILIA

Bill’s career was inspired by his sister Harriett, who told him that a camera was a way to get him “on the other side of the fence.” Starting with the gift of a $46 Yashica D, Bill has spent a career documenting motor racing all over the world. The Other Side of the Fence visually chronicles the compelling images that have won plaudits from the very highest ranks of motorsports, including Sir Stirling Moss, who called him “The Fangio of photography” and Roger Penske, who described Bill’s images as capturing “some of the greatest moments in racing.” With Forewords by friends Sam Posey and William Jeanes, Bill takes us over the fence and treats us to an insider’s view of what Mario Andretti called “the people, the cars, the delicate moments, the fame, the glory, the disappointment.”

Priced at $99.00, The Other Side of the Fence is available at www.ameliaconcours.org and a portion of the proceeds will go to Spina Bifida of Jacksonville

THE AMBASSADOR Bill Warner

Bonneville or Bust Bringing the Thacker & Shine 1932 Ford Roadster to Bonneville to attempt to run in the 200 MPH club proved to be an enlightening experience.

s with many interesting events in my life, it all started with a phone call. Wayne (Carini) was on the line, asking if I’d like to go to Bonneville with him in an effort being put together by Rob Gibby. Wayne had bought the Thacker and Shine Bonneville roadster at auction, a car that since the late 1990s had had several successful runs on the salt flats. “Are you driving, Wayne?” I asked. “Nah,” he said, “I get claustrophobic in it.” A stray neuron questioned that response; if Wayne, at five foot six, gets claustrophobic, how am I, at six foot two, going to fit? Sometimes my brain promises what my body can’t deliver, but the offer from Rob and Wayne was just too enticing. Since I’ve raced at most of the great road circuits in North America in various sports cars, I asked

myself how difficult it could be to run down a straight line? I learned upon my arrival that everything I thought I knew about racing a car did not apply at Bonneville. The inspectors went over every inch of the car, my safety equipment, and my ability to exit the car in a timely manner. At the ripe old age of 78, I had to demonstrate I could get out of the tight confines of a Bonneville roadster in less than 30 seconds: open the canopy, take off the steering wheel, lean forward for the HANS device to clear the roll structure, pull myself up, and bail out over the side. One bit of concern was that once the steering wheel was removed and I stood up to get out, the steering column was dangerously near parts of my body I’ve become fond of keeping. Bear in mind that in a front-engine, supercharged car, the safety rules are like driving an

Above: Steve Van Blarcom’s “Music Machine” Ford roadster had previously made it into the famed Bonneville “200 MPH Club” on several prior occasions. It’s powered by a blown 302 cu. in. smallblock Chevy that’s coupled to a Jerico 5-speed transmission and a Ford 9-inch rear end.

Left and Below: Wayne, Bill and Steve van Blarcom sharing smiles ahead of the record run. Note narrow confines of the safety cage! Sadly, transmission issues prevented the car from making it out onto the salt for an attempt at the 200-mph threshold.

Left: A concours the size of Amelia takes an army to make it all happen—and Warner’s number one assistant is his wife Jane. “She’s a very patient lady,” quips Warner, “and I guess she has to be since we’ve been married for 55 years.” Deremer Studios LLC image. Below: Amelia’s judging team represents the very top personalities in the automotive world. Warner publicly introduces each one at the start of the event without a single note in hand.

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NHRA Funny Car in that you need a five-layer suit with gloves that go halfway to the elbow, ankle-high boots, a balaclava, arm restraints, and the current Snell 2015 helmet. Clément Chaudonneret at Stand 21 made me a proper SFO 20 Suit with gloves and boots. Once in the suit, I resembled a big blue Michelin Bibendum or the Poppin’ Fresh Pillsbury Dough Boy. I first practiced egress in street clothes, then in the suit alone, and then with the full regalia. Turns out my fears of passing the test were ill founded. No problem. Steve Van Blarcom then took over the instructing; the man who not only prepared the car but gained membership in the 200-mph club in the very same car, scoring 226+ mph. I had to sit, strapped in, fully suited up and show that I could reach the controls. The car is shifted by nitrogen gas through five solenoids, one for each gear in the Jerico gearbox. The gear change is activated by a red button on the steering wheel and the nitrogen engages the next gear. You use a clutch pedal to get off the line, but after you are off and running, all you must do is push the red button for the next gear. Easy peasy! The drill was as follows: I had to pull the ignition switch out, pump the pedal, pull the ignition switch to engage the starter, then enjoy the sound of 1,000 hp. To engage the gearbox, I had to depress the clutch, and using my left hand, reach across and turn on the shifter. The arm restraints, though prudent, really restricted my ability to reach everything. To my right were two fire bottle knobs that were much too close to my right leg. One is for the car and engine compartment, and one to spray on me; very sobering. On the dash panel are the ignition/starter switch, a “T” handle to turn off the fuel (your friend in a fire) and another “T” handle to deploy the parachute. I had to learn to activate all these without looking at them in proper sequence. The organizers, the Southern California Timing Association (SCTA), want you to deploy the chute when you have completed your run. By doing so, they can see you are okay. If you don’t, the emergency team comes to you, but they are a couple of miles away and not on the next corner. Another sobering thought. There are three parallel “courses” at Bonneville: one five miles long for the rookie tests, and two nine miles long for record attempt. As this was my first year, it was the five-mile course for me. I had to do two passes, one at 124 to149 mph, and the 24

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second up to 175 mph. Once I had proven I could handle that, I was then signed off to run with the big boys on one of the two nine-mile courses. All cars are geared so long that they generally get a push start from a big-block pickup. My push team was the husband-and-wife team of Gene and Margaret Malone in their big diesel F150. Once up to about 40 mph, I engaged the transmission and launched. It was seamless and the car felt great. First gear up to about 6,000 rpm, 2nd gear engaged, all systems go, 3rd no problem, just crossing the one-mile marker, into 4th, no problem, then 5th. Uh, oh, nobody home. Oh my, over so soon. I coasted by the timing marker at two miles and looked for an exit. I couldn’t find one, so I pulled the chute and steered as far off the course as I could. Alas, no spares, so game over. How fast did I go? I don’t know, maybe 130+ mph. I would have gone back to 4th to complete the run, but the gearbox shifting system would not allow me to do that. C’est la vie; wait until next year. In short, it was a great experience, even though I didn’t get close to my goal of 200+ mph. The car felt solid (actually, they add lead to keep the car anchored—it weighs 3,800 pounds, 1,500 more than my Group 44 TR8). So, what’s ahead? Not sure, but at least I got on the salt and the experience was enlightening. Now, if only I had made a good run….

Above: It takes a village—pictured above is the entire team required to prepare for a record run at Bonneville. Weeks of preparation are needed for just a few minutes out on the salt.

Below: Safety first— SCTA insists that all drivers demonstrate their ability to exit their cars quickly in case of any incident. Bill discovers it’s much harder with his suit and HANS device than he expected.

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INSIDE LINES Ed Welburn

Colleagues and Competitors Auto shows are always a showcase for new ideas and concepts, but nothing tops Geneva for its emphasis on design and coachbuilding.

omeone recently asked me about my relationship with my colleagues at design houses outside the design department at General Motors, where I worked. In the broadest sense, I guess we car designers are all a part of a fraternity of passionate creative people who have seriously made a life’s commitment to the design of automobiles, forging new territory with every design we create. It’s hard to call it work, but then again, it’s not easy. We learn from each other and are inspired by the work of others. It’s very competitive, and we all want to win.

No matter where these designers call home, they speak the same language. I once had a meeting in my office with a young GM designer from our studio in Korea. She and I discussed many issues concerning the workplace, even the glass ceiling for Korean designers. Our conversation was quite profound, stimulating, and enlightening. What made it so special was that she didn’t speak English, and I not a word of Korean. Our sketches and diagrams on a pad of paper were all we needed. I shared those diagrams with the leaders of human resources and that day we affected significant

Above: I always enjoyed spending time with Giorgetto Giugiaro and his son Fabrizio at Geneva. Giorgetto literally grew up with postwar Italian coachbuilding and had a powerful impact on it. His projects for Bertone, Ghia, and his own firm, Italdesign, are some of the most iconic designs to ever come out of Italy.

Left: Geneva was always my favorite auto show. Spread out over a small number of buildings, it was a design-focused exhibition, especially because of its proximity to northern Italy. While new cars were often launched there, the real action was always at the stands of the major coachbuilders.

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Classic & Collectible Cars Left: The master and the student, Giugiaro and his first boss, Nuccio Bertone. Imagine being able to take part in a conversation between these two! Stile Bertone, located in the lush hills outside of Turin, was a frequent stop during my trips to Italy.

change not only on her career, but also on the role of our Korean studio in our global design network. For obvious reasons, I’ve always been far more interested in communication with the 1,400 people in GM Design than with my colleagues at other car companies, but I must admit that I particularly enjoyed the interaction amongst the design community at the Geneva Auto Show. It’s a lot less formal than other major shows, it’s more social, and is always a barometer of what’s happening in design. At Geneva, however, my focus wasn’t on designers from the other OEMs, but rather with the chief designers from the great Italian design houses. Geneva has always had a tradition of Italian designers scrambling to get their latest design over the misty March Alps at the very last minute—or even later. We all remember the year in which Lilli Bertone, widow of Nuccio Bertone, allegedly blocked the reveal of the Bertone BAT 11 by giving away the Bertone stand at the show. Her daughter, very passionate about the BAT 11 design, proceeded to stage a late-night reveal under a streetlight, outside of a bar in the city. Frankly, it was a fantastic event—everyone in the design community was there and it was a great party. My favorite memory from Geneva is time spent with Giorgetto Giugiaro and his son, Fabrizio. We had great discussions with these two generations of automotive design royalty about what everyone was showing at the event that year. I was scheduled to travel to Torino, Italy, after the show for design reviews at Bertone Design, not very far from Giugiaro’s studio at Italdesign. Fabrizio happened to be on the same mid-morning flight and offered to give me a ride to Bertone upon my arrival in Torino. As we exited Turin-Caselle Airport, there was great ceremony as an Italdesign concept car was there for 28

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Fabrizio to drive and for me to be his passenger. It was a beautiful concept sedan which I had never seen before and in the capable hands of Fabrizio it was super-fast and stable on the autostrada. En route to Bertone we made a brief stop at Italdesign to switch to yet another concept car. As we entered the studio building on that peaceful Saturday morning, there was only one person in the building: a quiet figure sitting alone at the far end of a large, bright white studio at his small drawing table. It was the man, Giorgetto Giugiaro, one of the greatest designers in the history of our profession. He had taken an earlier flight back to Torino to begin sketching ideas inspired by the previous day at Geneva, and there he was, working all alone. I have similar stories of designers with incredible portfolios, and those who are still students whose journey in design is just beginning. These are men and women who have a passion for design far beyond the bright lights, champagne, and free shrimp of the media days at auto shows. These are my design colleagues. Their stories are best told on their sketch pads and tablets, translated into clay by magnificent sculptors, and shared with customers worldwide.

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Left: Given its linkage to three of the most daring designs ever produced by Bertone, the BAT 11 would always be controversial. Nuccio Bertone’s widow allegedly blocked the car from being shown at Geneva, so her daughter staged its reveal outside a bar in the city instead.

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What’s in Your Garage? Do you have an interesting car or truck in your garage? Send us five or six high resolution photographs along with about 75 words that explain why you love it, why you bought it, and what you’ve done to it. You might just wind up in the next issue of The Chase.

Show Us What’s In Your Garage: Contact us at garage@waynecarini.tv.

Alex Finigan 1932 Ford 5-window coupe Marblehead, Massachusetts I graduated from high school in 1965 in New Jersey. Every day on my walk to school, a chopped, primered ‘32 Ford 5W Coupe would pass me on the street. I never saw it parked, and never found out who owned it, but it burned an impression in my brain that has lasted my entire life. This Ford-bodied car has been chopped 4.5”, has a filled roof, and molded rain gutters. The drivetrain features a ‘54 Chrysler 331” Hemi, with Hilborn Injection, a Richmond 5-speed, and a Halibrand quick change. Am I reliving my childhood? I can only hope so!

Bruce Male Bentley R Type Continental Fastback Swampscott, Massachusetts The R Type Continental Fastback is one of England’s most iconic car models. Sleek, luxurious, the fastest coupe of its time (119 mph), and rare; only 208 were made. The first owner was R. Montague (Monty) Burton, who established a chain of clothing stores throughout the UK, targeting the working man. If one were to buy a suit, vest, shirt and tie, you would have purchased the “Full Monty.” Thus, the well-known expression. It was the epitome of design and performance and interestingly, this car’s first owner made the phrase “The Full Monty” famous! This all “spoke” to me when choosing this particular car.

Across the country, collector car mechanics are retiring without trained young people ready to take their places. When they retire, their skills retire with them. With your help, we can change that. The Piston Foundation is creating scholarship and apprenticeship programs to teach the next generation of auto restoration mechanics and specialists—the ones you’ll need to care for your baby. The future of collector car restoration needs your help. Donate today at pistonfoundation.org. 30

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What’s in Your Garage?

Jay Bernard 1964 Chevelle Portland, Oregon It has been over 40 years since I owned a muscle car; that was a 1968 Nova my mother bought new and gave to me when I got my driver’s license in 1977. My uncle was a salesman at a Chevrolet dealership who sold my mom the car, so it seemed that Chevrolet was in my blood. In the 70’s, high school it was all about muscle cars and drag racing (street or strip). Fast forward to 2020 when I had thoughts of getting another muscle car just to keep all those old high school memories alive. For me those were magical times and so many stories, and I just happened to come across this 1964 Chevelle that stood out from the rest. It is a two-owner car, and both owners worked for General Motors in Detroit. The second owner built the 396, TH350 (2800 stall and shift kit), and rear end (10 bolt posi 3.55 with disc brakes) in the mid 90’s. Paint is original except for a few blends in the doors. All the glass except the front windshield is original as well as the front bumper and rear antenna.

Gunther Buerman 1965 Ford Shelby 427 SC Cobra Newport, Rhode Island Aside from its rarity and link to the ultimate car guy, Carroll Shelby, this was the inspiration for my wife and me to create the Newport Car Museum in the first place, so that others could enjoy—like we do—the ‘art of the car.’ It is reputed to have once been owned and raced by Walmart heir Rob Walton.

1954 Chevrolet Corvette Convertible As a student of history, I couldn’t resist acquiring the first real American sports car introduced after WWII. I’m also a fan of white cars with red interiors, so it became the centerpiece of the Corvette Gallery where you can also find the last version of the front-engine Corvette: the 2017 C7 (also white and red).

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EVERY CAR HAS A STORY by Wayne Carini

1938 Jaguar SS 100 3.5-Liter Convertible IF YOU’RE A REGULAR VIEWER of my show, you know that nothing gets me more excited than a car with an interesting backstory. Though some people regard their automobiles as inanimate appliances, I prefer to think about what they have meant to their owners, whether it’s a baby’s first trip home from the hospital, a teenager’s first taste of liberty, or a dream car that finally emerges from a dusty garage after years spent in time and effort. These bits of metal, rubber, and plastic eventually become intertwined into the various stages of our lives and often become inseparable from them. What I like about my Jaguar SS 100 is that it brings together the three elements of a compelling car story: the car itself, of course; the stories behind the people who images by Russ Rocknak

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‘‘

SS constructed just a handful of cars, but their lithe design, straightsix engine, and top speed (on the 3.5-liter versions) that exceeded the magic 100-mph barrier, set the tone for Jaguars for decades to come.

Dominated by its massive Lucas headlamps and delicate fenders, the SS 100 makes a powerful statement of speed and style. Color was originally white but was changed to black during restoration. Leaping Jaguar radiator cap debuted in 1938. Alligator-skin interior, added in 1954, was one of the many “enhancements” that Dave Garroway made to the car during its lifetime.

have owned it; and what happened to it during its lifetime. Let’s start with the car. About 15 years ago at Pebble Beach, I came across the “Beezymobile,” named for its builder, David “Beezy” Addison, who wanted to create an American interpretation of the legendary SS roadster. Based on a 1933 Ford and powered by a 1937 Ford flathead V8, the handsome Beezy competed in all seven Peb36

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ble Beach Del Monte Trophy road races. A decade later, my friend Peter Kumar of Gullwing Motor Cars was trying to interest me in a real 1938 SS 100 with what he claimed was the kind of extensively documented backstory that he knew would tempt me. “I don’t really need that car,” I told Peter at the time, but months later fate intervened early on the Sunday morning of the Green-

wich Concours when, walking with my friend Ralph Marano, what should I see but that same SS 100, complete with an alligator skin interior. In an instant, with some encouragement from Ralph, I knew I had to have it. By all accounts, the SS 100 is a compelling car unto itself. SS Cars Ltd. was an evolution of the Swallow Sidecar Company, founded by William Lyons and CLASSICS

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William Walmsley in 1922. Before being renamed to Jaguar Cars in 1935, SS constructed just a handful of cars, but their lithe design, straight-six engine, and top speed (on the 3.5-liter versions) that exceeded the magic 100-mph barrier, set the tone for Jaguars for decades to come. What made this particular SS 100 so interesting to me, however, was its onetime owner, Dave Garroway. Though WWW.THECHASEMAGAZINE.COM

not a household name anymore, in the early days of television Garroway was a hugely influential personality as the first host of NBC’s Today show, which in 1952 pioneered the live early morning news programs that are commonplace today. Energetic, enthusiastic, and creative (Garroway at one point had a chimpanzee as his sidekick on Today), he set the standard for morning televi-

sion for nearly a decade. Garroway had many interests outside of his high-profile broadcasting career, including astronomy, jazz (both as an amateur drummer as well as lending his name to numerous jazz recordings), and as a children’s book author. But what Garroway really loved was sports cars and in the late 1940s bought this SS, which he raced reguLATE SUMMER 2021

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Unsatisfied with the performance from the base 3.5-liter engine, even after adding a Roots supercharger, Garroway ordered a DOHC 3.4-liter XK120M engine directly from Jaguar, the first time the engine was sold to an outside customer. Wheel-mounted stopwatch was one of many enhancements Garroway added during his ownership of the car. Note alligator-skin instrument panel.

larly into the early 1950s at tracks like Watkins Glen, Bridgehampton, Wilkes Barre, Elkhart Lake, and Equinox. As much as Garroway enjoyed his SS, he felt it was lacking in power. He added a Roots blower, but even that didn’t seem sufficient, so Garroway contacted Jaguar, requesting the high-compression, 180-horsepower engine out of the XK120M. In a first, Jaguar agreed, 38

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and the SS went off to Wacky Arnolt in Chicago, who handled the installation. Garroway’s intense personalization of his SS didn’t stop there. He also added genuine alligator upholstery, carpets from Italy, air horns, a leaping Jaguar hood ornament, and several additional gauges to monitor the car’s performance, all of which together transformed the car into what Garroway

later called “my most precious material possession.” So, by now you can see why I finally relented and bought the car. I originally had no intention of restoring it, but one day a rather presumptuous guest decided to take the SS for a joyride. When returning it to the barn, he managed to rub the left fenders against the door opening, but because the damage was CLASSICS

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against a wall, I didn’t see it for days. When I did, I was heartbroken. I wound up repairing both the fenders, yet they never looked quite right, and I ultimately decided to do a full restoration. Being one of the boss’s cars, however, rather than a client’s, it somehow always fell to the bottom of the priority list. Finally, though, after three years, it was completed and debuted at the WWW.THECHASEMAGAZINE.COM

Concours d’Elegance of America in Detroit. I’ve kept most of Garroway’s special features; the one change I made was to paint it black, which I think is more fitting for an SS. The one thing I haven’t had time to do with the SS is drive it, which is something I’m really looking forward to, finally bringing Garroway’s very special SS fully back to life. LATE SUMMER 2021

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THE ARTIST Chuck Queener

The Art of Alfredo De la Maria Beauty lies in the eyes of the beholder… so goes a paraphrased statement by Greek philosopher Plato.

first became aware of De la Maria’s work through the pages of Road & Track in the late 1980s. My old boss, Bill Motta, was R&T’s art director and began running De la Maria’s paintings as spot fillers in the magazine. Illustration was a big part of R&T’s DNA because Motta was first, a painter, then a graphic designer. Motta’s style was photorealism, but he had great appreciation for everything from cartoons and caricatures to impressionism. De la Maria was born in Montevideo, Uruguay in May 1945. He was admitted to Bellas Artes School where he studied architecture, painting, and sculpture. His love of sports and animals led to his interest in polo where his popularity spread. In his twenty-first year he moved to Paris where he studied for three years. He then traveled to Argentina to work for a publishing company, and subsequently returned to Buenos Aires and began to paint motor sports. I’m glad he did. During this period, he learned to use different media, painting in oils, tempera, and pastels. His work reminds me a bit of Walter Gotschke a generation before, but De la Maria has brought his own take on things, as different as Frank Sinatra is to Mel Tormé or Robert Plant is to Steven Tyler. I’ve been a fan from the first piece I saw. His indication of crowds and draftsmanship always impressed me and his paintings of F1 cars climbing the hill in Monaco from Sainte-Devote to Massenet/Casino Square include all those elements. We tend to like things we can’t do and that’s how I feel about De la Maria’s work. Motta once said De la Maria “is very 40

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effective at capturing a sense of speed and drama of the moment.” These are some of my favorites. To see more, be sure to visit the Simeone Foundation Automotive Museum in Philadelphia where they have 22 of his paintings on display in their gallery. 1933 Monaco 47.5 w X 35 h framed

250 GTO followed by a silver Porsche 66 w X 52 h framed

1962 Sebring, Ferrari 268 SP 40.5 w X 50.5 h framed CLASSICS

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Nick Grewal’s 1935 Bugatti Type 57c Nick Grewal’s 1935 Bugatti Type 57c

1936 Monaco 57 w X 44 h framed

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AFFORDABLE CLASSICS VOLUME ONE Whether you’re a first-time novice or a seasoned pro, finding the right classic car to own and enjoy starts with getting the right information. And there’s no one better equipped to provide you an insider’s perspective than Wayne Carini, host of the internationally acclaimed TV program, Chasing Classic Cars. Borrowing on his decades of experience in buying and selling cars, Wayne’s Guide to Affordable Classics places you in the driver’s seat when it comes to making an informed decision.

1956 Mille Miglia 64 w X 52 h framed

In this first volume of a series, Wayne and his friends have selected 25 different collectible classics from around the world, each with a detailed and illustrated profile that includes the history of each model, what it’s like to drive, and what to know if you’re in the market. With full-color images, hot tips from experts and detailed specification tables, Affordable Classics guarantees to keep the chase alive between episodes of Chasing Classic Cars.

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• Alfa Romeo Spider • Aston Martin DB7 • Audi Coupe and Quattro • Austin-Healey 100-Six & 3000 • BMW 1600/2002 and Z3 • Chevrolet 3rd Gen Camaro and Corvette C4 • Datsun 240/260/280Z/280ZX

• Ferrari 348/F355/360/F430 • Fiat 124 Sport Spider • Ford Mustang (Fox Body) • Honda S2000 • International Scout • Mazda RX-7 • Mercedes-Benz 230/250/280 SL

• MG MGA/MGB/MGC • Nissan 300ZX • Pontiac Fiero • Porsche 944 • Toyota Supra • Triumph TR6 • Volkswagen Karmann Ghia

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THE COLLECTOR Marshall Buck

My Favorite Ferrari Dino Models The Ferrari 246GT Dino has always been one of my personal top 10 cars, and I have always been drawn to other modelers interpretations of it. Here are my favorites

was smitten from the very first moment I saw a Dino 246GT. The year was 1971 and I was 11 years old. The new (to US TV) British TV show, The Persuaders, featured two great cars, supported by a couple of actors, Tony Curtis and Roger Moore, who did some fill in work on the show! Well, maybe they did a bit more than that. You see, from my point of view as an impressionable (and yet to be jaded) youngster…the real stars were the cars. The Dino ride (S/N 00810) in the show was piloted by Tony Curtis, and Roger Moore drove an Aston Martin DB6. Since then, Dino Ferraris have always been a constant on my personal top 10 favorites

list. And regardless of the cylinder count, for a great number of sports car enthusiasts, the Dino is the essence of Ferrari road cars. For many years now, oodles of Dino models have been produced, and yes, “oodles” is a real word. Numerous variants have been made many times over by a plethora of model manufacturers from tiny to huge, though the majority are in 1:43rd scale. Choices abound, from mass market to limited editions, and almost everything in between. There have been toys, kits, built models, and even brandy decanters. These fabulous cars haven’t quite been done to death yet, but as of late, more model manufacturers have paid attention to them. For

Above: This is overall best model of a Dino 246GT in any scale. Made by Kyosho Corporation, 1:18 scale, not too many were produced, and they were never well marketed, but still sold out fast. The quality, along with level of detail, fit and finish are all superb. If you want only one great Dino model, this is it. Well worth the search.

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Left: The body might need a little more than just some paint. Gotta love the simulated rust and eaten away body along with worn paint and cracked and damaged glass. Hidden in both photos is the “seen better days” engine and components, and the miniature cement block that is raising the rear up in the air.

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collectors like myself, that equates to somewhat of a double-edged sword. I love these cars, and I am happy to have acquired a few great models; a very slow process spanning over about 20 years, since all the great ones were not originally available at the same time as they now are. The majority I’ve considered let me down in at least one way. Trying to find the right combination of accuracy, quality, detail, size, and price was not easy. I kind of felt like Goldilocks in my quest. The one common problem that I have seen repeated with most Dino models in all categories and scales has been with getting the body shape correct, specifically with the roof, and rear pillars as they arc their way down to meet the tops of the rear fenders. All are very noticeable when viewing in profile. Usually, the roof shape is too flat, or the angle is wrong, and the pillars don’t have enough of an inset curve, but on a rare occasion a model manufacturer gets it right and hits a home run. To make matters more complicated and drive any collector with OCD off a cliff…during production of the 1:1 cars (1969-1974) there were three series of cars, referred to as “L”, “M”, and “E” variants in which various details on the cars changed. Adding to that mix, there were of course different market versions, and the Targa top GTS was introduced in 1972. I could have spent a month just compiling a list of all the models, toys, and kits made over the years. With that said, three of the Dino models 46

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shown here are the overall best representations and choices in the marketplace in terms of accuracy, quality, detail, size, and price. These are in 1:18, 1:14, and 1:12 scales. None are perfect, but they perfectly capture the Dino’s soul and offer a true visual ‘grand buffet’! FYI, no one makes a truly “perfect” model of anything, and that is fine. In 2016, Kyosho Corporation released a limited run 1969 ‘L’ series Dino GT in 1:18 scale. Colors were the oh-so-safe red with tan and yellow with black. This is a fantastic model; not easy to find but is well worth hunting down. Kyosho did not state how many they were making, but these were quite limited, and each came mounted to an attractive black base in an impressive gift box. I estimate 250 to 500 of each color were produced. It is almost perfect, and I can forgive the slight errors which are: The front body valance under the bumpers is all flat black. It should be the body color at the higher area, and the inner grill surround should be dull silver, not flat black. The steering wheel is great but has the wrong wood rim with engraved spokes instead of black rim with drilled spokes. The wipers should be bright silver. That’s it, and all easily forgivable. This model surprisingly weighs a lot; it’s resin with a metal base. Paint finish on the perfectly shaped body is smooth high gloss, and though the model has no opening panels, it is complete and more than impressive in the amount of detail inside and out. Just a few of the numerous highlights CLASSICS

Above: On the left is a photo from the set of “The Persuaders” showing the early Dino, which started my love for these particular cars. Oh yes…Tony Curtis & Roger Moore are also there! The big 1:12 scale Dino GT from Top Marques (shown) is in the very rare blue-green color, only 100 were produced. The color does have a bit of green it which is hard to show in photos.

include the perfectly fitted and all correct window trim and gaskets, tiny little vent window latches, a cap under one of the engine lid vents, decals on the exhaust tips, and the list goes on. Without a doubt, the best $365 I have ever spent was on this gem. It also happens to be the overall best model of a Ferrari Dino 246 GT in any scale. If you find one now, expect to pay $500 to $800. The Brianza family has been producing models (1:43 to 1:10 scales) in Italy for about 40 years and was one of the first to produce large-scale limited-edition hand-built models for serious collectors. The late Carlo Brianza created a number of 1:14 scale Ferraris for his production series of handbuilt limited-edition models. All were produced in his family’s workshop in Italy. This company is one of the few remaining small artisan firms still producing hand-built models, and the family continues to produce models in Italy today, business as usual. In the early 1980s they started making their long-running series of 1:14 scale Ferrari models. Most are still in production, serial numbered, and are limited to about 1,000 of each, though some models are limited to fewer than that. The price of admission is around $2,300.

The Carlo Brianza Dino 246GT and GTS models are early 1971 ‘M’ series versions. Standard colors are offered, and you can also order one in any color combination at no extra cost. Each also comes mounted in a simple but nice display case. You can probably custom order an “L” or “E” series version from them. Carlo did a fine job here. The Dino is one of his later and best pieces, and I am very happy with mine. It displays beautifully and has the look and feel of a true artisan model. Body shape is extremely good in capturing those flowing lines. Open the doors, which pivot on smooth functioning hinges, and you’ll find a reasonably well detailed interior. The engine bay is wired and plumbed with most of the major components being there, and an unusual added touch for Brianza is that there is some underside engine and frame detail as well. The rear trunk does not open, but in the front trunk you will find the radiator and spare tire. Remember the days when cars came with a full-size spare in the trunk? Slightly larger are the 1:12 scale models by Top Marques, also of an early 1971 ‘M’ series version. These are numbered limited edition pieces, produced in 2017; six colors, plus GTS cars in three colors, and the N.A.R.T.-entered 1972 246GT Le-

Right: Once again, proof that good things do come in small packages. This 1:43 scale body-buck is only about 4 inches long, plus its larger white acrylic base. Pierre Laugier of LP Creation in France is a master of 1:43 scale. Looks just like wood, but it isn’t. Expertly made and reasonably priced.

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Passion. Obsession. Addiction. Love. Whatever you call it, we insure it.

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Mans car. All are out of production, but still new enough to find some at several specialty dealers, and on eBay. However, there are two colors which are extremely rare, and should command a premium if and when you locate them: orange, and blue green (shown, p.46). These are static models (no opening panels) and overall are very good to excellent depending on your perspective. Great paint, detail, big size, and a lot of value for the money. Of course, there are a couple of mistakes, which if Top Marques really knew what they were doing…would not have happened. The door key locks are in the wrong location, and exterior door handles are altogether missing. Front valance and sills are missing matte black paintwork; they are incorrectly painted all body color. Ignore those points and you’ll be very happy. Expect to pay in the range of $500 to $800 or more for the two rare colors. How many were made of each? It varies: 100, 150, 250, and 500 depending on which color, and whether it is GT or GTS. Finally, there are a couple of noteworthy and more unusual pieces. Pierre Laugier of LP Creation, based in Marseille, France is well known in serious collector circles for his magnificent super de48

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tailed 1:43 scale models. He has a fascination with the old wood body-bucks used in coach building to create some of our favorite 4-wheeled wonders. Pierre has created a range of these, and among his offerings is a Dino 246GT body-buck. These are cast resin and expertly hand painted to simulate real wood, which when viewing in person you’ll swear must be made of wood. Availability is very limited. Each comes mounted in an acrylic display case, and each one is made to order. Pricing is about 215€, or approximately $250 US. Many of us daydream of finding a valuable derelict project car, or we have one that we want to restore and take to Pebble Beach, and then there are those which have caused nothing but stress and anxiety! You pick. Regardless, I love good dioramas and could not pass up the one here. It’s a custom made one-off in 1:24 scale.

Above: Two 1:14 scale Dino’s by Carlo Brianza a.k.a. A.B.C. Brianza. These were the first limited edition Dino 246 models available in anything larger than 1:24 scale. Yes, things have changed, but not the way these are made! Still hand built in Italy just as they were when first introduced about 30 years ago. And… they both have full detail with opening panels, engines, and more.

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MORE THAN DECOR Automotive fine art in your choice of exterior/ interior colors including a selection of accessories to further personalize your print. Over 150 makes/ models to choose from. Available as:

ABC Brianza www.abcbrianza.com Top Marques www.tmcollectibles.com LP Creation www.lpcreation.fr

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Open or limited

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Brushed aluminum prints (ready to hang)

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sportscarart.com

edition fine art pigment prints— matted, matted and framed, or loose

Large-scale, dyesublimated displays in backlit and unlit versions

AUCTION READY

On the Block

The fall auction season is just around the corner and there are quite a few events happening this year with a huge number of terrific cars on offer from each of the auction companies listed below. Let’s take a look at a few highlights from some upcoming September and October auctions.

RM Sotheby’s Auburn 9/2-9/5, The Auburn Auction Park Auburn, Indiana Number of lots 275 at time of printing https://rmsothebys.com/en/auctions/af21

words by Andy Reid

To date, RM Sotheby’s has 829 total items at the Auburn sale with 275 cars being offered. This sale also has a huge number of classic car parts and automobilia offerings; there is something to bid on no matter what your budget is. My first pick from this sale is a 1994 Chevy Lumina NASCAR stock car. This car was driven by three-time Winston Cup Champion Jeff Gordon and is truly a historic NASCAR race car from one the greatest eras of the sport. It includes a certificate of authenticity from Ray Evernham. The NASCAR racecars from this era are still underpriced for what they are and are likely be good deals. The second standout of the cars offered thus far is a 1936 Cord 810 Phaeton. Any Cord is a stunning and significant car and is eligible for concours around the country. This looks to be a nice example.

Worldwide Auburn Sale 9/3-9/4, Auburn, Indiana Number of lots TBD https://worldwideauctioneers.com/auburn-2021/#inventory Worldwide Auctions returns to Auburn this year and offers quite a few significant cars at their sale, with a focus on full classic automobiles. The catalog is not yet complete, but two cars caught my eye. The first is a serious classic: a 1931 Duesenberg Model J Berline. This specific car is said to be one of the lowest mileage Model J cars in the world and is a CCCA award-winning example. The second car is something completely different: a 1965 Shelby Daytona Coupe. This specific car was commissioned by Carroll Shelby and built by McCluskey Ltd., one of the foremost Shelby restorers in the world. It was driven by Phil Hill, Derek Bell, John Morton and Brian Redman and is a stunning example of the very best in Shelby Daytona Coupe continuation cars. Happily, it will cost significantly less than an original Daytona Coupe and will offer the same driving experience.

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On the Block

RM Sotheby’s St. Moritz

Saratoga Springs Auto Auction

9/17, Kempinski hotel St. Moritz, Switzerland Number of lots 275 at time of printing https://rmsothebys.com/en/auctions/af21

9/24-9/25, Saratoga Spa State Park Saratoga Springs, New York Number of lots TBD https://www.saratogaautoauction.org

RM Sotheby’s has an all-new sale at the beautiful Swiss mountain resort of St. Moritz that will be held in association with the Bernina Gran Turismo. This event is often called the world’s most beautiful vintage racing competition, and the ‘International St. Moritz Automobile Week’ encompasses a number of events from September 16-19 and now includes the RM Sotheby’s St. Moritz auction. At press time there were only 4 lots listed but they are all the highest level. The first is a 1957 BMW 507 Roadster. The 507 is a stunning and very usable car and can often be bought for considerably less than a comparable Ferrari open car of the era. The other standout is a 1953 Fiat 8V Berlinetta. This breathtakingly beautiful car based on the photographs on the site looks to have received a spectacular restoration and is eligible for any event on the planet.

The Saratoga Springs auction is another event that people outside of the Northeast don’t seem to be aware of. Over the years this, like the Owls Head auction, has sometimes offered bidders nice collector cars at very fair prices. The auction attracts something for just about every taste, with full classics to sports cars on offer. Of the preliminary offerings posted, the first car that caught my eye was a 1967 Chevrolet Corvette coupe. This is an L71 427 big block car that has covered less than 20k miles from new and has been verified by the NCRS as completely numbers matching. The second car is a 1933 Packard 1004 Super Eight Coupe Roadster. One of only 788 Super Eight cars built in 1933, it has just been mechanically recommissioned and is road ready for tours. It would also be a great car at many concours lawns across the country.

Bonhams Goodwood 9/18, Goodwood Revival Chichester, Goodwood, UK www.bonhams.com

Mecum Chattanooga 2021 10/15-10/16, Chattanooga Convention Center Chattanooga, Tennessee Number of lots TBD www.Mecum.com

Bonhams is back at Goodwood this year and has many impressive collector cars, with quite a few important British cars and several other nice vehicles thrown in for good measure. There are still a few weeks until this auction begins but for me there are two cars at the sale that outshine the rest. The first is a 1956 Jaguar D-Type Chassis #XKD 570. It’s a D-Type that is a Mille Miglia and Goodwood Revival participant so no more needs to be said. The second is a bit different: a 1961 Bristol 406 Sports Saloon with coachwork by Zagato. This is one of only six Bristol 406 Zagato cars built, is rarer than an Aston Martin DB4GT Zagato, and is available at a much lower price tag. Of all the cars featured in this entire auction preview, this car is my absolute favorite.

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The Chattanooga Concours weekend has added an auction to go along with their concours and vintage race. The second auction adds yet another element that seems to position this newcomer Fall event as a concours to watch closely. Mecum will be holding the auction at the convention center and will offer shuttle transportation to and from the main concours area. Of the 30 or so cars currently announced for the sale, two caught my eye. The first is a 1968 Shelby GT500KR convertible. Of the post Shelby-built cars, the GT500 is at the top of the heap; this car is a fine example of the breed, with full documentation and paperwork. The second car is a 1970 Dodge Challenger R/T. Finished in the iconic Plum Crazy paint and powered by a 440 motor with a 4-speed transmission, this looks to be a great Dodge pony car.

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EVENT HIGHLIGHTS As we look forward to the rest of the 2021 event schedule, let’s check the rearview mirror for highlights from this season.

The Concours d’Elegance of America 7/23-7/25/2021 Inn at St. John’s Plymouth, Michigan The Concours d’Elegance of America marked the end of its tenure at the Inn at St. John’s on a resilient note as an unexpected deluge forced the relocation of the main event to a parking lot next to the water-logged golf course. The entire show, including all the vehicles entered, vendors’ booths, and the hospitality tents, was moved to the new location in a matter of hours. It was almost as though that had been the plan all along. The event’s new steward, Hagerty, was instrumental in supplying their team to make this all happen. Although pavement is a poor substitute for well-manicured grass, the incongruous setting failed to dampen the enthusiasm of the participants and attendees. Hagerty’s ability to adapt to changed circumstances

photos by Josh Sweeney/SFD

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The Concours d’Elegance of America continued forecasts a positive future. The new arrangement paid dividends in allowing even better access than usual to the automobiles on display, with onlookers able to get much closer than ever before. The clustered placement reduced the amount of walking required to see everything. As has become increasingly common, the organizers awarded two Best in Show awards, one for domestic-built examples and another for their foreign counterparts. A 1937 Cadillac Series 90 Cabriolet with Hartmann coachwork took top honors among American cars, while a 1953 Ferrari 250 MM was feted as the most outstanding vehicle from the well-represented overseas contingent. The former, originally commissioned by a wealthy Swiss paper mill heir embodied the grandeur and elegance, which was a sharp contrast to the 250 MM’s purposeful stance. As the former New York Auto Salon car from 1953 and one of two Series 1 Vignale Spiders built, the Ferrari oozed performance, looking every inch like the racing car from which it was derived. With a move expected next year to the Detroit Institute of Arts, the Concours d’Elegance of America has a bright future ahead, if it can avoid torrential downpours.

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Hillsborough Concours d’Elegance 7/16-7/18/2021 Crystal Springs Golf Course Hillsborough, California After a COVID-19 imposed year off, the longest continually running concours in the world returned to the San Francisco Peninsula July 16th, 17th, and 18th. The Hillsborough Concours d’Elegance was founded in 1956 and has been an annual event, apart from 2020’s cancellation due to the pandemic.With pent-up demand for classic automobile events, perfect weather, and the beautiful setting of the Crystal Springs Golf Course as its venue, the Hillsborough Concours set a new attendance record and, in partnership with the Town of Hillsborough, raised money for local charities. More than 200 pristine collector cars spanning over a century of automotive history competed in various categories, with Best in Show going to an immaculate 1937 Horsch 853 Sport Cabriolet, owned by Valerie and Aaron Weiss of San Marino, California. The Weiss’s car has also won awards at both the Pebble Beach and Amelia Island Concours. There were two featured marques this year: Ford and BMW. The oldest and rarest of each were the Rajo Ford Special 1915 Model T Speedster race car owned by Ed Archer of Hayward, California and a stunning 1935 BMW 315-1 Sport Roadster, owned by Karra L. Canum of San Jose, California, which won the award for Best Pre-War BMW. Other standouts from the honored marques included the one-of-a-kind Ford Thunderbird Italien Fastback Concept Car owned by the Blackhawk Collection in Danville, California and two of the fewer than 400 BMW M1s ever made. In addition to the six judged classes of this year’s honored Ford and BMW marques, the Hillsborough Concours d ‘Elegance was highlighted by more than 20 additional “Automobiles of Distinction” groupings. These included American Pre- and Post-War, CCCA Approved Classics, American Sports Cars through 1987, Vintage Motorcycles, two Ferrari classes, two imported sports car classes, Japanese cars, a preservation class, two RollsRoyce and Bentley classes, Shelby GT350s, imported passenger and touring cars, vintage race cars, and arcane and rare cars. New exhibits showcased the history of Ford Performance, as well as the emerging hypercar sector, which included McLaren, Porsche, and other marques. The concours capped a memorable weekend of festivities that started on Friday with the annual sold out “Start Your Engines” kick-off reception. That was followed by Saturday’s Hillsborough Tour d ‘Elegance, a police-escorted road rally featuring 70 stunning new and collector cars, all traveling along the Bay Area’s most stunning back roads and scenic vistas, across the iconic Golden Gate Bridge, and finishing at a private collection in the East Bay. —Mike Hagerty 58

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photos by Mike Hagerty

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Vintage Racing Stable Charity Concours 7/31-8/1/2021 Nick Grewal’s farm Sanbornton, New Hampshire The 2021 Vintage Racing Stable Concours d’Elegance celebrated its third anniversary. Car owners and spectators came together to display and admire New England’s finest and rarest classic cars. This year marks the 100-year anniversary that Rolls Royce entered the US market. A special class was dedicated to these automobiles that have inspired greatness since 1906. The Vintage Racing Stable Charity Concours d’Elegance, Rally, and Gala is a wonderful event to celebrate the automobile and reunite with good friends, all while supporting a great cause. On the Saturday preceding the Concours, the Second Annual Gala with a Roaring Twenties theme aligned with the cele-

photo (this page only) by Russ Rocknak

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Vintage Racing Stable Charity Concours, continued bration of Roll Royce. All benefited the Boys & Girls Club of the Lakes Region and the Lakes Region Endowment Trust. More than 100 cars were on display at the Concours at Nick Grewal’s 140-acre farm in Sanbornton, New Hampshire. The cars included approximately 50 from Grewal’s collection of vintage English racers. The event featured multiple classes of judging—from prewar and postwar foreign and domestic to vintage motorcycles and historic preservation of original features—and it raised more than $275,000 for Boys & Girls Club of Central New Hampshire, Compass Charter Schools, and North East Motor Sports Museum. “It’s a great cause to help kids, and I’m happy to be a part of it,’’ Grewal said with a big smile. Grewal came up with the idea of hosting a car show to benefit the Boys & Girls Club three years ago, and it worked out so well that he brought it back this year. Participants were able to join a rally tour, a new component this year. It was a carefully organized drive that began at the North East Motor Sports Museum located in Loudon. The Museum features over 40 vintage cars and motorcycles, trophies, helmets from decades ago, a huge all-motorsports library, and uniforms, with a New England heritage. It is a must see for any automotive enthusiast. The drive ran on scenic New Hampshire back roads that wound past Lake Winnipesaukee and finished at the Vintage Racing Stable to join in on the fun. Grewal’s Vintage Racing Stable collection includes such race cars as the Lotus 18 Climax that Sir Stirling Moss drove to victory in the 1960 Monaco Grand Prix. It also includes a 1901 Waverley, one of the first electric cars, which Grewal said shows that electric vehicles are not a new idea. We are already looking forward to next year. –R.R.

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The Mt. Equinox Hill Climb

Left: A handsome parking lot—the 912s of Gaspare Fasulo and Kobus Reyneke flanked by the 1958 Alfa Romeo of Steve Eickelbeckand, the Porsche 356 of Chris Turner followed by the TR3 of Rick McCurdy, the 1961 Jaguar Mk II of Susan Salsburg, an MGTF of George Pardee and the Datsun 1600 of Devin Giedra. All were caught taking a break at the summit after their runs. Below left: Father and son, Stefan Vapaa (in car), and George Vapaa on the fender take a few moments together before Stefan’s attack on the hill. Right and above: Benjamin L Bragg IV crests the top of the saddle in the “Old Grey Mare.” One of the few remaining ARCA Automobile Racing Club of America cars built in the 1930s, The Mare was created by Lemuel Ladd from the parts of 19 different cars.

The Purest Form of Motorsport. words and images by Sean Smith

SUMMER IN THE Green Mountain state of Vermont and the living is easy. Things move at the speed of thick maple syrup, pouring onto artisanal buttermilk pancakes. No one is rushing. People are busy visiting country stores, trying their hand at fly fishing, or lounging quietly at a quaint country inn listening to the Battenkill River flow past them. It is a peaceful, serene place. That is all well and good for many, but for some, that is not the only reason to come to Vermont. These people have other things in mind. The faithful congregate in Bennington County on Skyline Drive, the longest paved privately owned toll road in the US, just off historic Route 7A at the bottom of Mt. Equinox. From May to October, tourists pay the toll and head up the mountain for their drive to the sky, in search of beautiful vistas, sunshine, and peace, and quiet. All you hear at the top is the wind through the evergreens. But as I said, others are in search of something a bit more invigorating. 64

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Above: This was Chuck Schoendorf’s first time on Mt. Equinox, but it won’t be his last. Chuck drove his Arnolt Bristol 180 miles from his home in Connecticut, ran the hill and drove home. Below: Gaspare Fasulo in his Porsche 912 racing to the finish.

The Hill Climb was first run in 1950 as an official SCCA event. The club asked the mountain’s owner, Dr. Joseph Davidson, if they could run on his road. He told them to have a go. When the SCCA first started competing, part of the course was still dirt; the final portion of the course wasn’t paved until 1953. Davidson was an inventor with multiple patents on composition materials which he had helped to develop. During World War II, he headed Union Carbide’s gaseous diffusion project in Oak Ridge, Tennessee, which refined the uranium that was used in the first atomic bomb. Before he retired to his mountaintop in 1960, Davidson was the president of Union Carbide. In 1939, he bought a large piece of land—about 11 square miles—on Mt. Equinox to build a summer home, but the road up the mountain had to be improved. Davidson kept buying land until the whole mountain was his. Davidson befriended an order of Carthusian monks and started transferring ownership of the mountain in 50-acre parcels to the order. In the end, the monks would own 7,000 acres on the mountain. In 1970, the monks opened a cloistered monastery on Mt. Equinox, named the Charter 66

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House of the Transfiguration. Over the years John Fitch, Carroll Shelby, and Briggs Cunningham did battle with the clock. The cars got faster and faster and it became harder for them to run the mountain. Insurance also became prohibitive, so fewer competitors showed up. In 1973, the VSCCA took up the cause and made a deal with the Carthusians to continue the tradition. As you might have guessed, the drivers do not look at the view or smell the sweet scent of pine. They think of gear selection, braking points, apexes, and how not to wind up in the scenery. Unlike tourists’ cars, the competitors’ cars are run through tech inspection before they attack the hill. The drivers wear fire suits and crash helmets; this is no Sunday drive. As they fly up the hill, they are under the watchful eyes of corner workers and ham radio operators, who at 12 points on the hill, keep them safe and call in their progress to the top. When a competitor starts their 5.2-mile 41 turn odyssey, they are at 800 feet above sea level. When they cross the finish line and arrive at the parking lot, they are at 3,248 feet above sea level. Sitting at the starting line, your eyes focus on the starter with the green flag. The starter is told the CLASSICS

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Top: Sefan Vapaa proved that you don’t need high-horsepower or lots of cylinders to take on Mt. Equinox. Stefan was Fastest Time of Day, Saturday and Sunday. His quickest run was a blistering 4:53.56. Above: Gaspare Fasulo in his Porsche 912 racing to the finish.

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timers are ready and the previous car is far enough up the hill. He starts his countdown. The flag is wrapped around itself and is lowered for the first time. The driver puts the car in gear, and the flag is lowered a second time. Then the engine gets revved a few times. The third time the flag is unfurled, it’s time to GO! Now it is the machine and its driver against the clock. No other cars to contend with, just the sweeping hand of the stopwatch.

Following are profiles of some of the superstars who have bested Mt. Equinox.

Chuck Schoendorf, Arnolt-Bristol This wasn’t Chuck’s first time on Mt. Equinox; he had gone up the hill as a tourist, but it was the first time as a racer. The Bristol was the perfect car out of Chuck’s collection. It suited him and the mountain perfectly. It had the right power and gearing. Chuck stated, “There is no other way to say it: A hill climb beats the crap out of a car.” Schoendorf wasn’t worried. the Arnolt is a durable car; it was built for endurance racing and did well in period and in vintage racing. There was nothing the hill could throw at it that it couldn’t take. The hill reminded Chuck of rallies in which he had participated in the Italian Alps,

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especially the 180-degree switchbacks, but without the stray Vespa coming the other way. He was therefore able to use the whole road, picking and choosing his lines through the different turns. One spot that stood out to Chuck was Caruso’s Corner. When a corner is named after someone, you know things did not turn out well for them. He used a lot of caution in that turn, but Chuck did that with every part of the hill. Other than having his ears pop a few times, he made it to the top in one piece. Chuck was not there to try and break any records his first time out. He was there to flex the Bristol’s muscles and challenge himself. It turned out to be a real thrill. After Caruso’s Corner, you pass through the first parking lot, where you downshift as you approach a hard uphill left and drift out to the right toward a ditch in which you absolutely do not want to find yourself. Now the climb really starts. Push the gas pedal to the floor, keeping the engine at the redline while you make a few easy turns with your foot glued to the floor. Move over to the right and drift out to the left to set up for a long, decreasing-radius right that just keeps tightening up. There’s no time to rest because Equinox throws you a few serpentine curves LATE SUMMER 2021

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Top: The Saddle is the one of the fastest parts of the climb, it is also one of the scariest. There is very little between you and oblivion on both sides. So you put your foot down and look straight ahead. Below: Chris Turner’s Porsche disappearing over the summit.

followed by a short straight and a left turn. Next thing you know it’s downhill, but only for a moment. Instantly you are back on it again, heading for the first of the extremely tight uphill hairpins. Chuck drove the Arnolt 180 miles from his home in Connecticut, emptied the trunk, took out the spare tire, put on his fire suit and raced, and then turned around and drove home at the end of the weekend. Will he drive back up next year? Absolutely.

Stefan Vapaa, 1968 Saab Sonnett V4 Stefan started vintage racing in 2003, and he and his father George started competing on Equinox back in 2010. The Saab had been taken off the road for several years, after a minor fender bender in which a young Stefan learned a new curse word from his dad. In the mid ‘80s it was time to restore it. George always wanted a roadster, so he chopped the top off the Sonnett. It was slated to be a road car but when Stefan came of age, they started using it for autocross. As a race car, the Saab is different from most. It is front wheel drive with four on the column and freewheeling a holdover from Saab two-stroke cars. This means you can downshift without using the 68

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clutch, but on the downside, you have no engine braking, making it a bit unnerving when coming down the hill. The car’s real strength is to handle unusual road surfaces. It easily takes on bumps and off-camber turns, but the 1500cc V4 does not have loads of torque. Stefan has to t keep the revs up near the 7,800 rpm redline and know when to shift the rally spec gearbox to keep his upward progress. Vapaa loves the bottom part of the course because it’s so fast. Throw in the sweeping turns and dips in the road to make it extra exciting. The duo then passes the first parking lot and start to get into the rhythm of the turns. Then comes the spot that makes Stefan sit up and take notice. He has been hard on it for the better part of a mile and just crested the saddle at better than 90 mph and quickly arrives at a very bumpy braking zone. He has made mistakes there that have made it far more exciting than he was hoping for. Stefan enjoys the singular aspect of himself against the clock, and not having to contend with other drivers. This is a situation where the driver can find their zone and there is nothing else. No bills, no taxes, no pains. It’s your life and the road ahead; it’s all in your hands. As René Dreyfus once CLASSICS

Top: Santo Spadaro in the Mighty 555 a 1958 Alfa Romeo Giulietta Sprint Veloce taking a leap of faith entering his favorite part of the course, “The Saddle.” Above: Chris Turner in his 1960 356 about break the timing light at the long course finish.

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said, hill climbing is the purest form of motorsport. Stefan gets that. Equinox is a don’t miss event on his calendar. The way Stefan describes the event to someone who hasn’t been there goes like this: There is no return road, so everyone must wait to come back down together. You are either at the bottom telling stories with your friends or you’re all the way at the top, telling stories with your friends. In the middle, there are five minutes of terror. For Stefan, the terror doesn’t last quite as long; maybe about 4:53.56. That was the fastest time of day. Stefan’s Saab may be small, but it’s mighty. Passing the short-course finish line, the tires squeal on another hard left. You have gone 3.2 miles, but there is more to come; going to the top! Now it’s the long, hard, very uphill road to the saddle.

Santo Spadaro, 1958 Alfa Romeo Giulietta Sprint Veloce Santo has climbed the mountain twice before this time. He had stayed away for many years as he felt the hill was a car-killer; constantly going uphill, never allowing the car to breathe, with the temperature of the oil and water rising. In reality, everything

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stays relatively stable. The first year Santo arrived at the hill he had an ultra-close ratio gearbox in the car, so it was like starting off in second gear. With a slight uphill at the start, he had a muddling, ponderous start that robbed valuable seconds until he built up speed. But the car is very predictable, and Santo can place the car just where he wants it with pinpoint accuracy. Santo said, “The hill is different from a normal track. You don’t rely on muscle memory as you would on a circuit because the hill is different each time. Some tracks you have been around so many times you feel you could just close your eyes. Not with Equinox. There is no rest.” There is a spot on the course that is Santo’s favorite and where he really takes notice: “The Saddle,” the fastest point on the hill. After passing the short course finish you head uphill with your right foot hard on the gas, through a green tunnel with sweeping rights and lefts that seem to go on forever. You go up, up, up carrying as much speed as possible with nothing but trees in your peripheral vision. Then in front of you, all you see is sky. You know in your heart that the road jogs to the left, but it still is a leap of faith to accept that fact and not let up. You LATE SUMMER 2021

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‘‘

Back ti the run; you are now in striking distance of the top. It’s a power-sapping incline; your brain and your right foot are willing your car to go just a little bit faster. The checkered flag waves as you pass and crest the summit and roll into the parking lot. Your friends are waiting to hear about your run and to tell you about theirs. The only reason the party on the top breaks up is so you can go back to the bottom and do it again.

The experience was lots of fun, but still daunting. Romano has raced every major track in the US, but Equinox was a completely different animal, especially if you are serious about it, and at the same time trying not to do anything stupid.

John Romano, 1965 Ferrari 275 GTB

Top: Dr. John Romano made quite an entrance on his first visit to the mountain by competing in a 1965 Ferrari 275 GTB. In Fly Yellow with a wonderful 12-cylinder howl the good doctors entry was hard to miss. Below: Edward Callo and his 1947 MG TC in the first hairpin past the Saddle.

fly out of that green tunnel and it’s nothing but blue skies all around and a thousand-foot drop on the right and the left, and if you leave the road you will tumble for half a day. But you keep on pushing and you keep climbing. It’s thrilling, it’s exhilarating, it makes you feel alive. Santo learned from experience and came back to the hill with a standard transmission which he believes has saved him close to 30 seconds a run. The event is one that that he wishes he had started earlier, but he is glad he started. He will be back for years to come. Back among the evergreens, the road becomes even bumpier, shaking you and your car to the bone. Next is a quick downshift, another bumpy right, and—in quick succession—a short straight, a hard left, and another hard right that wrings every ounce of power out of the race car.

Benjamin Bragg IV, Old Grey Mare Ben started running at Equinox in 1975 and has returned at least 30 times. For many of those runs, his mount has been the Old Grey Mare, a Ford Flathead V8-powered special made up of a multitude of various car parts. Ben can close his eyes and run the hill in his mind and not miss a turn. With gobs of torque 70

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and a low-geared differential, Ben puts the Mare in first, drops the clutch, and puts on a tire-smoking show for the crowd when the green flag drops. For the rest of the hill, he uses second and high gear. Ben has run the hill hundreds of times, but he never just phones it in. He respects every part of the mountain; if you are not careful and let your mind wander for a split second, the hill can bite you, HARD. One of Ben’s favorite sections of the course starts at a turn called “Little Gulf “and goes to the downhill at “New House.” It is a very twisty back and forth section. To run it fast you really must know the road. The left down to New House is the spot that demands the most respect. You come in hot, and you can get light in the downhill. Ben brakes hard beforehand, shifts down into second and drives down the hill, setting up for the sweeping turn before he once more heads uphill. For Ben, the turn is a blast, but he always gives it respect. From there he uses his memory and horsepower to take him to the top. After all the years Ben has shown up at the bottom of the hill, he keeps coming back. There have been times he has shown up without a car just to be part of the camaraderie and festivities. That is part of the draw of Equinox. CLASSICS

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Above: The many-time competitor Rick McCurdy and his 1958 Triumph TR3 getting ever closer to the top.

John raced all over the world, but he had never done a serious Hill Climb. He heard all about it from his buddies in the VSCCA and it checked all the boxes for him. Car stuff, trying something he had never done, and going to a spectacular place in Vermont; that’s what drew him there. John’s weapon of choice was a 275GTB Ferrari, a recent purchase that had been in storage for over 30 years. The engine was sent out to Patrick Ottis in California for refreshing and then was given a shakedown run at Lime Rock Park. John had been told about the hill, so he wanted to bring a car with plenty of power to get up Equinox; one that also had torque to spare to get him around the tight turns. The fun factor was part of it also. It was a car he felt the crowd would get a kick out of seeing. The experience was lots of fun, but still daunting. Romano has raced every major track in the US, but Equinox was a completely different animal, especially for those who are serious about it, but at the same time trying not to do anything stupid. There are no run-offs or gravel traps to catch you. John drives by the seat of his pants believing he would need a lot more runs under his belt to really learn the hill. It was a true challenge each time he took the green flag. John loved the bottom of the course and really enjoyed the saddle and the run up to it. The hairiest place was the turn at the short course finish. It fools you. You think you are going to continue to go straight, but suddenly there is a super tight left hander to be negotiated. John is ready to take up the challenge again next year, maybe at that time with a 289 Cobra. Plenty of power, lightweight, and tons of torque. Let’s see how the hill reacts to that!

Back in the Saddle We all missed Equinox last year, so it was a joy for me to head north to Vermont to see friends and take in the sights of the Hill Climb. But what to drive?

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Something unique, something with style, something fun. My question was answered by Chris Turner, the owner of Gaswerks Garage, when he handed me the keys to a 1977 3.0 Porsche Turbo. Chris was going to be racing his Porsche 356 that had been built under the watchful eye of Porsche whisperer Gaspare Fasulo. Gaspare had also laid his magic hands on the Turbo so I knew it would run flawlessly. Nowadays all road-going Porsches are turbocharged, but back in the ‘70s it was another story. Porsche showed their first Turbo at the Paris Motor Show in 1974. It then went into production in 1975 to gain homologation for the ’76 racing season. With wide tires, massive fender flairs, front air dam, and a rear spoiler that was modeled after the competition cars, Porsche did everything to make the Turbo technically perfect. The turbocharged engine also produced more

torque: 254 foot-pounds. However, the existing 915 five-speed gearbox was not up to the task, so a new transmission was developed. But size was key, so the new Type 930 box received only four speeds. Early Turbos were given the nickname Widowmaker. As unschooled drivers learned about turbo lag and snap oversteer, many cars quickly appeared on the used market after off-road forays in the wrong direction. Against popular belief, the Turbo is not out to do harm. You drive it like you would any Porsche of the period. You just have to be prepared for when the boost comes on. Do that and you will get along fine with the beast of Weissach. It’s a pure sports car, with no electronic minders to get in the way of the driving experience. At the same time, it is the perfect car for a long drive. It is comfortable and can be mild mannered when you need it to be and a hellion when you want it to be. Altogether it’s the perfect package. Equinox is not just about improving your time or the fastest time of day. It’s about camaraderie. Whether you take on the hill with 4, 6, 8, or 12 cylinders, all are welcome. It’s an experience you will not soon forget, and it keeps you coming back for more. LATE SUMMER 2021

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Paul-Henri Cahier, Enzo Ferrari, and Bernard Cahier visit at the 1964 Italian Grand Prix. –The Cahier Archive

Paul-Henri Cahier and Bernard Cahier at Monaco in 1999. –The Cahier Archive

MASTERS Cahier

The Extraordinary Formula 1 Photography of Bernard and Paul-Henri Cahier words by Leigh Dorrington

FRENCH PHOTOJOURNALIST Bernard Cahier was a giant among the great photographers who recorded the early years of F1. He was sometimes called the “Henri Cartier-Bresson of motor racing” for his ability to capture a moment in time. Cahier’s body of work includes iconic images that are still familiar today, but too often are shared without properly giving credit to the photographer. Cahier’s own history is as rich as his photographs. Born in 1927, he was an underage resistance fighter during the second world war. Moving to California in 1948, his first job was selling automobiles alongside Phil Hill, and he married a California girl. Together, Bernard and Joan Cahier returned to France in 1952 where Bernard began a career photographing motor racing—and F1 in particular. There, for over 50 years until his death in 2008, Cahier was a pillar of the motor racing community.

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His son, Paul-Henri Cahier, joined his father in photographing F1 at the age of 13 and continues to work as a premier F1 photographer as well as the founder of The Cahier Archive in France. Between father and son, they have published a dozen books, contributed to nearly 20 motoring publications, and mounted innumerable exhibits of their work. The Cahier Archive houses nearly 400,000 original images and other artifacts dating from the 1950s to the 2000s. The Archive’s website www.f1-photo.com displays more than 15,000 images for free viewing and offers high quality prints in various sizes, as well as bespoke large format photo projects created to order. Following is a sampling of images from The Cahier Archive, personally selected and described in his own words by Paul-Henri Cahier for The Chase.

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Monza, September 5, 1954 Sir Stirling Moss battled for the lead throughout the race with Ascari and Fangio, and a maiden victory was on the horizon for Stirling. Alas, nine laps from the end the oil pressure dropped, and Moss pushed the car to within a few feet of the line and stopped. And there was his friend Bernard, who promptly got a Coke from a nearby vendor and gave it to Stirling, while snapping a truly iconic photograph.

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–Bernard Cahier

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Spa Francorchamps, June 9, 1963 Jim Clark disliked the ultra-fast and ultra-dangerous Belgian circuit, yet some of his most memorable victories were achieved there. The 1963 race was held under torrential rain conditions, and Clark lapped the entire field except for Bruce McLaren. Bernard’s majestic image perfectly encapsulates the atmosphere, and Jim Clark’s outstanding mastery. –Bernard Cahier

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Silverstone, July 20, 1957 Peter Collins fully focused and getting ready to go racing, with his wife Louise in the background; a very 1950s scene. Bernard was very close to the newlywed couple, and that intimacy comes across in this atmospheric photograph. –Bernard Cahier

Targa Florio, May 21,1972 Bernard managed to capture the perfect image of Vic Elford, a fearless, true gladiator, intensely watching the action in the Alfa Romeo pit, as he waits to go out to battle. Vic was a friend of the family, visiting the Cahier home on several occasions, and I still keep a warm and friendly relationship with him. –Bernard Cahier

Nürburgring, August 4, 1957 Juan Manuel Fangio, driving the sublime Maserati 250F, enters the dark forest of the Green Hell, in pursuit of the Ferraris of Hawthorn and Collins. Nothing could stop the indomitable maestro, who went on to win the race: his greatest achievement by his own admission. –Bernard Cahier

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Fuji Speedway, September 30, 2007 In dantean conditions of heavy rain and mist, Lewis Hamilton completely dominated the Japanese Grand Prix. The elements were great for creative photography, but little did I know that climbing on a spectators grandstand would allow me to capture a stunning graphic composition. –Paul-Henri Cahier

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Monza, September 13, 1992 Through the trees of the magnificent Parco di Monza, Michael Schumacher is a sparkling missile racing at 190 mph as he approaches the Variante della Roggia. Using a slow shutter speed, I was able to capture the magic of the moment. –Paul-Henri Cahier

Suzuka, October 12, 2003 Brothers in arms. Victory photos can be spectacular, but this one is one of a kind. Rubens Barrichello won the race, and teammate Michael Schumacher scored his fourth consecutive World Champion title. As they got out of their cars, they embraced, and I was a little distance away with my trusted 600mm lens. The day was getting dark, very little available light, but little did I know that an anonymous photographer in the background would fire his flash at the same exact moment as I was releasing the shutter of my camera. Luck was on my side! –Paul-Henri Cahier

Suzuka, October 21, 1990 Photographing Ayrton Senna was not only a privilege but also a never-ending creative opportunity. Ayrton’s face was in perpetual motion, a canvas for his powerful emotions. in 1990, on the eve of the Japanese Grand Prix, Ayrton put on his balaclava, and his expression is a clear indication of what was to unfold on race day. War. –Paul-Henri Cahier

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words and images by Russ Rocknak

When it was launched in 1961, the Jaguar E-Type caused quite a sensation, and development began in the mid-late 1950s when Sir William Lyons wanted to replace the XK sports car. Jaguar had dominated the racetrack with the C-Type and the D-Type, and it was lessons learned from these cars that would form the E-Type as well as give it its name.

hen you think of Jaguar’s E-Type, the people behind it that immediately come to mind are, of course, Sir William Lyons himself and designer Malcolm Sayer. However, for anyone who is passionate about Jaguar, three additional names are also legendary when thinking of the E-Type: Frank “Lofty” England, Norman Dewis, and Bob Berry. As a team, they were involved in not just the launching of the E-Type but were also fundamental to its development. Bob was a racer himself and Norman was also a test driver. It was genuine racing experience mixed with passion that was central to the E-Type’s success. Lofty England was Jaguar’s race team manager and he recruited Bob Berry to Jaguar in the 1950s when they met at Le Mans. Berry soon

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Above: Sixty years after its unveiling at the Geneva International Motor Show in March 1961, Jaguar Classic has released the ultimate birthday present to the car: the E-Type 60 collection: The collection consists of six matched pairs in an exclusive anniversary specification inspired by the two famous launch vehicles sent to Geneva in 1961. There are only six pairs in existence. CLASSICS

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became the firm’s PR manager, while Norman was central to the development of the disc brake, a key feature of the E-Type. The first prototype E1A was built in 1957 but the E-Type really took off with the E2A which was the second development car. While this was a great example of Jaguar developing its cars in competition—as part of the testing of the car, Jaguar entered the vehicle into Le Mans —this pre-dates the launch of the road-going E-Type, which we all know and love today. Interestingly in the case of the E-Type, it is one of the few car designs that offers both a coupe and a roadster. The car was originally designed as the latter. Officially titled an open two-seater (OTS), the prototype E1A and the subsequent E2A were both roadsters. The fixed-head coupe was designed later. The E-Type was first presented to the world at the Parc des Eaux-Vives, Geneva on March 15, 1961, which was just ahead of the auto show itself. The magic of its debut is really the story of how it got there. Initially just one car had been taken to Geneva; the auto show car. This was a fixed head coupe that was registered as 9600 HP and which was famously driven overnight from Coventry to Geneva by public relations man Bob Berry. In those days, the show started with demonstration drives for the media—Bob arrived just a few minutes to spare before its official unveiling at the Parc des Eaux-Vives. The demand from the media to drive this car was tremendous, so Sir William Lyons decided that they needed a second car for demonstration drives. The roadster, 77 RW, was summoned to be the demonstrator, but there was

a problem: the car was once again in Coventry. Legendary test driver Norman Dewis was told to drop everything and drive it from the factory to Geneva, again overnight. This was totally worth the effort—Jaguar took its first 500 orders even before they left Geneva and that was just the start of the success story. Keep in mind, these cars never went through research and development; nor were they tested, analyzed, and tested again. They were just filled with fresh oil and fuel and sent off on a manic journey to ace the show without a hitch. They even caught admiration from Enzo Ferrari. When the E-Type launched, it was faster than a Ferrari or Aston Martin for half the price and Jaguar was smart enough to take it to America just a month after Geneva which literally turbocharged demand. Around twothirds (72,000) of the E-Types built in the world between 1961 and 1974 were sold in the US. The E-Type, as many people know, is really an icon of the British ‘60s and in 1996 the type became only the third car to join the Museum of Modern Art design collection. Only a month after it launched, it won its first race at Oulton Park Circuit in Cheshire. The driver was a young chap named Graham Hill. The car wasn’t designed specifically to race, but it was fast, well balanced, and had disc brakes and an independent rear suspension. In addition to being used for UK production car racing, Jaguar also used the E-Type for endurance competitions including Le Mans, Sebring, and the Nürburgring. This led to the creation of the lightweight E-Type. Only 12 of these lightweights were built in the early ‘60s,

Above: Sir William Lyons with HP 9600. Below: Legendary Jaguar test driver Norman Dewis arriving in Geneva with the roadster, 77 RW. Dewis was told to drop everything and drive it from the factory to Geneva, again overnight. Bottom: Once the media saw Jaguar’s new E-Type, the demand to drive the car was tremendous. The auto show car, a fixed-head coupe registered as 9600 HP would need backup, so Sir William Lyons decided that they needed a second car for demonstration drives.

historical images courtesy of Jaguar Classic

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out of a planned run of 18 cars. In 2015 Jaguar had the opportunity to bring the remaining six to life, using all-original chassis.

Enter Jaguar Classic Jaguar Classic’s role is a straightforward one; preserving and restoring their heritage for future generations to enjoy. There are four ways in which they do that. First is their facility, which is over 150,000 square feet, and the largest of its kind in the world. It is home to some of the finest restoration and service capabilities performed by Jaguar experts and specialists. There are 54 workshop bays which service all manner of Jaguars, from XJ8s to D-Types. Second, they restore E-Types back to reborn factory specification and build new D-Type and C-Type continuation cars from scratch. These vehicles are created to the highest standards of quality and authenticity, which ensure that they keep Jaguar’s rich past, and the heritage of the Jaguar brand remains aligned with the marques future. They provide genuine Jaguar parts to thousands of customers worldwide who in turn help them care for their vehicles the very best way.

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Third, Jaguar Classic houses a collection of over several hundred classic vehicles. And finally, fourth, they have their Works Legend program, which essentially gives customers a chance to buy the most exceptional classic Jaguars on the market.

Diamond Anniversary The Jaguar E-Type celebrates its diamond anniversary, securing its position as Jaguar’s most enduring and unrivaled symbol. Sixty years after its unveiling at the Geneva International Motor Show in March 1961, the tal-

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Above: Jaguar’s 3.8liter engine, a specially developed close-ratio 5-speed synchromesh manual gearbox and upgraded cooling system with alloy radiator. Right: You’ll see the Type 60 logo in the hood ornament, the fuel cap, and clockface. Each car has a custom-designed center console, crafted by prominent artist and world-leading engraver Johnny “King Nerd” Dowell.

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Thank you Motorcars Incorporated In a very special nod to the E-Type’s launch, Dean Cusano, President of Motorcars Incorporated, arranged a press day to celebrate this rare pair of cats at Lime Rock Park in Lakeville, Connecticut. Set on August 17th of 2021, the Tuesday before The Dream Ride Experience, located in Farmington, Connecticut, Cusano’s intentions succeeded as the media got to train their camera lenses on these cars’ easy lines before they made their public debut at The Dream Ride Experience shortly after. I am sure Norman Dewis would have been happy with the relaxed timeline to get his OTS to the show this time around—and being chased by a D-Type certainly would have made for a spirited run. press day images (this spread) by Josh Sweeney/SFD the Jaguars shown are courtesy of the Hometown Foundation, Cheshire, Connecticut.

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ented team at Jaguar Classic has released the ultimate birthday present to the car: the E-Type 60 collection: six matched pairs in an exclusive anniversary specification inspired by the two famous launch vehicles sent to Geneva in 1961. There are only six pairs in existence. The E-Type 60 editions were built using existing 1960s chassis, a 3.8-liter engine, a specially developed close-ratio 5-speed synchromesh manual gearbox and upgraded cooling system with alloy radiator. There are also subtle nods to modernity, including the Jaguar Classic entertainment system with satellite navigation and Bluetooth connectivity, a stainless-steel exhaust system, and an electronic ignition. The exclusive anniversary specification of six 9600 HP-inspired fixed-head coupes are finished in a unique metallic grey paintwork with smooth black leather interior and the six roadsters (77 RW inspired) don a unique green paintwork and a green leather interior. They also feature the Type 60 logo which you’ll see in the hood ornament, the fuel cap, and clockface, all designed in collaboration with Julian Thomson’s team. In fact, the attention to detail demonstrates how this project has been a labor of love for Jaguar’s designers, engineers, craftspeople, and partners. Exquisite detailing features everywhere, including the incredible engravings on the console, keep one’s eye moving along to find these unique accents. Each has a custom-designed center console, crafted by prominent artist and world-leading engraver Johnny “King Nerd” Dowell. It celebrates the epic road trips undertaken by Norman Dewis and Bob Berry to get to the 1961 launch. In the coupe, the engraving is stylized to map

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the route taken by Bob Berry with an overhead sketch and the words, “I thought you’d never get here.” That was the reaction of Sir William Lyons to Bob’s arrival just minutes before the unveiling. For the roadster, the engraving tracked the route taken by Dewis on his last-minute drive to Switzerland with a sketch of the car and this time his instructions to Norman, “Drop everything, and bring over the open top E- Type.” These consoles also have an exclusively designed, color matched leather cover that serves to protect the engraving or simply acts as a special surprise when lifted. Also included for the new owners of the E-Type 60 collection pairs, Jaguar Classic has set up a once in a lifetime E-Type pilgrimage from Coventry to Geneva in the summer of 2022. This will be an incredible experience supported by Bremont Watch Company, which will be including a rally timer with each pair of vehicles. Tod’s is providing driver-focused shoes and accessories and Bennett Winch is providing coordinating luggage. Jaguar Classic is also working with Glenturret Whisky, which is launching a limited-edition E-Type single-malt. Meanwhile Bremont has also created limited edition watches inspired by the Type 60 collection utilizing the colors of these special vehicles. In total, 120 will be manufactured with 60 pieces in green and 60 in gray. With this latest effort by Jaguar Classic, I am sure that the initial E-Type team of Sir William Lyons, designer Malcolm Sayer, Frank “Lofty” England, test driver Norman Dewis, and PR manager Bob Berry are collectively happy with their successor’s passion in keeping their heritage alive and well. They might even be happy with the addition of an electronic ignition.

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Above: Thoughtful details like the clockface with the Type 60 logo were all designed in collaboration with Julian Thomson’s team.

Below: Dean Cusano and his team at Motorcars Incorporated made the trek to show at The Dream Ride Experience with more than enough time to spare. The spirit of Sir William Lyons, designer Malcolm Sayer, Frank “Lofty” England, Norman Dewis, and Bob Berry, continues to endure through these special-edition Jaguars. The team at Jaguar Classic certainly knows how to celebrate. Cheers!

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Seller Misrepresentation Odometer Problems-TMU/Exempt Auction/Internet Problems Title Problems-Open Titles Bruce Shaw, Esquire 508-922-4700 tyt478@gmail.com Fraudulent Documentation215.657.2377 www.shawlaws.com 50-STATE Restamping-Engines/Trim Tags REPRESENTATION Single Enclosed Trailer Inaccurate Car Appraisals Serving the New England Area Shipping/Carrier Damage Estate/Divorce Issues | | CLASSICS

MOTORSPORTS

AUTOMOBILIA

Bruce Shaw, Esquire

LAST WORD Rocket Man The 1963 Chrysler Turbine’s control console. photo by Josh Sweeney/SFD

‘‘ Only The Best For My Cars ’’ Wayne Carini

Chasing Classic Cars

MetroVac Car Dryers & Vacs. Awesome Power, Stunning Results. All Steel Construction Air Force® Blaster®

Air Force®Master Blaster®

Dry your car or motorcycle in minutes with the Air Force® Blaster® Sidekick™! It is the perfect way to expel water from side-view mirrors, door jams, body seams, grills, lights, engine and more.

540 MPH of warm, dry, filtered air will dry your car in 15 minutes or less. Touchless drying means you won’t damage the paint OR remove the wax. And no more annoying water streaks.

Sidekick

1.3 Peak Horsepower Textured Matte Finish 200 MPH

800.822.1602

THE CHASE

LATE SUMMER 2021

Revolution

SK-1

8 Peak Horsepower 30 ft hose Five Year Motor Guarantee*

80 YEARS STRONG

MB-3CDSWB-30

MetroVac.com

The configuration and coloring of the Vac N Blo®, Air Force® Blaster® Sidekick™ and Air Force® Master Blaster® Revolution™ are US Registered trademarks of Metropolitan Vacuum Cleaner Company, Inc. *1 year on parts; other restrictions apply. Made in the USA with domestic and international components.