the world of shelby

FUELING THE MOTORING LIFESTYLE
THE WORLD
OF SHELBY
Snake Bit: The Cars of Carroll Shelby
INSIDE
Game Changers
Motorcycles for the Middle Class
THE PAWN STAR
Richard “The Old Man” Harrison
Wolf in Sheep’s Clothing:
1983–84
Volkswagen GTI1
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GRIOT’S LIST FULL PAGE
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5
INGS MOTOR NEW
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★ ★ SE C
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Y, M I TO DE KES ★ ★
ACE
AR
A
OUND TH E GREAT L
A TiMe SpeeD
enDuRAnCe
Rally for
VinTAge CARS
PRESENTED BY
SCHeDule
Saturday, June 23, 2012
Start: Downtown Traverse City, MI - 8:30 a.m.
Lunch: Shore of Lake Huron in St. Ignace, MI - 12:50 p.m.
Finish: East Water Street, Sault Ste. Marie, MI - 4:30 p.m.
June 23 - July 1, 2012
Overnight Cities
Sault Ste. Marie, MI
Greater Sudbury, ON
Lunch Cities
Pit Stop Cities
Kanata/Ottawa, ON
Elliot Lake, ON
Parry Sound, ON
St. Ignace, MI
Barrie, ON
Barry’s Bay, ON
Clayton, NY
Kingston, ON
Traverse City, MI
Watertown, NY
Fairport, NY
Dearborn, MI
Buffalo, NY
Ypsilanti, MI
Franklin, PA
Findlay, OH
Warren, OH
Mansfield, OH
Sunday, June 24, 2012
Lunch: Downtown Elliot Lake, Ontario - 12:05 p.m.
Finish: A&W Restaurant in Sudbury, Ontario - 4:10 p.m.
Monday, June 25, 2012
Lunch: Stockey Centre in Parry Sound, Ontario - 10:30 a.m.
Finish: Heritage Park in Barrie, Ontario - 4:30 p.m.
Tuesday, June 26, 2012
Lunch: Zurakowski Park in Barry’s Bay, Ontario - 11:30 a.m.
Finish: Hazeldean Mall in Kanata (Ottawa), Ontario - 4:30 p.m.
Wednesday, June 27, 2012
Lunch: Confederation Park, Kingston, Ontario - 12:05 p.m.
Pit Stop: Antique Boat Museum, Clayton, NY - 3:30 p.m.
Finish: The Fairgrounds in Watertown, NY - 4:30 p.m.
Thursday, June 28, 2012
Lunch: Erie Canal in downtown Fairport, NY - noon
Finish: Pierce-Arrow Museum in downtown Buffalo, NY - 4:25 p.m.
Friday, June 29, 2012
Lunch: Downtown Franklin, PA - 11:50 a.m.
Finish: National Packard Museum in Warren, OH - 4:30 p.m.
Saturday, June 30, 2012
Lunch: The Carousel in downtown Mansfield, OH - 11:40 a.m.
Finish: Downtown Findlay, OH - 4:30 p.m.
Sunday, July 1, 2012
Lunch: Automotive Heritage Museum in Ypsilanti, MI - 11:45 a.m.
Grand Finish: The Henry Ford, Dearborn, MI - 2:30 p.m.
(800) 989-RACe (7223)
6
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PUBLISHING MANAGEMENT
Executive Publisher McKeel Hagerty
Publisher Rob Sass
A WORD FROM MCKEEL
PUBLISHER’S LETTER
EDITORIAL STAFF
PHOTO: Optimum Productions
Executive Editor/Associate Publisher
Jonathan A. Stein
Managing Editor Stefan Lombard
Web Managing Editor Claire Walters
HVA Editor Bob Butz
HVA Editorial Advisor Carmel Roberts
Copy Editor Jeff Peek
ART AND PRODUCTION STAFF
ART Director/DESIGNER Angela Wakeham
DESIGNER Sarah Little-Smith
CREATIVE manager Kory Felker
Production Consultant Carolyn Brooks
Production Coordinator Emily Black
Video Production Specialist Justin Warnes
CONTRIBUTORS
Blair Bunting, Rich Chenet, Colin Comer,
Dave Kinney, Evan Klein, P.J. O’Rourke,
Don Sherman, Wayne Carini
Ask Hagerty, Resource Desk
Glenn Arlt
ADVERTISING sales
National Ad Sales Executive Cody Wilson
cwilson@hagerty.com; 503.866.9464
Questions about our products and services? Call
800-922-4050 or email us at auto@hagerty.com;
Questions about the magazine? Call 231-932-8913
or email us at editorhagerty@hagerty.com.
Hagerty Classic Cars (#41) Summer 2012, Vol. 7 No
2. Hagerty Classic Cars is published quarterly for $8 a
year by Hagerty Media Properties, LLC., 141 River’s
Edge Dr. #200, Traverse City, MI 49684-3299. Application to mail at periodicals postage is pending at
Traverse City, MI, and Saratoga Springs, NY.
POSTMASTER: Send address changes to Hagerty
Readers Services, P.O. Box 87, Traverse City, MI
49685-0087.
© 2012 HAGERTY. All rights reserved. Printed in
USA. No part of this magazine may be reproduced
without permission. All unsolicited submissions, including manuscripts, photographs and queries, must
be accompanied by adequate return postage and
an addressed return envelope. Submission implies
right to edit and publish. Editorial correspondence:
Hagerty magazine, P.O. Box 87, Traverse City, MI
49685-0087. Publisher’s correspondence: publisherhagerty@hagerty.com. Products and services advertised in this issue are not necessarily endorsed by
Hagerty or affiliates. Complaints or inquiries should
be forwarded directly to the advertiser. All purchases
are at the complete discretion of the consumer.
MILESTONES on Two Wheels and Four
You may have noted some differences in the look, feel and name of
Hagerty Classic Cars magazine. We’ve been planning updated coachwork
for awhile now, and the new colors, fonts and design elements throughout
this Summer issue represent those efforts. Let us know what you think at
editorhagerty@hagerty.com.
On the subject of summer, let’s be honest, car people live for it. And so
do vintage bike people. Over the last few years, we’ve been happy to see
two-wheeled collectibles showing up more in the car world at auctions
and shows. There really has been a seismic shift in the way the collector
car world looks at vintage motorcycles — not unlike the shift in sensibilities
that society as a whole faced regarding bikes in the post-war years. In his
second appearance in Hagerty Classic Cars magazine, P.J. O’Rourke
chronicles how bikes became “respectable” in polite society.
Like many of you, I’m a huge fan of the History Channel show “Pawn Stars,”
and I always get pulled in by an episode that features a car or cool piece
of automobilia. One look and it’s easy to see that Richard Harrison, a.k.a.
“The Old Man,” really is passionate about his cars. Hagerty Price Guide
Publisher Dave Kinney — a dead ringer for Richard’s son Rick — recently sat
down with Richard at the World Famous Gold and Silver Pawn Shop on Las
Vegas Boulevard to talk about his love for old cars. The Old Man doesn’t
give many interviews; we hope you enjoy this one.
Finally, 1962 was a great year in the automotive world, and 2012 represents
some significant 50th anniversaries. In this issue we showcase what is
arguably the biggest one — the legendary Cobra, which came about when
Carroll Shelby stuffed a small-block Ford V-8 into the gorgeous AC Ace.
Colin Comer, author of The Complete Book of Shelby, writes about how it
all happened and looks at some of the other cars to bear the Shelby name.
Which reminds me, my GT500 is idling outside and it’s time to drive.
ISSN 2162-8033
HAGERTY.COM
7
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CONTENTS
PHOTO: BLAIR BUNTING
ISSUE 2 | 2012
46 1983–84 Volkswagen GTI
Wolf in Sheep’s Clothing:
FEATURES
26
36
It’s been 30 years since VW made its perfectly acceptable little Rabbit into something much, much more. By Stefan Lombard.
When it comes to American performance
cars, those built by Carroll Shelby have few
rivals. Marque authority Colin Comer tells the
tale of the man who beat the world.
48
Game Changers
Beginning with a simple 50cc single, virtually
overnight Honda changed America’s perception of the motorcycle. P.J. O’Rourke explains.
8
07
09
10
14
16
THE PAWN STAR
Richard “The Old Man” Harrison is the gruff
septuagenarian who runs the show — quite
literally — at his Vegas pawn shop. He’s also
a car guy, as Dave Kinney discovered.
HAGERTY.COM
RALLY SCHOOL
What happens when you give Hagerty’s staid
Web Managing Editor a few lessons in power sliding? Claire Walters tells you herself.
DEPARTMENTS
PHOTO: BLAIR BUNTING
42
WORLD OF SHELBY
18
20
24
60
66
Publisher’s Letter
Contributors
Short Shifts: Bring a Trailer
Carini on Cars: The Auction Scene
Remembered: Carroll Shelby,
January 11, 1923 – May 10, 2012
Great Resources: Sit on It
Your Turn: Before and After
Marketwatch: European
Sport Sedans
Historic Vehicle Association:
Driving History at LeMay
Rearview Mirror: Camaro Reunion
CONTRIBUTORS
WHO’S IN THE ISSUE
COLIN COMER is an authority on all
CC things
Shelby and the author of three
best-selling automotive books: MillionDollar Muscle Cars, The Complete Book
of Shelby and the just-released Shelby
Cobra Fifty Years. Colin is also a collector
and avid vintage racer who believes cars
are meant to be driven. His story on the
cars of Carroll Shelby begins on page 26.
CC
PO
DS
CW
O’ROURKE may be best known
PO asP.J.a political
reporter and veteran of
National Lampoon, but anyone who’s
ever read anything he’s written will
never forget his rare melding of humor,
insight and old-fashioned research.
The author of 15 books and countless
articles — many of them about automobiles — P.J. and his family live in
New Hampshire with his former press
fleet 1984 Jeep, a 1989 BMW 325
convertible and a 1990 Porsche 911.
You’ll find his story on page 36.
SOME SEE
SHERMAN has been an automoDS DON
tive journalist since the steam age. His
garage of restored collectibles includes
three motorcycles, one Cadillac convertible, a 427 Corvette roadster and a rogue
Mazda RX-7. His current project is a 1949
International Cub tractor. On page 18,
he tackles the subject of reupholstering
an interior.
We see
Claire Walters is the Web
CW Managing
Editor for Hagerty. She has
a background in journalism and law,
and drives a mild-mannered Volvo S40.
Nevertheless, she didn’t hesitate when
we offered to send her to New Hampshire to learn the basics of rallying and
asked her to write about it. You’ll find
her story on page 48.
We get that it’s a work in progress. With Hagerty’s
Vehicle Under Construction coverage, we automatically increase the value of your car by 10% every three
months. No phone calls, no worries. Call to add Vehicle
Under Construction coverage to your policy today.
877-922-4042
HAGERTY.COM
CLASSIC CAR INSURANCE
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95
SHORT SHIFTS
What a Site
Stefan Lombard
With the rise of online
car buying, it’s nice to
know someone’s out
there sifting through
listings for you
Don’t forget the trailer.
When it comes to online classic car
buying — or even just browsing —
you’ve got better things to do at
work than waste time separating
the wheat from the chaff on eBay or
craigslist. That’s why we love Bring a
Trailer (bringatrailer.com).
BaT came about in early 2007, when
co-founders Randy Nonnenberg and
Gentry Underwood created the site
as a way to curate their own old car
browsing experience. “We wanted
to share our best personal finds and
talk about what we would do if we
bought them,” says Nonnenberg.
The site has never been limited to
any particular make or model; if it’s
rare, historically important, or just
exudes an undeniable cool, you’re
PHOTO: BRINGATRAILER.COM
likely to see it on BaT. In addition,
reader comments have always been
a part of the experience, and the
effect is a vibrant dialog among
car geeks.
In fact, those same readers are now
frequent contributors, accounting
for about 200 submissions every day
from eBay, craigslist and elsewhere.
Nonnenberg then selects the best
three-to-six cars to feature on any
given day.
In 2010, after motorcycle submissions had gained enough momentum, Nonnenberg and Underwood
launched Throttle Yard, which is
essentially — you guessed it — BaT
for bikes. Together the sites have
700,000 readers and almost 3.5
million page views monthly.
More recently, BaT has partnered with
Virtuoso Performance to offer services
WHAT TO READ
Plenty of books detail the life
and times of Carroll Shelby, but
none has ever been endorsed
by the man. Until now, because
Motorbooks has just released
Carroll Shelby: The Authorized
Biography by Rinsey Mills. The
464-page hardbound book includes 25 color and 40 black-andwhite photographs, many of which come from Shelby’s
own archives and have never been seen by outside eyes.
The book should be considered an integral part of any
Shelby aficionado’s library. $35, motorbooks.com.
10
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HAGERTY.COM
in the San Francisco Bay area, like
secure storage, pre-purchase inspections and maintenance. Future plans
include expanding these services to
other areas.
Make Bring a Trailer a part of your
workday at bringatrailer.com, and be
sure to sign up for the daily email,
because it’s even better when the
cars come to you.
Griot’s Garage
Car Care Tip: WAX ON, WAX OFF
In the movie “Karate Kid,” Mr. Miyagi knew crane
kicks and bonsai trees, but his circular “wax on,
wax off” car care technique leaves something to
be desired. Whether washing, waxing or using
Speed Shine®, straight passes or a cross-hatch
pattern are always the recommended method.
That way, even if you use a little too much pressure, or some unknown dirt ends up on the surface, you’ll avoid the dreaded swirl mark and have
an easier-to-remove (and much less noticeable)
straight scratch. Plus, you can easily overlap each
pass to ensure full coverage of the car.
Better than ever!
Drives like a dream!
luxury and style!
A feast for the eyes!
You know what makes something special. You appreciate
the finer details that are worthy of extra attention. And
chances are, you recognized the fetching look of the 50s
way before it came back in vogue.
OneBeacon is proud to partner with Hagerty.
This program is underwritten by Essentia Insurance Company whose principal executive office is located at 601 Carlson Parkway, Minnetonka, MN 55305.
WWW.HAGERTY.COM
HAGERTY.COM 11
PHOTO: Neil Rashba Photography
Monterey Calendar
SHORT SHIFTS
It seems like we just put the wraps on Monterey,
but it’s just around the corner. Here’s a quickglance calendar to help you plan your week.
AUCTIONS
8.16 - 8.18 Mecum Auction | mecumauction.com
8.16 - 8.18 Russo and Steele Auction
russoandsteele.com
8.17 Bonhams Auction | bonhams.com
8.17 - 8.18 RM Auction | rmauctions.com
8.17 - 8.19 MidAmerica Motorcycle Auction
Amelia Island in the rearview
midamericaauctions.com
8.18 - 8.19 Gooding & Company Auction
The 17th annual Amelia Island Concours d’Elegance took
place Sunday, March 11. The event celebrated 50 years of
both the Shelby Cobra and the Ferrari GTO, with several
examples of each represented. At the end of the day,
Best of Show, Concours de Sport went to the 1962 Ferrari
330 GTO/LM owned by Jim Jaeger of Indian Hill, Ohio,
while the 1938 Bugatti Type 57C Aravis drophead coupe
owned by the Off Brothers of Richland, Michigan, won
Best of Show, Concours d’Elegance.
Gooding & Company and RM Auctions both returned
with high-profile sales. Gooding sold 70 of 77 cars (91%)
for a $36 million result. The auction featured 25 Porsches,
including 17 mostly racing variants from the Drendel
Collection. High sale of the weekend was a 1973 Porsche
917/30 CanAm Spyder, which brought $4.4 million. In all,
10 cars topped $1 million.
Learn more about
the concours at
ameliaconcours.org.
To watch the seminar,
go to hagerty.com/
amelia/seminars.
RM’s effort produced a
$22 million result from 92
of 106 cars sold (87%). Top
seller there was a 1929
Cord L-29 Special coupe
at $2.42 million. RM sold
eight cars for over $1m.
Finally, Hagerty hosted a
free seminar on the state
of the Shelby and Ferrari
markets. The panel discussion included marque experts
Colin Comer and Michael Sheehan, along with Hagerty
Price Guide publisher Dave Kinney. Hagerty CEO McKeel
Hagerty moderated the discussion before an audience of
approximately 150 people.
goodingco.com
1
CONCOURS
8.14 Carmel-By-The-Sea Concours on the Avenue
motorclubevents.com
8.15 The Little Car Show | marinamotorsports.com
8.17 Concorso Italiano | concorso.com
8.17 Legends of the Autobahn
legendsoftheautobahn.com
8.17 The Quail | quaillodgeevents.com
8.18 Concours d’LeMons | concoursdlemons.com
8.19 Pebble Beach Concours
pebblebeachconcours.net
DRIVING EVENTS
8.6 - 8.15 Pebble Beach Motoring Classic
pebblebeachconcours.net
8.13 - 8.15 The Quail Rally | quaillodgeevents.com
8.16 Pebble Beach Tour d’Elegance
pebblebeachconcours.net
8.17 Pacific Grove Concours Auto Rally
pgautorally.org
8.17 - 8.19 Rolex Monterey Motorsports Reunion
mazdaraceway.com
To see a complete list of all the places
Hagerty will be throughout the summer,
go to hagerty.com/calendar.
12 HAGERTY.COM
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HAGERTY.COM 13
PHOTO: JONATHAN A. STEIN
CARINI ON CARS
THE SALE CYCLE
Much of Wayne Carini’s life is
spent at auctions, checking out
cars like this unusual DKW station
wagon (left) or a 3½ Litre Jaguar
drophead coupe (above).
Wayne Carini
When I was about 10, my father
took me to my first old car auction
and it was nothing like today. It was
in back of a gas station and only
had about 20 cars. Dad was trying to buy an Oldsmobile that had
come through his body shop. It was
wild, like a cattle auction. The auctioneer sat on a folding chair in the
back of a pickup truck. They’d stop
in front of each car and he’d call the
auction through a megaphone. Dad
didn’t get the Olds, but I did get my
first taste of an auction.
Years later, in 1971 or 1972, I
remember stopping in Scottsdale
when driving across the country.
It was back when Kruse had an
auction out there. Everybody sat
on a fence while the cars were
auctioned. Back then cars weren’t
presented the way they are today.
Auctions were pretty basic and
communications were limited. Most
sales didn’t even have catalogs,
though you might see an ad in
Hemmings Motor News.
14 HAGERTY.COM
Usually you wouldn’t know what was
being sold until you showed up.
The first car I recall selling at auction
was a customer’s Mercedes-Benz
300SC cabriolet in the mid-1980s
at a sale along the New York/
Connecticut border. We made
out really well, selling it for about
$125,000, which was big money.
I also consigned a 427 Corvette,
but that fell flat on its face, so you
never really know.
at the end of
the day it was still
about buying &
selling cars
Auctions are very different today.
There’s so much information available, with glossy catalogs and slick
websites. And with cell phones,
email and a pre-purchase inspection, you can bid confidently
long-distance.
My year used to be defined by
concours, but now it’s based on
the auction cycle. Most of my
business used to be repairing and
selling cars. Now it’s dominated by
buying and selling, and for that I
need the auctions. So I go to the
big events like Monterey, Scottsdale
and Amelia Island because they
have multiple auctions.
Last January I had a few cars at
Mecum’s Kissimmee auction. I had
a reserve on a Chevy, but once I
lifted it the bidding took off, which
was really exciting. Unlike my first
auctions, I watched in Kissimmee
from the comfort of a well-appointed tent. But despite all the modern
conveniences of today’s auction
experience, at the end of the day
it was still about buying and selling
cars. Just like when I was 10.
The Branson Auction
1929 Rolls Royce
Phantom 1 Club Sedan
1931 Auburn
898 Cabriolet
1927 Rolls Royce
Phantom 1 Convertible Sedan
S OLD 1937 Cord
812
S OLD
S OLD 1931 Cadillac
V-12 Roadster
1959 Alfa Romeo
Giulietta Spider
S OLD S OLD 1958 AC Aceca
S OLD 1939 Delahaye 135M
S OLD A PRIL 20
&
S OLD 1965 Jaguar XKE
S OLD 21, 2012
B RANSON C ONVENTION C ENTER - B RANSON , M ISSOURI
800-335-3063 ~ B RANSON A UCTION . COM
HAGERTY.COM 15
photos: TimePiece Public Relations & Marketing
George Damon Levy
It’s safe to say that few who met Carroll
Shelby ever forgot the experience. The
tall and handsome Texan — think a
young Andy Griffith — had a personality
that would captivate a room and ideas
that captivated the world.
Not that charm or cleverness were
Shelby’s only gifts. He was also one
hell of a race driver. Born in Leesburg, Texas, in 1923, he won the first
road race he ever entered and went
on to be Sports Illustrated’s Driver of
the Year in 1956 and ’57. He capped
off his career by winning the 1959 24
Hours of Le Mans for Aston Martin.
But it was what he did after he hung
up his helmet for which he will be
most remembered. Even in the early
1960s, it was not a new idea to put
an American V-8 in a nimble European roadster. But it took someone
with Carroll’s inexhaustible charm
to make it work — in this case, to
convince one of the world’s smallest
carmakers and one of its largest to
cooperate on what would become
the legendary Shelby Cobra. And it
happened in large part because
Carroll was able to convince Ford
that AC was committed to the idea
16 HAGERTY.COM
and AC that Ford was committed
to the idea long before it was,
strictly speaking, true.
Once the Cobra was born, even
greater successes followed. In 1965,
the Cobras would go on to be the
first American team to win the World
Championship for sports cars. That
same year, at the behest of Ford’s
Lee Iacocca, the Texan debuted the
Shelby Mustang. And in 1966 and
1967, Shelby played a key role in
helping Ford’s international racing
program capture Le Mans.
There
were missteps to be sure.
Even Shelby’s charm
couldn’t gloss over his unfortunate
decision to endorse the George
Wallace/Curtis LeMay presidential
ticket, the failed Shelby-Wallis turbine Indy cars or the preposterous
“discovery” of a cache of original
Cobra chassis
and parts
numbers in
the 1980s. Nor
was he at his
shrewdest when he turned down the
rights to distribute Toyotas up and
down the entire Western Seaboard
because Iacocca assured him,
“We’re gonna push those sons-abitches back into the Pacific Ocean.”
But his successes — including
being godfather to the Dodge
Viper and more recently a new
generation of Shelby Mustangs —
far outweighed his failures. And if
Carroll was perhaps never at risk of
being nominated for sainthood, he
always made the car world a more
interesting and exciting place.
Back in the ’80s, when I was
editor of AutoWeek, I would get
regular calls from guys who said
they were planning on importing
some obscure foreign sports car
and stuffing big American V-8s in
them. Invariably they’d add, “Just
like Carroll Shelby.”
And every time, I’d sit back in my
chair and think, “Just one problem,
sport: You’re not Carroll Shelby.”
Free catalogs!
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GREAT RESOURCES
KEEP IT CLASSIC
SITTING
pretty
Don Sherman
A great interior is the perfect finishing touch
for any restoration
Those who’ve invested time, money
and patience in a ground-up restoration deserve more than a pat on the
back. The ultimate reward for a job
well done isn’t a stunning exterior.
It’s the satisfaction you and your
friends will enjoy inside a painstakingly reupholstered car during long
Sunday drives and club cruises.
Your first step is to find an ally you
can trust. Asking fellow car club
members for referrals is the best
way to locate trimmers up to the
task. Then discuss your project in
detail while the old upholstery is
intact to make sure your upholsterer
understands your budget and intentions and has the expertise to fulfill
your wishes.
Chances are the trimmer has suppliers for the materials you’ll need, but
if not, contact the resources listed
here. SMS, for example, claims to
have the “world’s largest inventory
of cloth and vinyl.” Owner Doug Pollock has been in the upholstery business for 35 years and has ties with
three tanneries capable of matching
the grade and grain of originalequipment leather. He can also
make interior trim that doesn’t exist.
According to Pollock, the popularity
of bringing old cars back from the
18 HAGERTY.COM
dead has
consumed
most of the
N.O.S. materials. So the upholstery
industry has, out of necessity, created ways to manufacture new
cloth and vinyl to vintage specs.
Be advised that special orders can
cost a fortune — up to $3,000 in
materials alone for a Cadillac Eldorado Biarritz. They can also take a
year to produce, but practically any
upholstery can be replicated.
Materials for more common restorations — Corvettes, Model As,
Mustangs — are readily available
and surprisingly affordable. Corvette
specialist Al Knoch, for example,
sells 1967 Corvette leather seat
covers for $629 per pair.
There’s more to this job than slipping on fresh seat skins, and you
won’t help the effort by stripping
off the old material, because your
trimmer will use it as a pattern or
for reference. Springs, seat frames,
power adjusters and padding will
all require inspection and probably
some repair to obtain best results.
Once the job is done, however,
you’re left with a car that’s just as
brilliant on the inside as it is on
the outside.
RESOURCES
Al Knoch Interiors
800-880-8080
alknochinteriors.com
Bill Hirsch Auto
800-828-2061
hirschauto.com
LeBaron Bonney
800-221-5408
lebaronbonney.com
Legendary Auto Interiors
800-363-8804
legendaryautointeriors.com
Original Auto Interiors
586-727-2486
originalauto.com
Sharp Automotive Upholstery
440-322-1954
sharpautoupholstery.com
(note: this is a high-end restoration
shop, not a source for materials)
SMS Auto Fabrics
503-263-3535
smsautofabrics.com
Year One
800-932-7663
yearone.com
MEGUIRES FULL PAGE
For free personal car care advice, go to Meguiars.com or call 800 347-5700 Mon-Sat, 7:00 am to 3:00pm Pacific Time
HAGERTY.COM 19
YOUR TURN
BEFORE & AFTER
1965 TOYOTA LAND CRUISER FJ45
PRICE RANGE:
$12,800 - $39,500
Stefan Lombard
Sometimes the support
of friends and family
makes all the difference
when bringing a car back
from the dead
Bob Bascom of Warrenton, Virginia, has been off-roading Toyota
Land Cruisers with his two sons for years. His wife Lylia showed
little interest, until the day she went with him and surprised him
by taking the wheel. On the way home she announced that she
wanted a Cruiser of her own, and the search was on. Bob bought
a rare 1965 FJ45 from a friend and spent three years making the
truck right: removing the lift, adding a Warn winch, welding in new
steel and stripping “I don’t know how many layers of paint, including some latex.” The result is Lylia’s own FJ45 in factory Mustard,
which she drives regularly, happily chauffeuring friends to their
“Ladies Club” meetings.
1986 DODGE DAYTONA
TURBO Z C/S
PRICE RANGE:
$3,400 - $9,100
Bob O’Neill of Tallahassee, Florida, owns a fantastic
1986 Dodge Daytona Turbo Z C/S — a genuine turbocharged Shelby. Eighties Daytonas don’t tend to be
“fantastic” anymore, but Bob made it so, with help
from his friends on the forums at Allpar.com. One of
them even found the car and stored it for him in Virginia until he could get up there with $500 to pick it up.
“From there, the fun began,” Bob says. He wanted a
show car he could drive, and he started with disassembly, rebuilt the rusty 2.2-liter turbocharged four, did the
body and paint in a friend’s garage and then installed a
fresh interior. With just a few short “feeling out” trips on
20 HAGERTY.COM
the clock, Bob changed the oil and packed the Daytona
for the Chrysler Nationals, a thousand miles up the road
in Carlisle, Pennsylvania. “The car ran flawlessly,” Bob
says. “The power was amazing.” The Daytona averaged
34.5 mpg on the roundtrip. Not bad for a car that advertised 28 mpg nearly 30 years ago. “Now I have both
my show car and my driver,” Bob says. “Both are 1986
Dodge Daytona.”
www.reidvann.com
Reid Vann Imports - Saint Louis, Missouri
(314) 968-4100
Sales & Service
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1963 CHEVY CORVETTE:
Body Type: Coupe | Engine Specification: 8-cyl. 327cid/360hp FI L84
The average value for this vehicle is:
$61,832
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YOUR TURN
1954 JAGUAR XK 120 OTS
BEFORE & AFTER
PRICE RANGE:
$66,000 - $124,000
1967 DATSUN 411 WAGON
Gaylen Hovanic of Oregon City, Oregon,
bought his 1954 Jaguar XK 120 in 1970. The
old cat was on its eighth life, and he moved
it from place to place for 10 years until he
had the time, money and space to start a restoration. After another 10 years, he finished
the car and entered it in the 1990 Portland
All British Field Meet, where it took second
place in the Peoples Choice category. Today,
it still looks as good as it did in 1990, and
it sits front and center in Gaylen’s garage.
“Many times during those first 20 years my
wife secretly wished I would
just get rid of it,” Gaylen
says. “Now she’s glad she
didn’t complain aloud.”
PRICE RANGE:
$3,200 - $12,900
Greg and Becky Childs of Surprise, Arizona, own several old
Datsuns, and they couldn’t resist this 1967 WRL411 wagon
when they saw it listed on bringatrailer.com (see page 10).
For $3,500, they got a surprisingly rare (Datsun only sold
45,500 cars in the U.S. that year) and rust-free California car
in driver condition. The paint was ancient, the suspension
was shot and the engine was tired and burned oil, but it
pulled strongly and the car was complete. Even better, the
interior was in great shape. They’ve since stroked the original 96-horsepower 1,600-cc engine to 2,000 cc, rebuilt the
four-speed manual transmission and suspension, added
glasspacks and a MagnaFlow muffler, and redone the interior, complete with period-correct floor mats. Add a custom
paintjob with pinstripes and a Thermador evaporative cooler (also known as a “swamp cooler”), and their little Datsun
wagon is a standout. Greg Childs explains that “my wife and
I restored it ourselves except for the paint, and she did much
of the wrenching herself.” Becky adds, “If you don’t drive it,
it’s furniture.” And the Childs drive “Alice” regularly. You’ll
find them at local shows year round, where Doug says the
WRL411 attracts much more attention than their far rarer
classic Datsuns, including a 1963 right-hand-drive Bluebird
and a 1963 NL320 pickup.
22 HAGERTY.COM
Do you have a great car?
Whether you have before-and-after photos of a
car you’ve restored or then-and-now images of
an unrestored machine, send your best photos and a brief description to editorhagerty@
hagerty.com, and you might see it featured in
these pages. See complete guidelines at
hagerty.com/submissions.
Values provided by Hagerty Price Guide, January–April 2012
e u r o p e a n
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1969 shelby gt500
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MARKETWATCH
An eye on values
1965 LOTUS
EURO Tin Tops
Whether two doors or four, the
Europeans have long ruled the
sports sedan world. Take a Ford
Cortina, add some Lotus-sourced
hardware and badging, and presto,
the Lotus Cortina was born. The
BMW 2002 is another excellent
example: On weekdays you could
drive it to work, and on the weekend, with a little aggressive shifting,
your commuter was transformed
into something far less mundane.
The folks at Jaguar had the formula
as well, with a race-winning inlinesix fitted in every production car.
The list goes on.
If you’re priced out of the market
for a two-door coupe or convertible
from your favorite European
manufacturer, your next best bet
might just be waiting in a more
conservative cloak.
Because “performance” and “family friendly” really
can coexist in the same package Dave Kinney
1965 LOTUS CORTINA Mk i
SOLD AT $42,120
BONHAMS, MONTEREY, CA
AUGUST 18, 2011 | LOT 19
The white paintwork had definitely
seen better days, complemented
appropriately by tired, scratched
and cloudy chrome. The window
gaskets were close to perished, and
you didn’t have to look too closely
to see dents in the roof. The dash
had a few cracks, and someone
had found another efficient use
for duct tape as a way to hold the
black vinyl pieces from the seats
together. With their inline-fours and
four-speed manuals, we all thought
of Lotus Cortinas as the affordable,
fun and faster alternative to Ford’s
1974 BMW
24 HAGERTY.COM
well-loved Cortina. With prices like
this for a car in this condition,
perhaps they are affordable no
more. Highly prized and highly
collectible, the Lotus Cortina is still
a conversation starter on wheels.
1974 BMW 2002 tii
SOLD AT $13,200
BARRETT-JACKSON, SCOTTSDALE, AZ
JANUARY 17, 2012 | LOT 42
Finished in burgundy over black
leather, with a 2.0-liter inline-four
and four-speed manual transmission, the car had decent paint
and good brightwork, and the
vendor stated 3,000 miles since a
powertrain rebuild. The tii is the
desirable fuel-injected version
of the BMW that made an entire
generation take notice. Real ones
show “278” at the beginning of the
serial number. These are about as
practical as you’ll find in this segment, and they’re easy to maintain,
with great parts support. Online
classifieds always have a selection
of 2002s in various conditions, but
watch out for the tin worm — far
and away the 2002’s biggest enemy.
Skat Blast
Cabinet
SALE!
1967 JAGUAR 340
SOLD AT $18,900
Cabinets
FORT LAUDERDALE BEACH COLLECTOR CAR AUCTION,
FORT LAUDERDALE, FL | JANUARY 6 - 8, 2012 | LOT 535
* Built to Last!
* MADE in USA
for over 30 Years!
SOLD AT $2,340
BONHAMS, WESTPORT, CT
SEPTEMBER 18, 2011 | LOT 726
trim were surprisingly good, with
all important bits still attached.
The car looked to have been
driven regularly and then parked,
showing almost 49,000 miles. The
dash wood had been lightened
by sun exposure, and the interior,
although dirty, will likely clean up
well. It’s easy to get that this model
was not well-loved, nor was this
example, but just how cheap can a
used four-seat Maserati get? This
one was bought by someone who
either should have known better or
who has made a savvy buy.
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Finished in silver over tan leather
and powered by a 4.9-liter V-8
with an automatic transmission,
the big Maserati showed old and
somewhat tired paint with some
bubbling. The brightwork and
block, thank you very much, as
you’ll likely find Mark IIs in this
condition for similar money. The
upside to Jag sport sedans of this
era? With a powerful inline-six and
four-speed manual, when they are
nice, they drive exceptionally well
on everything from country roads
to four-lane highways.
➤
1987 MASERATI
QUATTROPORTE SERIES iii
1967 JAGUAR
64-1/2"
Far from a concours contender,
this one showed well in red over
black vinyl, though paint flaws
like overspray and scratches were
not hard to find. The chrome was
mostly good. The 340 model was
a de-contented version of the
better-known Mark II. What you
lost in leather was made up for in
the price. This one was fitted with
Mark II-style bumpers and did just
fine on the collector car auction
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HAGERTY.COM
WORLD OF
26 HAGERTY.COM
BY COLIN COMER
PHOTOGRAPHY BY BLAIR BUNTING
FOR MORE THAN
THE SHELBY NAME HAS BEEN SYNONYMOUS WITH
SERIOUS
PERFORMANCE
HAGERTY.COM 27
The Cars Behind the Man
Shelby.
The name is legendary,
whether it refers to Carroll
Shelby or his automotive
creations.
There is no shortage of
automotive legends, but
Ol’ Shel has that “aw shucks”
Texas charm and charisma that
just make his stories — some
of which are even true — that
much better: WWII pilot; Texas
oil-field laborer and chicken
farmer; dump truck business
owner; fierce competitor who
won the 24 Hours of Le Mans
with a bad ticker and pills
under his tongue; relentless
businessman with big ideas
and a knack for promotion.
Even at 90 years old, Shelby
is still making history with that
mischievous smile and twinkle
in his eye.
Shelby American gained recognition from the moment the first
Cobra hit the street in 1962. The
original Cobra/Ford GT/Shelby
Mustang period spanned just over
eight years and was packed with
countless racing accomplishments,
including the World Manufacturer’s
Championship and a 1-2-3 finish at
Le Mans. You name it and Shelby
won it.
After his retirement from racing
in 1961, Shelby started the Carroll
Shelby School of High Performance
Driving at Riverside International
Raceway in California. But teaching aspiring race drivers was not
Shelby’s dream. Building his own
car was.
Shelby decided the best path was
to combine a proven chassis with
a powerful and reliable American
V-8, just like the Cad-Allard J2 he
raced and the American “specials”
he encountered afterward. Shelby
knew the recipe; he just needed the
two key ingredients — a car and an
engine, plus a little Texas charm.
While Shelby originally hoped to
use Chevrolet’s small-block V-8, GM
management thought otherwise.
Similarly, one of Shelby’s early ideas
for a chassis met a dead end when
BMC showed little interest in selling
Austin-Healey rolling chassis.
But all was not lost. Shelby’s contact
at Ford, Dave Evans, assured him
that their new lightweight 221-cid
V-8 engine had been extensively
tested and had room left for more
displacement and power. But the
real kicker was that Ford appeared
to be a willing partner. Perhaps
it’s because Shelby told them he
already had a world-class chassis
lined up. In his head, anyway.
A Snake is Born
AC Cars in England had just lost
Bristol as the engine supplier of
choice for their Ace sports car.
Although a reasonably sound sports
car, the Ace was already eight years
old and outdated in comparison to
new British cars like the 150-mph
Jaguar E-Type. Shelby, with Ford
already on board, immediately
entered into negotiations with AC
and was off and running. Ford
shipped a few engines to AC,
which modified the Ace to accept
the new engine, and also made
numerous Shelby-specified tweaks.
The first “AC Ace Cobra” mule,
later numbered CSX 2000, was
shipped to Shelby in Los Angeles
without an engine. Upon arrival on
February 2, 1962, CSX 2000 was
sent to Dean Moon’s shop in Santa
Fe Springs, where a crew of California hot rodders reportedly installed
Ford engine XHP-260-1, now 260 cid,
PHOTO: Carroll Shelby Licensing
The 289 Cobra, 427 Cobra and GT350
Mustang are all great drivers’ cars.
28 HAGERTY.COM
Shelby Price Guide
Original Base Price VS. Today’s
Price for Number 1 Condition
The “Leaf Spring” Shelby Cobras
started with 260-cid Ford V-8s and
soon progressed to the 289 version. To
many, late 289 Cobras with rack-andpinion steering are the most desirable.
in less than eight hours. The result
was the basis of the Shelby legend,
and it was terrorizing the streets
within hours of receiving its engine.
Magazine testers drove the car and
spread the word that Shelby’s new
sports car delivered earth-shattering
performance. The new car wasn’t
officially a “Cobra” until some time
later, when Shelby says the name
came to him in a dream.
The first Cobras are known as “Leaf
Spring” cars, because their chassis
used transverse leaf springs as the
basis for independent front and rear
suspension. Like any production
car, they evolved. While all “Leaf
Spring” Cobras are powered by
Ford small-block V-8 engines, some
important differences exist among
the 592 cars built. The first 75 or so
had 260-cid engines, before Ford’s
new 289-cid version of the same
engine was fitted. The first 125 cars
had the Ace’s worm-and-sector
steering system, which was replaced
by a superior rack-and-pinion setup.
Numerous other production changes followed, such as the switch from
Lucas electrics and Smiths gauges
to Ford electrics and Stewart-Warner
gauges. Many Cobra purists favor
the small-block Cobras with the 289,
rack-and-pinion steering and the
Ford electrics alternator, and S-W
gauges. Competition models are
also coveted, of course.
Shelby made at least nine variants
of Competition small-block Cobra
roadsters, plus the drag race-ready
“Dragonsnake” cars, though clearly
the top dog would be one of the six
Cobra Daytona coupes. The slippery
Daytona was Shelby’s key to boosting the Cobra to dominance in the
FIA’s production car class in Europe.
It worked, and Daytona coupes won
the World Manufacturer’s GT Championship for Shelby American.
A More Powerful Mouse Trap
As good as the small-block Cobras
were, by 1965 they were long in
the tooth. The competition was
also catching up, as Chevrolet
now had a 396-cid big-block for
the Corvette. Shelby’s response
was the 427 Cobra. While instantly
recognizable as a Cobra, the 427
cars had a completely reworked
and strengthened chassis designed
* All current price estimates from the Hagerty Price Guide.
HAGERTY.COM 29
Shelby
Resources
Clubs
Shelby American Automobile Club
saac.com
Team Shelby
teamshelby.com
Mustang Club of America
mustang.org
with Ford’s new supercomputer. The
leaf springs were gone, replaced by
tubular upper and lower control arms
suspended by coil-over shocks at
each corner. These cars are known as
“Coil Spring” cars, though certainly
the most obvious upgrade was the
427 underhood and more muscular
bodywork.
Shelby American offered both
Street and Competition versions of
the 427, as well as the 427 S/C, or
Semi-Competition. On track, however, the 427 cars never saw the success
of the small-block cars. But in the
court of public opinion these bigblock Cobras quickly earned their
reputation as the baddest sports cars
ever to wear license plates. The 427
Cobra’s 450 hp and 2,400-lb curb
weight equal performance that rivals
most supercars of today.
Henry’s Revenge
During the Cobra’s reign, Shelby also
had his hands in another project — to
help Henry Ford II build a race car
that would kick sand in Enzo Ferrari’s
face. Having declared Ford the “Total Performance” company, Ford II
needed a sports car that could dominate the European race scene and
win its ultimate race: the 24 Hours
of Le Mans. Meanwhile, Enzo Ferrari
had walked out of a deal for Ford to
buy his company, and Henry Ford
II wanted revenge at any cost. As
Ferrari discovered on the race track,
hell hath no fury like a Ford scorned.
Ford found a willing partner in Eric
Broadley of Lola Cars, LTD in
30 HAGERTY.COM
England, and soon the Lola GT
would evolve into the Ford GT40.
Ford looked to Shelby American to
help make the GT40 a winner. After
much trial and tribulation, Ford, with
Shelby American, won the 24 Hours
of Le Mans in 1966 with a perfect
1-2-3 photo-op finish. The effort
cost Ford more than $60 million,
and no doubt HFII thought it was
worth every penny.
Shelbys for the People
The largest chapter of the Shelby
story belongs to the Shelby Mustangs. When Ford introduced the
Mustang as a mid-year 1964 model, it
was an unprecedented success. Ford
knew that “cute” and “affordable”
would run their course, yet performance would endure. The company
already built high-performance 289cid versions of the Mustang but had
failed to homologate it for production racing with the Sports Car Club
of America. Once again, Shelby
entered the picture, this time with
the GT350 Mustang.
The rest, as they say, is history.
For 1965, Shelby built 521 Street
and 36 Competition versions with the
289, and they conquered SCCA B/
Production racing to win the
national title. These cars were raw,
elemental race cars for the street
with two seats, no radio, loud
side-exit exhaust and any color
you wanted as long as it was white.
Today the 1965s are the most coveted of the Shelby Mustangs.
Books
The Shelby American World Registry
saac.com
The Cobra Story
By Carroll Shelby
motorbooks.com
The Complete Book of Shelby
Automobiles
By Colin Comer
motorbooks.com
Shelby Mustang: Racer for the Street
By Randy Leffingwell
motorbooks.com
Go Like Hell: Ford, Ferrari,
and Their Battle for Speed and
Glory at Le Mans
By A.J. Baime
amazon.com
Shelby Cobra Fifty Years
By Colin Comer
motorbooks.com
Carroll Shelby:
The Authorized Biography
By Rinsey Mills
motorbooks.com
Websites
Shelby American
shelbyautos.com
Carroll Shelby: An American Legend
carrollshelby.com
Parts and Restoration
Virginia Classic Mustang
virginiaclassicmustang.com
Tony Branda Shelby Parts
cobranda.com
A kinder, gentler GT350 came out
for 1966, with subtle styling changes, color choices, rear-exit exhaust
and a rear seat option. A unique
partnership with Hertz resulted in a
run of special GT350 H (for Hertz)
cars exclusively for the rental car
giant, which they rented to members of the “Hertz Sports Car Club.”
Including 1,001 Hertz cars, a total of
2,378 1966 GT350s were produced.
In 1967, the Mustang received a
body style change, and so did the
Shelby Mustang. Even more changes differentiated it from the Ford
version, including a new fiberglass
nose, hood, decklid and taillight
panel, along with four body side
scoops and a roll bar with retractable shoulder harnesses. But the
big news was the introduction of
the big-block 428-cid GT500. While
it looked identical to the GT350, the
GT500 had the edge with its dualquad 428 FE engine, which literally
stuffed the Mustang’s engine bay.
Thanks to the GT500, and the sexy
new look of the 1967 cars, sales
jumped to 3,225.
Things really changed for the
Shelby Mustangs in 1968. Shelby
American turned production of
the Mustangs over to Ford, which
in turn had A.O. Smith build the
cars in Michigan. What began as
a program to trim the fat from the
Mustang and make it into a race
car had now become a program
to build an upscale performancethemed Mustang. Buyers wanted
less bone-rattling and booming
pipes and more comforts like air
conditioning and automatic transmissions, and Ford was happy to
oblige. The 1968 cars combined
Shelby style with upgraded suspensions and interiors and were aimed
at more mature buyers who wanted
some grand touring car with their
performance. Also new for 1968 was
the first production Shelby Mustang convertible. And by mid-year
buyers could select the GT500 KR,
for King of the Road. In place of the
standard GT500’s 428 was Ford’s
new 428 Cobra Jet engine with ram
air, which the company had put into
Mustangs to go drag racing. And
thanks to the increased production capacity at A.O. Smith and the
positive reaction to all the Shelby
Mustangs, it was the best sales year,
with 4,451 sold.
With a new Mustang body style,
there were more changes for 1969.
Bigger in every dimension, the 1969
Shelby Mustangs again melded
looks, luxury and performance. The
GT350 now had a 351-cid engine,
the GT500 came only with the 428
Cobra Jet and the GT500 KR was
gone. At 2,361 units, sales for 1969
were lackluster, possibly because
buyers were able to similarly equip
a regular Mustang for less money,
and the potent Boss 302 and Boss
429 engines were not available
in the Shelby versions. Left with
a surplus of unsold 1969 Shelby
Mustangs, the remaining 789 cars
were renumbered, given a modified stripe design and sold as 1970
models. So while technically there
was a 1970 model year for Shelby
Mustangs, production really died in
1969. And that was it for Shelby.
Beyond Ford
Or was it? In an odd turn of events,
Shelby signed on with Chrysler in
the early 1980s to produce, yes,
Shelby Dodges, but that’s another
story (visit hagerty.com/shelbychrysler to learn more).
Not one simply to hang it up,
Shelby began work in 1994 on his
first clean-sheet car — the Series 1.
The original Shelby GT350
was a seriously fast car that was
essentially a race-prepped Mustang
for the street. Until recently, they
were also reasonably accessible
compared to a Cobra.
HAGERTY.COM 31
It debuted in 1999 and featured a full aluminum chassis,
composite body and Oldsmobile Aurora V-8. Unfortunately, production issues limited the Shelby supercars
to just 250 units. Today, Carroll Shelby is back with Ford
and Shelby American is building cars at its state-ofthe-art facility in Las Vegas, Nevada. New Cobras are
built beside new GT350 Mustangs, along with GT500
upgrade packages that produce more than 1,000 rearwheel horsepower.
All of the stories and accomplishments are legendary,
but none more so than the magic of the company and
its cars. Since 1962, it has been Shelby’s perfect storm.
He combined the right ingredients, talent, sponsors,
drivers and unbridled enthusiasm to take what some
had called “a bunch of junk” out into the world and
didn’t come home until there was nothing left to win.
Call it what you will — dumb luck, stubbornness or
being in the right place at the right time — nobody
can deny that Carroll Shelby and his creations are one
of the greatest American success stories of all time.
For more on the cars Carroll Shelby built,
go to: hagerty.com/worldofshelby.
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Whether you have one car or an
entire collection
Over 40 years experience
Discreet and confidential
Instant cash payments
Contact Robert Pass at 314~423~1887
or email robertpass@charter.net.
Robert Pass
w w w . r o b e r t p a s s . c o m
32 HAGERTY.COM
HAGERTY.COM 33
They may have fewer tires..but they have just as much..
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Hagerty half page_Layout 1 5/3/12 6:52 AM Page 1
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IF YOU
RIDE OLD SCHOOL
LOVE THE FREEDOM OF OPEN SPACES
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ADMIRE SELF-RELIANCE
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ARE ONE WITH YOUR BIKE
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Our passion for the machines we love fuels everything we do. It’s why
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HAGERTY.COM 35
36 HAGERTY.COM
Game
BY P.J. O’Rourke | Photography by Evan Klein
Changers
The little Hondas that transformed ouR world
A
fter World War II, American
motorcycling fell into disrepute.
Most riders were decent, happy
fans of road fun and bugs in the
Brylcreem. But their usual motorcycles were panhead Harleys, and
maybe these seemed too loud,
coarse and rudimentary for a generation aspiring to be silent, smooth
and sophisticated. In 1947, 4,000
motorcyclists held a rally in Hollister,
California. Mild fracas ensued. Using
staged photographs, Life magazine
played it up as “The Hollister Riot.”
That led to the 1954 movie “The
Wild One,” with Marlon Brando cast
as the boy every dad had forbidden
his daughter to date. This caused
all the juvenile delinquents in the
nation to buy black leather motorcycle jackets to go with the Harleys
they didn’t have. (Never mind that
Brando was shown riding a hoitytoity British Triumph Thunderbird
6T.) The motorcycle came to be
viewed as a sign of serious social
maladjustment. Anyone riding
one was assumed to be headed to
prison or, worse, a tattoo parlor.
Then in 1963 — with a single
Japanese import — motorcycles
suddenly became cool. Everybody
wanted one. To judge by the number of my fellow Baby Boomers
playing parts in “The Mild One,”
everybody still does. There were
646,000 motorcycles registered in
the United States in 1962. Now
there are 6,634,500.
was a cookie tin on wheels. The
horizontal pushrod four-stroke
single had an espresso cup 3-cid,
producing a Hoover upright 4.5
horsepower. The clutchless transmission’s three gear ratios were
slug, turtle and fat lap dog.
This alteration of public opinion
happened at Suzuki GSX1300R
velocity. Although, in fact, the
actual speed involved was 43
mph — as fast as you could go on
a Honda 50, the motorcycle that
changed everything.
The Honda 50 was an odd little
cause for such a big effect. The
pressed steel underbone frame
The Honda 50, Superhawk and Dream
countered the rebel biker image portrayed
by Marlon Brando in "The Wild One."
HAGERTY.COM 37
Crazy weirdo
bikers vanished
from the
popular mind,
replaced
by images of
wholesome
middle class
Americans
riding
Hondas
But the 50 had other things going
for it, not least of which were looks
and luck. The Honda’s tidy styling,
with modernistic swoop fairings,
pretty color combinations and girl’s
bicycle seat step-through design,
gave it a non-threatening — that is,
non-motorcycle — look.
All those kids born after the war
were now begging for the car keys.
38 HAGERTY.COM
Parents could accept Billy and
Jane hopping on a neat, cute and
cheerfully buzzing device barely
more rapid than a Schwinn. At
$250, it was Christmas or graduation
giftable. And it came with maybe
the most brilliant promotion campaign in history, Grey Advertising’s
“You Meet the Nicest People on a
Honda,” which was actually written
as a Marketing class project by a
UCLA student.
Crazy weirdo bikers vanished from
the popular mind, replaced by
images of wholesome middle class
Americans riding Hondas. If 4,000
of them descended on Hollister,
the town would be wracked with
Kiwanis Club meetings, church
picnics, sock hops, charity bake
sales and scout jamborees.
When Honda entered the U.S.
market in 1959 (with the slogan
“Nifty, Thrifty Honda 50”) it sold
170. After 1963’s “Nicest People”
print and TV ad blitz, annual sales
exceeded 200,000.
The 50 was, as the Beach Boys
sang in “Little Honda,” Not a big
motorcycle/Just a groovy little
motorbike. But it was a real motorcycle nonetheless and turned
everyone who rode it into a motorcycle rider. The 50 resembled a
scooter. But it was no Vespa with
eight-inch wheels, AWOL rear
springs and engine tacked on one
side of the rear axle. Scooters had
the handling characteristics of a
grocery store shopping cart on a
wheelchair ramp. The Honda didn’t.
You could get a lot of fun, if not
a lot of hurry, out of a Honda 50.
And you could get a little more
hurry out of the near-doppelganger
89-cc Honda 90 that added half a
horse to the power. (It also started
the trail bike craze, with the lowergear-ratio, knobby-tired Trail 90.)
These made you want bigger
motorcycles. Honda had some.
The 305-cc C77 Honda Dream
stayed with the non-threatening,
mom-reassuring, un-Harley look,
though in a different way.
The Dream seems to have been
styled during a sake chug-a-lug.
The front fender comes off the
head of a Trojan warrior. The rear
fender is modeled on an early Elvis
haircut. There’s enough molded
sheet metal in the front fork assembly to make a Buick. The headlight
is rectangular and futuristic, if your
When it came to changing the image of
the motorcycle, the C77 Dream (opposite)
and CB77 Superhawk (right) helped make
it OK to ride a motorcycle, while the
CB450 Black Bomber (below) cemented
the motorcycle’s new image.
idea of the future is 1979. And the
shock absorbers are — dig it —
squares, square.
But it was a great touring bike.
It could get you to spring break in
Fort Lauderdale without needing
repair, violating small-town noise
ordinances or leaking oil on the
floor of the tiki bar you rode it into
to impress chicks. All this being unheard of in an early ’60s motorcycle.
Plus, it had an electric starter so
you could let one of your bikini-clad
admirers fire it up and run it into a
palm tree.
Even better was the décor-free
Honda Superhawk CB77, also an
OHC 305cc four-stroke, but with a
180-degree crankshaft, dual carbs,
9.5:1 compression ratio, 9,200 rpm
redline and an engine that (due to
its four main bearings instead of
two) did not, as was customary at
the time, seize up like Congress
during a civil rights filibuster.
By the time you got on a Superhawk, you were riding a motorcycle
that looked like a motorcycle — one
of the prettiest of the era. But mom
and dad weren’t quite so tickled
with your conveyance. You could
meet some other kind of people
on a Superhawk.
And you did. My friends and I were
mostly riding Suzuki and Yamaha
250s. Their two-cycle engines were
cheaper and simpler, and a lot of
speed could be gotten out of a
small two-stroke if the tach needle
was kept in exactly the right part of
the power curve, which we almost
knew how to do.
The Yamaha YDS3 handled beautifully, thanks to Yamaha’s racing
division. And it stayed in tune,
thanks, perhaps, to another division
of Yamaha, which made pianos.
The Suzuki X6 Hustler was the first
production bike with six gears, had
nearly 30 horsepower and weighed
only 297 pounds. Frankly, I found
mine a little twitchy at 100 mph. At
any serious speed you didn’t want
to hit any pavement irregularities
such as the lane divider paint.
But good as the light Japanese
machines were, louder and dumber
is always better when you’re 20.
Would-be crazy weirdo bikers were
back, and they were us. We yearned
for the big Brit bikes.
I believe there’s a college buddy
of mine, class of 1969, who’s still
behind the DEKE house trying to
kick-start his BSA Gold Star.
Japanese manufacturers smelled
what was cooking. The 1965
Honda CB450 Black Bomber
left chopper riders tangled in their
ape-hangers on the first curve and
would have whipped almost all the
British bikes, if any of them had
been running. The Honda’s DOHC
four-stroke twin with a 10,000 rpm
redline made for a top speed of…
you didn’t want to find out. The
CB450 was a modern motorcycle in
many respects, but it still had a pair
of dirty-sneaker drum brakes.
The 1968 Kawasaki H1 Mach III
became the fastest street bike
A 650 Triumph Bonneville would
turn the skinniest dweeb of a Chem
major into Brando. The 750 Norton
Commando had such aggressive
looks that it appeared as if it
could do you serious harm just
standing still. And, with beer and
faulty kickstand placement, it
did so to a friend of mine. We
were even willing to
accept the fact that the
British bikes didn’t work.
HAGERTY.COM 39
The next year brought the Honda
CB750 four, and the rest is lunaticzoom-on-two-wheels history. From
3-cubic-inch nicest people to superbike pilots in six years; what a debt
we owe to, basically, a moped that
had been to the gym.
in production with an engineering
shock of a three-cylinder, twostroke, 500-cc, 60-hp engine and a
dry weight of 380 pounds. Its handling was legendary — the legend
being that no one who put an H1
into an S-bend ever came out alive.
40 HAGERTY.COM
If it weren’t for the Honda 50, motorcycles might have disappeared
completely from the United States.
In “Easy Rider,” Peter Fonda would
have gone looking for America with
one knee in a Radio Flyer wagon.
We’d call the yearly Vietnam vet
memorial gathering in Washington
“Footwear Thunder.” There’d be
nothing to race at Daytona Bike
Week but sand fleas. And every
year half a million people would
go to Sturgis, South Dakota, just to
stand around and eat corn dogs.
Imagine trying to reintroduce
motorcycles in today’s safety-silly,
caution-carping, worry-wiener
America. It’s possible we’d still be
allowed to ride, but we’d have to
have airbags inside our helmet
visors, wear hazmat suits and
equip our bikes with legally
mandated training wheels.
Thanks, little Honda.
And if you care to meet more of
the nicest people, Honda 50s are
still being made in such places as
Cambodia, Nigeria and Peru. But
you’d better hurry up. All those folks
will be crazy weirdo bikers soon.
Thanks,
little
Honda
HAGERTY.COM 41
42 HAGERTY.COM
PHOTO: BLAIR BUNTING
The
and cars
“Pawn Stars” is an unlikely television hit, and it’s also one of the most
popular shows on cable. Only MTV’s
“Jersey Shore” had more viewers last
year. It’s so popular, in fact, that cable
channel History, the network that carries it, has already spun off two shows
from it — “American Restorations”
and “Cajun Pawn Stars.” And in its
wake, plenty of copycat pawn-based
shows have begun to spring up on
other cable outlets, too.
Shot on location in Las Vegas at the
World Famous Gold and Silver Pawn
Shop on Las Vegas Boulevard, the
show revolves around three family
members and one employee. Since
it’s Vegas, think of a deck of cards.
Austin “Chumlee” Russell — the
employee — is the Joker. Corey “Big
Hoss” Harrison, the third generation
of the family in the pawn business, is
heir to the King, and his card would
be the Jack. Corey’s dad, Rick Harrison, is the King. But the Ace, in fact
the man who holds all the aces in the
business, is Rick’s dad, 72-year-old
Richard Harrison — a.k.a. the Old
Man. It’s a moniker he’s held since
the tender age of 38.
The Old Man is gruff, colorful and
always at the ready with an observation or a quip. And he’s an unlikely
television celebrity. “I have to give
my son credit,” he says. “He kept
hammering on getting the show. Rick
pitched it for four years. They said no
one wanted to watch a show about
four fat guys running a pawn shop.
Well, we proved them wrong. Our
show is on in 150 countries. They even
have different names for the shows. I
went online and saw it once, there
I was speaking Japanese, Chinese.”
PAWN CARS
The shop buys about 12 to 15 cars
a year, though not all of them make
it onto the show. And like his co-stars,
the Old Man is a car guy. He currently
owns a 1963 Chrysler Imperial fourdoor, a 1966 Imperial convertible, a
1962 Cadillac Sedan deVille, a 1957
Chevrolet 150, a 1955 Ford F100
pickup and a 1937 Oldsmobile.
By Dave Kinney
he says. “I was always what I call
a street hustler. I’d go to pawn
shops and secondhand stores.
I was always buying or selling.
I was always looking for a bargain.” While he was stationed in
San Diego in the early 1960s, he
bought several cars at government
auctions. “I had a friend who lived
in Tijuana and I used to buy a lot
of station wagons and take them
down to Tijuana. They became
taxi cabs.”
As you might expect from a man
who successfully buys and sells
other people’s treasures, the
PHOTO: HARRISON FAMILY
The life
” Harrison
Man
of Richard “The Old
Quite clearly, the Old Man likes
’em big and American. “I guess my
favorite is my ’62 Cadillac,” he says.
He’s owned the car for 18 years. “The
’62 Caddy, the ’63 and ’66 Imperials,
they’re land yachts. They’ve got the
turning radius of the Enterprise.” The
Old Man should know; he spent his
first career in the U.S. Navy.
“I kicked around the Navy 21 years
and then left September 1, 1979,”
HAGERTY.COM 43
through that
door and it isn’t
fun, that’s when
I’ll quit”
Old Man rarely gets attached
to his wares. “I’m in the secondhand business,” he says. “I
can’t fall in love with it or it don’t
work.“ But that doesn’t mean
he has no sense of nostalgia for
his own possessions — especially his cars. “My first car when
I was 16 was a 1950 Plymouth
four-door ex-Baltimore taxi cab.
It had been run through hell.”
From there he moved on to a
gunmetal gray over pink 1951
Ford Victoria, and he still has his
sights set on finding another.
“They’re rare,” he says. “Finding
a ’51 Vic is very, very, hard.”
Cars by the Hundreds
He’s always been a Mopar man,
however, and has owned several:
a 1957 Plymouth station wagon,
a ’64 Dodge Dart wagon, a
’65 Barracuda and a ’70 Road
Runner. “I never owned a DeSoto though. Some of the 1950s
DeSotos are gorgeous.”
The Old Man is no keeper of
garage queens, and he usually
takes one or two of his cars out
on the weekends, even for quick
trips to the grocery store. “I try
to get them cranked up once a
week, once every 10 days.”
“Son, I’m just not gonna
take any less than that for it.”
The author and the Old Man
talk old car commerce before
a vintage Dodge Brothers.
44 HAGERTY.COM
By his own count, the Old Man has
bought and sold several hundred
cars over the years. “The one that
I was happiest to get rid of was my
’73 Cadillac. It was a nightmare from
the word go.” In San Diego, he once
missed out on a car advertised as a
1954 Jaguar Sedan. “I go up to look
at it,” he says, “but it had sold five
minutes earlier for $800. And it wasn’t
a sedan — it was an XK 120.”
Thanks to the success of the show,
the Old Man can afford more than he
used to. His 1957 Chevy 150 is completely customized, with an LS1 V-8.
The car itself is well known; it’s the
same ’57 Chevy that Rick surprised his
dad with for his 70th birthday during
an episode of “Pawn Stars.” “I had
no idea whatsoever,” says the Old
Man. “It just shocked the hell out of
me. I really like the car and it’s a head
turner. I’m very careful with it when I
drive it. It’s extremely fast.”
PHOTO: JUSTIN WARNES
“The day I walk
If he has a gripe — and if you’ve
watched the show, you know the Old
Man has gripes — it has to do with
the look of today’s cars. “When I was
five, six, seven, you could look at a
car and tell one car from another. But
they all look the same now. It’s hard to
tell the difference between the Cadillac and the Chevrolet today. Don’t get
me wrong, the technology they have
in the cars today is phenomenal, but
they ought to do something about
the style. To me the last American car
that had any style was the Plymouth
Prowler. That’s one car I’m gonna own
one of these days.”
His cars are a mix between completely stock and mild custom. Both
Imperials, for example, “are stock
from the word go.” The ’62 Cadillac
has a Buick front end so the Old Man
could fit it with disc brakes. And his
’55 Ford pickup has a Corvette engine
in it. “That’s a squirrelly little bastard,”
he says. “It’ll take you where you want
to go in real time.”
Though retired from the Navy, the
Old Man has no plans to leave the
pawn business. “I enjoy what I do,” he
says. “Retirement is overrated. I have
friends who retired, and a lot of them
have admitted that they’re not happy
with it. People have asked me many
times, ‘Well, Richard, when are you
going to retire?’ I tell them that the
day I walk through that door and it
isn’t fun, that’s when I’ll quit.”
Spend time with the Old Man at his
pawn shop and you’ll see that behind the gruff exterior is a guy who
enjoys his work, enjoys his cars and,
despite what you might have seen on
the small screen, enjoys working with
his family. He’s got his own hit reality show and a garage full of all the
cars he loves. So what’s next for the
Old Man? It’s simple, he says. “After I
figure out my f#@%ing taxes, I’ll start
looking for a Plymouth Prowler.”
For more of the Pawn Stars interview check out
hagerty.com/pawnstar
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HAGERTY.COM 45
By Stefan Lombard
Volkswagen started production of
the subcompact Golf in Wolfsburg,
Germany, in 1974. As the Beetle’s
heir apparent, VW had much riding
on the diminutive hatchback’s success. With a pointy Giorgetto Giugiaro design wrapped around an
intelligent water-cooled transverse
inline four and front-wheel drive,
the Golf took on the “people’s car”
label and ran with it.
Pennsylvania. Westmoreland Rabbits were powered by an increasingly larger range of fours with
overhead cams and an alloy head,
eventually reaching 1.7 liters, with
available fuel injection, all for an
ambling 74 horsepower and 90 ft-lb
of torque. The range also included
a 52-hp diesel that delivered over
50 mpg and incredible longevity.
The Rabbit was a hit.
Rebadged as the Rabbit, the car
arrived in North America as a 1975
model, and in 1978 VW began
building it in Westmoreland County,
But so, too, were the little cars
being churned out by Honda and
Toyota, and even the Chevettes,
Escorts and Omnis of the world
46 HAGERTY.COM
PHOTO: KIMBALL STOCK
As the car that
popularized the hot hatch,
the GTI turned the limited world of
1980s performance on its head
began eating into sales. By 1982,
Volkswagen of America faced a
sales decline of more than 40
percent and the consequent loss
of dozens of dealers.
In response, Volkswagenwerk AG
and the folks in Westmoreland
conspired in 1982 to bring the GTI
to America. Of course, there had
been a GTI in Europe for years.
The hotted-up Golf had long served
as the de facto choice of young
German professionals who couldn’t
quite afford a Porsche. But it was
just the thing for Americans who
felt compelled to buy a sensible
small car, but who also dreaded
the thought of something boring
and slow.
The new GTI featured a 1.8-liter
four with Bosch K-Jetronic fuel
injection and 8.5:1 compression.
The result was 90 horsepower and
100 ft-lb of torque, with 0 to 60 mph
in less than 10 seconds by way of a
close-ratio five-speed gearbox, all
while returning 26 mpg. The interior
featured a pair of fantastic sport
seats, upholstered in either blue or
burgundy corduroy, and the shift
knob was represented by a quirky
dimpled ball — harking back to
the model’s European name: Golf.
Beyond that, the interior space was
simple and subtle, like every other
Rabbit on the road.
And while the car’s pace was hardly
blistering by today’s standards (or
even yesterday’s standards, really),
with its independent front and twist
beam rear suspension with stabilizer
bars all around, front disc brakes,
14-inch alloy wheels with wide Pirelli
rubber, and plenty of room for
groceries, the 2,000-pound GTI
was a minor revelation.
At $8,000, it was more expensive
than domestic hatchbacks like
the Omni and Chevette, as well as
those from Japan — a new Civic S
was just $6,399. But it was also
two grand cheaper than VW’s
Scirocco sport coupe, which the
GTI outperformed. And if potential
buyers still had reservations about
forking out an extra $600 over a
loaded Escort GT, one drive in the
GTI was all it took.
The GTI was a measured reaction
to a potentially dire situation and
VW showed us that inexpensive and
practical could also be a helluva lot
of fun. The motoring press agreed,
and the GTI made it onto just about
every year-end list for the “best” or
“coolest” cars. More importantly for
VW, buyers agreed, and 30,000 GTIs
hit the road during the car’s twoyear production spell.
Westmoreland cars were not without
their faults, however, as anyone who
owned one will likely attest. Hagerty
Classic Cars magazine Executive
Editor Jonathan Stein bought a new
GTI in late 1982, and if you give
him a minute, he’ll attest. Terms
like “rattly,” “shoddy build quality,”
and “the transmission ate itself after
30,000 miles” come to mind.
Those who were patient enough —
and who had enough nickels and
dimes in their pockets — were rewarded with a car that could run for
a very long time. Many original or
long-term owners report upwards of
200,000 miles on their Mk I GTIs.
If you’re in the market, they’re not
hard to find. Enough were built that
you still find them on just about
every online classifieds site. The
craigslist cars generally range in
condition from seized and rusteaten to “FRESH VR6 SWAP WITH
HUGE AFTERMARKET TURBO….
THIS BUNNY HAULZ!!!!”
Few and far between are those
original cars, which managed to last
30 years on the West Coast or down
South in the hands of appreciative
long-term owners. You’ll typically
Simple but effective,
the 1.8-liter four made 90 hp,
which was plenty.
see them listed for $1,000 to $3,500,
though low-mileage examples can
and do bring much more. In 2009,
Mecum Auctions sold a 31,000-mile
car for $5,800, and Bring a Trailer
(bringatrailer.com) often features
the best available, including the
former Volkswagen of America
Museum car, which sold for $6,500
in 2011.
If you want an affordable-to-buy,
cheap-to-maintain, practical little
runabout, you could do worse than
a well-sorted Mk I GTI. As always,
do your homework and have a
good VW specialist check out the
car before you buy. And know that
even when you find the car, you
won’t win any races — even against
the mom in the Camry SE. But you’ll
sure have fun trying.
PHOTO: Courtesy Hemmings Sports
and Excotic Car, a publication of
Hemmings Motor News
VW showed us
that inexpensive
and practical
could also be a
helluva lot of fun
HAGERTY.COM 47
48 HAGERTY.COM
There I was: Pedal PUSHED THROUGH the floor, spraying
gravel as I screamed through a mountain slalom course
in a Ford Fiesta like a Hollywood stunt driver.
So, when Hagerty Classic Cars
Executive Editor Jonathan Stein
offered me the chance to write a
“New Experiences” story, I found
myself declining options that
seemed too tame.
Jonathan proposed operating
giant construction equipment; I
countered with a high-thrills flight
in a vintage MiG. Jonathan sidestepped that idea, citing “logistics,”
but returned with an acceptable
alternative: rally school.
I’ve always been a cautious driver, a
Sunday driver, even — the type who
sets cruise control one mph under
on the freeway. Jonathan referred
to the whole experience as a “crash
course” for me. I found the term offputting and said as much, because
I’m pretty sure the words “driving
school” and “crash” shouldn’t be
used in the same sentence. Ever.
Still, I’d impulsively agreed to the
proposition with only the barest
understanding of rallying. After
studying up, I found that at its
most basic, rally racing is about
skill, speed and endurance. Drivers
navigate closed portions of public
roads and trails in street-legal cars
with the help of a co-driver, who
uses an electronic odometer and
route book to inform the driver of
the terrain ahead. Rallies can cover
hundreds of miles on every imaginable road surface and in all weather
conditions, which is why rally drivers
are considered some of the most
skilled in the world.
I’d be learning from the best. Team
O’Neil Rally School and Car Control Center (teamoneil.com) was
founded in 1997 by five-time rally
champion Tim O’Neil for students
ranging from aspiring champs to
those just seeking to become better
drivers. Many of the instructors also
have competition success under
their belts. Students can sign up for
a one-day “driving experience,” a
five-day intensive course, or anything in between.
RALLY 101: INTRO TO THE BASICS
Tucked away in the White Mountains of New Hampshire, the
school features miles of private
unpaved roads, as well as a skid
pad, slalom course and accident
avoidance course.
At 9 a.m. sharp, we gathered in
the classroom for our first lesson.
Director of Training Chuck Long
greeted us and gave us a brief
introduction before showing us the
“illustrious bright pink helmet,”
which he referred to as a negative
reinforcement tool; anyone who did
something especially idiotic would
be forced to wear it.
First rule of rally school: Keep
these Ford Fiestas on the road
and out of the ditch, or you may
find yourself sporting the neon
abomination.
I secretly vowed that I wouldn’t
do anything to merit that neon
abomination.
There were 14 students in the class,
split into two groups. My group
consisted of three pairs: a father
and son on vacation; two motorcycle racers from Ecuador; Miguel
Barbery and Robert Ward — who
were set to compete in the 2012
Rally America circuit; and me.
Introductions complete, we were
led to a row of seemingly mild-mannered Ford Fiesta hatchbacks, in the
HAGERTY.COM 49
PHOTO: TEAM O’NEIL RALLY SCHOOL
I lead a singularly uninteresting
life. I drive a white Volvo and own
two cats. Like most people, I rarely
have the opportunity to feel like
a total badass.
unusual shade of “Lime Squeeze.”
The battle-worn warriors were
missing taillights, had tacked-on
bumpers and showed various other
cuts and bruises. These cars had
seen the trenches of Team O’Neil
Rally School.
The interiors were modified, with
five-point seatbelts and roll cages
for increased strength. I was suddenly distracted, imagining one of
those shiny Fiestas wrapped around
a tree, and a coworker’s words of
farewell rang in my ears: “At least
she didn’t have any dependents…”
Strapping in
Team O’Neil adheres to a 2:1 ratio
of students to instructors. One student drives, with the instructor up
front. The other student sits in back,
and they swap after a few runs. Students also switch cars, so everyone
gets a chance with each instructor.
As the only one without a partner,
I got plenty of one-on-one time.
50 HAGERTY.COM
After a few minutes fumbling with
the harness, I was forced to turn
to my first instructor, former New
Hampshire State Trooper Mike
Doucette, and confess that I had
virtually zero experience driving
a manual transmission, which was
slightly problematic considering that
none of the Fiestas had automatics.
He shrugged and said he’d teach
me in three simple steps: Slowly
release the clutch until it begins to
engage, then apply gas, then release the clutch the rest of the way.
To my surprise, I was able to start in
first gear — without stalling — for
the first time, ever.
Our first course was the skid pad,
a flat, gravel-studded ring. We were
instructed to keep the car in second gear and maintain speed while
circling the pad in order to understand the causes of understeer and
oversteer skids. It was a serious lesson with practical implications, but it
was extremely difficult to keep from
grinning in sheer delight as I made
my lurid green Fiesta slide around
the skid pad.
pedals, two feet — but my parents
quickly dissuaded me of that notion.
Resuming the practice after more
than a decade took some serious
getting used to, but eventually
I mastered smooth, even braking.
Cone down on the slalom course!
Was I the culprit? Probably.
Next we tried the slalom, a series
of cones through which we wove
our colorful fleet. The course was a
sloppy mess, a dark gray mud/clay
hybrid that spit into the air with each
spin of the tires. The school preaches
left-foot braking, which instructors
said cuts braking time in half. As a
15-year-old first learning to drive, the
concept seemed obvious — two
I was told to avoid the sharply
cambered right side in one portion
of the slalom. One student wasn’t
so lucky, and slid his car right into
the ditch, bending a front wheel.
Once it was clear everyone was
OK, I was relieved. Relieved that
I wasn’t the one wearing the pink
helmet, that is.
It wasn’t all smooth sailing. I was
repeatedly chastised for using what
instructor and rally champ Chris
Duplessis called “The Soccer Mom,”
an underhanded method of turning the wheel that was so ingrained
I didn’t even notice I was doing it.
“Do you drive a minivan stuffed with
screaming kids?” he asked. “Then
stop that! Hand over hand!”
On day two, we were introduced
to pendulum turns, the steering
and braking technique used to fling
a rally car sideways through a turn.
It was the lesson I’d been most
eagerly anticipating after hours
watching videos on YouTube. I was
paired with Verena Mei, a rally driver
with the TrueCar Racing Women
Empowered Initiative, who’d be
racing the TrueCar Fiesta with Team
O’Neil and Star Girl Racing for the
2012 Rally America circuit. She was
attending classes as a refresher for
the upcoming season.
The pendulum turns were intimidating. In previous exercises, I’d pushed
the car to what felt like an extremely
irresponsible speed (ahem, 30 mph),
but the pendulum course had the instructors ever-so-gently coaxing me
outside of my comfort zone (“Go!
Go! GO!”).
I didn’t nail it on the first try. Or
the second, or the third. But the
HAGERTY.COM 51
instructors were patient, and eventually I was whipping that little Fiesta
around corners, shooting mud and
gravel two feet into the air.
The first time I felt the back end
slingshot the car around the turn was
the most exhilarating moment of
the whole experience, and I immediately sought
to repeat the
adrenaline rush.
Perma-grin
firmly in place
and confidence
suddenly
ingrained, I
ran the course
again and
again, leaving
all of those
Sunday driver
tendencies in
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Later in the
afternoon, the
students were
shuffled around
so everyone
could focus
on the type of
vehicle he or
she was most
interested in.
Verena and
Miguel, who would both compete
in the Rally America circuit in FWD
cars, stuck to the Fiestas. I opted
to try AWD and strapped into an
’80s-era Audi.
The dull red Audi exuded ominous
swirls of white smoke from under
its hood. One of the students from
Ecuador had just had his way with
it, and apparently he hadn’t been
gentle. The Audi’s seat had no
cushion, and I could adjust it forward
only about halfway. At 5-foot-2,
I was forced to drive nearly lying
down, peering through the steering
wheel. Distinctly non-badass, not to
mention undignified. My instructor
insisted I’d be fine.
He was right. I was immediately in
my element with the Audi, which
required a little more muscle to
maneuver through the slalom.
The car was a bit less responsive
than the Fiesta, and I consequently
felt more in control — enough to
finally test the limits of the gas
pedal, which I did gleefully. In fact,
it was impossible to keep from
laughing out loud as I tore through
the course.
That exuberance led to my only
real blunder, in which I took a
pendulum turn a little too quickly and
turned a little too late, decimating
nearly all of the cones in the
process, then stalling the car as I
skidded to an unceremonious stop.
“I think I just took out the cones” I
said. “All of the cones,” Speechless,
the instructor recovered quickly.
“Yep,”he said. Did I mention these
guys were patient?
Badass: Party of one
I left rally school with a cache of new
tricks and some fleeting dreams of
competing in my own Quattro. I’m
not saying I’ve been practicing pendulum turns all over town; that would
be reckless. But I’d be lying if I said
I haven’t tried out one or two.
And while it may seem counterintuitive that a crash course would make
me a better driver, the main benefit
of the experience was a newfound
confidence behind the wheel. That,
and those pendulum turns.
After a few days at rally school,
I was ready to return home and
put my new skills to use — and
practice those pendulum turns.
Check out hagerty.com/rallyschool for
video of Claire’s adventure.
VOYAGER 4 POST
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54 HAGERTY.COM
HAGERTY.COM 55
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REG.
99 $59PRICE
.99
HARBOR FREIGHT TOOLS - LIMIT 5
This valuable coupon is good anywhere you shop Harbor Freight Tools (retail stores, online, or 800 number). Cannot
be used with any other discount or coupon. Coupon not valid on prior purchases after 30 days from original purchase
date with receipt. Offer good while supplies last. Coupon cannot be bought, sold, or transferred. Original coupon must
be presented in-store, or with your order form,
or entered online in order to receive the coupon
discount. Valid through 9/27/12. Limit one
coupon per customer and one coupon per day.
LOT NO. 93840
SAVE
46%
Welder and accessories
sold separately.
HARBOR FREIGHT TOOLS - LIMIT 3
This valuable coupon is good anywhere you shop Harbor Freight Tools (retail stores, online, or 800 number). Cannot
be used with any other discount or coupon. Coupon not valid on prior purchases after 30 days from original purchase
date with receipt. Offer good while supplies last. Coupon cannot be bought, sold, or transferred. Original coupon must
be presented in-store, or with your order form,
or entered online in order to receive the coupon
discount. Valid through 9/27/12. Limit one
coupon per customer and one coupon per day.
1 TON CAPACITY
FOLDABLE
SHOP CRANE
LOT NO. 67338
LOT NO. 90305
SAVE
41%
$
2 PIECE, 1500 LB. CAPACITY
VEHICLE DOLLIES
$
14999
REG. PRICE $219.99
HARBOR FREIGHT TOOLS - LIMIT 5
This valuable coupon is good anywhere you shop Harbor Freight
Tools (retail stores, online, or 800 number). Cannot be used with any
other discount or coupon. Coupon not valid on prior purchases after
30 days from original purchase date with receipt. Offer good while
supplies last. Coupon cannot be bought, sold, or transferred. Original
coupon must be presented in-store, or with your order form, or
entered online in order to receive the coupon discount. Valid through
9/27/12. Limit one coupon per customer and one coupon per day.
4299
REG. PRICE $79.99
HARBOR FREIGHT TOOLS - LIMIT 4
This valuable coupon is good anywhere you shop Harbor Freight Tools (retail stores, online, or 800 number). Cannot
be used with any other discount or coupon. Coupon not valid on prior purchases after 30 days from original purchase
date with receipt. Offer good while supplies last. Coupon cannot be bought, sold, or transferred. Original coupon must
be presented in-store, or with your order form,
or entered online in order to receive the coupon
discount. Valid through 9/27/12. Limit one
coupon per customer and one coupon per day.
R !
PE ON
U
P
S U
CO
FIVE DRAWER
SAVE
$130
$
TOOL CART
LOT NO. 95272/69397
Item 95272 shown
700 LB. CAPACITY
169
REG.
99$299PRICE
.99
HARBOR FREIGHT TOOLS - LIMIT 4
This valuable coupon is good anywhere you shop Harbor Freight Tools (retail stores, online, or 800 number). Cannot
be used with any other discount or coupon. Coupon not valid on prior purchases after 30 days from original purchase
date with receipt. Offer good while supplies last. Coupon cannot be bought, sold, or transferred. Original coupon must
be presented in-store, or with your order form,
or entered online in order to receive the coupon
discount. Valid through 9/27/12. Limit one
coupon per customer and one coupon per day.
Order Online at HarborFreight.com and We'll Ship Your Order
hagerty’s marketplace
P. Gluck Woodworks, Inc.
provides wood, metal and finishing work of the highest quality using the best of craftsmanship
and materials in the repair, restoration or design and fabrication
of automobiles and furniture. Whether floorboards or steering
wheels, complete bodies or dining room chairs, no request is too
simple or too complex.
Contact Peter at 248-399-7698 or by email at pgluck99@aol.com.
For advertising information call 503-908-1873
Vintage Auto Posters
Since 1980, Everett Anton Singer has been supplying international collectors with the most diverse selection of authentic
vintage automotive posters. The vast inventory runs from the late
1890s through the 1960s; featuring marque, event and product
advertising. Please visit us at www.VintageAutoPosters.com.
summit racing equipment
Tune Up Your Hangout with
Genuine Hotrod Hardware!
Genuine Hotrod Hardware has
collectables, signs, storage solutions,
apparel, and more — everything
needed to tune up your garage or
man-cave in true car guy style!
In stock items ship the same day
when ordered by 10 pm EST!
Call 1-800-575-1932, or visit
GenuineHotrod.com for a free catalog.
900+ Brands
at Summit Racing
Equipment
Woodward Fab
Free metal working equipment
catalog with affordable prices.
Featuring sheetmetal brakes, shears,
grinders, belt sanders, notchers, iron
workers, pipe benders, nibblers,
punches, body hammers, shot bags,
metal cutting saws, english wheels,
shrinker/stretchers from $179.99,
metal brakes from $299.99, rolls
from $299.99.
Call us at 800-391-5419 or order at
woodwardfab.com.
Reliable Carriers
Our heritage understands your heritage. For more than 50
years, we’ve demonstrated how to move your vintage — and
often priceless — vehicles. With fully enclosed transporters, 24/7 GPS tracking and an unstoppable commitment to
quality, you’ve got one elegant solution: total peace of mind
about your heritage car.
Call us at
877-744-7889
or log on at
reliablecarriers.com.
CARJACKET®
A bag — not a cover.
A perfect combination.
CarJacket® protects
your car from aging
during storage while Hagerty
insures your car from accidents.
Your car comes from storage exactly as it went in.
NO RUST — NO DUST! Indoor use only.
800-522-7224 | www.carbag.com
Makes glass invisible
Invisible Glass was developed
with two simple objectives:
superior cleaning power and
“invisible” clarity. When
compared to ordinary “blue water”
glass cleaners, you’ll immediately
see how quickly Invisible Glass removes even the most difficult grime,
making glass virtually disappear!
For tips, testimonials, prizes, and
more go to FreeInvisibleGlass.com
or call 888-786-6373.
HAGERTY.COM 59
HISTORIC VEHICLE ASSOCIATION
AN UPDATE FROM THE HVA
LeMay
America’s
Car Museum
The ribbon has been cut, the
doors are open, and America’s
Car Museum stands as a testament to our love affair with the
automobile
After more than a decade of planning and construction, on June 2
LeMay — America’s Car Museum
opened its doors.
Think of the Baseball Hall of Fame
and you think of Cooperstown. For
the Rock and Roll Hall of Fame
it’s Cleveland, of course. That’s
1
Awards Calendar
At shows and concours throughout
North America, the HVA and FIVA
recognize exceptionally preserved
vehicles that retain their original
components and finishes. These
important industrial artifacts are
examined by HVA judges and
honored with the FIVA Award.
Here’s a list of summer 2012 events
where the HVA will be on hand to
present this coveted award:
60 HAGERTY.COM
the connection America’s Car
Museum and the city of Tacoma,
Washington, want people to make
for automotive history.
Situated 30 minutes south of
Seattle, in the shadow of Mount
Rainier, the museum’s vision is to
“become the gathering place where
auto enthusiasts from around the
globe celebrate America’s love affair
with the automobile.” And thanks
to $60 million in donations and the
support of the city, the world’s largest private automobile collection
has a new nine-acre, four-story,
165,000-sq-ft home in Tacoma.
Just off Interstate 5, ACM’s grand
new museum complex — including
galleries, a banquet hall, multimedia
center and a restaurant/café — is
expected to bring in an annual
average of 425,000 visitors and $34
million to the local economy. The
museum will also attract school
groups for educational tours and
corporate functions.
Watch for expanded coverage of
the Grand Opening in our Fall issue.
For ticket prices, news and a look
at ACM’s 2012 events calendar,
go to lemaymuseum.org.
PHOTO: DAVID IMANAKA
PHOTO: DAVID IMANAKA
sports car they fell in love with as a
teenager,” says ACM CEO David
Madeira. “Personal experiences with
cars are at the heart of the American experience, and we’re going to
showcase more than a century of
automotive lifestyle and history, as
well as the future of transportation.”
“Everybody remembers their first
car, family driving vacations, a
6.10 The Elegance at Hershey
Hershey, PA
theeleganceathershey.com
7.7 Chrysler Nationals
Carlisle, PA carlisleevents.com
7.24 GM Nationals
Carlisle, PA
carlisleevents.com
7.29
Concours d’Elegance
of America
Plymouth, MI
concoursusa.org
8.17 The Quail:
A Motorsports Gathering
Carmel Valley, CA
quaillodgeevents.com
Concorso Italiano
Carmel Valley, CA
concorso.com
8.19 Pebble Beach
Concours d’Elegance
Pebble Beach, CA
pebblebeachconcours.net
Post Your
Picture.
Share Your
Story.
Every car, truck or motorcycle we’ve ever owned
evokes memories. Was it the Corvair your family
bought when the old Plymouth broke down on
vacation? The Volvo in which you learned to drive?
Or maybe the Impala that hosted your first kiss?
We’d like to hear your story and see your picture.
Please post them on Facebook at facebook.com/
HistoricVehicleAssociation. Not on Facebook? Visit
our website to share your story (historicvehicle.org).
“My grandfather is only two years old in this photo.
This car was his father’s pride and joy through the
Depression — he kept it for years and years. I sure
wish we still had it.”
“My 1964 Buick LeSabre had a Wildcat engine! I
took my gal to our high school dances in that car…
you can even see my aunt chaperoning in the passenger seat!”
“I still remember the feeling of my girl’s arms
wrapped tight around my waist when I took her for
her first ride… that girl is now my wife of 35 years.
Man, I loved that motorcycle!”
VISIT US ON
FACEBOOK:
facebook.com/HistoricVehicle
Association
Corvette America Manufactures
Interior products in Reedsville, PA.
Request a FREE Catalog Today!
Dealer Inquiries Welcome!
800-458-3475
www.CorvetteAmerica.com
HAGERTY.COM 61
HISTORIC VEHICLE ASSOCIATION
AN UPDATE FROM THE HVA
62 HAGERTY.COM
Photo:
David Friedman
This Car Matters is the Historic Vehicle
Association’s way of recognizing that
every car is important, whether it set a
record, put a million people on wheels
or just changed one life. In each issue of
Hagerty Classic Cars we’re going to look
at one car that influenced the world or
simply the people who encountered it.
This Car Matters
shelby cobra
1
The Car: 1964 Shelby
Cobra Daytona Coupe, CSX2287
2
Time and Place: November 1965,
Bonneville Salt Flats
3
The Man: Craig Breedlove,
multiple land speed record holder
4
Engine Specs: 289-cid OHV V-8,
390 hp, four Weber carbs
5
Tires: Goodyear Stock Car Special
6
Achievement: Set endurance
record by averaging 150 mph for
12 hours (one of 23 records set)
7
Sponsors: Goodyear, Castrol,
Autolite
HAGERTY.COM 63
photos: Simeone Automotive Museum
HISTORIC VEHICLE ASSOCIATION
AN UPDATE FROM THE HVA
Did You Know?
Four reasons why the Simeone Foundation
Automotive Museum is the world’s premier vintage
race car collection
In 2011, the International Historic Motoring Awards recognized the
Simeone Foundation Automotive Museum as its Museum of the
Year. “No other collection tells the history of racing sports cars and
how ‘the spirit of competition’ impacted the production automobiles,” says Harry Hurst, SFAM’s Director of Communications. The
roughly 60 cars — each in period- specific dioramas — provide 60
reasons to visit this museum. Here are four:
1921 Duesenberg French GP: The only car in the collection that is not
a sports car, this is one of three factory-entered Duesenbergs that
competed in the Grand Prix at Le Mans in 1921.
1937 Bugatti 57G “Tank”: The Mona Lisa of the Simeone collection,
one of only three ever made and the only one that remains.
Neon
Signs!
Custom
Built
Gas
Pump
s!
1970 Porsche 917LH: The famous
“Hippie” 917 (nicknamed for its psychedelic paint scheme) that came in
2nd at the 1970 24 Hours of Le Mans.
1963 Corvette Grand Sport: The most
original of the five Grand Sports built
to battle Ford’s Cobra.
Over
75 to
Choose
From!
Any Brand
15 Colors
Many Styles
For a complete list of the
cars on display, go to
simeonemuseum.org.
Toll Free
64 HAGERTY.COM
at: 1.800.708.5051
LUCAS TIRES FULL PAGE AD
HAGERTY.COM 65
REARVIEW MIRROR
1967 Camaro Rally Sport
Original ownership documents (above)
helped prove that the white ’67 Camaro
(left) offered for sale started life as the
black car (below) that Robert Jordan
bought new and drove to his wedding.
It also started the chain of events that
reunited it with its original owner.
The one that got away came back home
SECOND CHANCE Camaro
Jonathan A. Stein
Most people only get one chance
with that special car. Sometimes it’s
an opportunity missed or a car sold
too soon. However, Robert Jordan
got a second chance.
When Jordan was home on military
leave in December 1966, he visited
the Dumas Milner Chevrolet dealership in Jackson, Mississippi. “I knew
I’d need a car after my discharge and
I’d always been a Chevy man,” he
says. A car fresh off the truck caught
his attention: “It was different from
anything I had seen before. It was
a 1967 Camaro Rally Sport/Super
Sport.” It was Tuxedo Black with a
beige vinyl roof, white nose stripe,
gold deluxe interior and four-speed
manual transmission, and Jordan
promised himself that he’d own it if
it was still there in February.
Three months, a discharge and a
bank loan later, Jordan traded a
$3,100 check for that black RS/SS
Camaro. As the salesman handed
over the metal Protect-O-Plate
owner’s card, Jordan noticed that his
town was erroneously listed as Terry,
not Jackson. Assured that the goof
66 HAGERTY.COM
wouldn’t affect the warranty, Jordan
drove off in his new ride.
Later in the year, Robert met Carol,
and they were married in October
1968. Painted with white shoe polish
and festooned with toilet paper, the
trusty Camaro took them from the
wedding to their Gulf Coast honeymoon. For another five years the
Camaro was used daily, but after
their first son was born the Jordans
sold it and bought a bigger car.
Fast forward a lifetime and the
Camaro was largely out of mind,
until October 2010, when Robert
and Carol attended “Cruisin’ the
Coast.” After seeing many fine early
Camaros and exchanging “the one
that got away” stories, they began to
have wistful thoughts of their old car.
Everything changed in late February
2011, when Robert, who now really
did live in Terry, returned home to
find a message from a Chris Canfield. He learned that Canfield was
considering buying a restored 1967
Camaro, which had a Protect-O-Plate
showing it had been bought new
by Robert Jordan of Terry, Mississippi. Canfield shared photos of the
restored car — now white with a
red interior — and Jordan said that
he’d be interested should it ever be
available. A week later, says Jordan,
“Chris contacted me and said I was
the rightful owner and he wanted
to make my dream come true.” Canfield forwarded the seller’s contact
information. Once Jordan had confirmed that the Camaro was indeed
his old car, the deal was done.
In late March 2011, Jordan and
friend John Stigall picked up the
Camaro in New Castle, Indiana, and
trailered it home. To bring the story
full circle, in October, Robert and
Carol Jordan took the Camaro back
to the Mississippi Gulf Coast, where
they celebrated their 43rd wedding
anniversary.
HAGERTY.COM 67
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