What if Studebaker had survived?

Old car marques don’t die and fade away, it seems.  Instead they just keep showing up at vintage car shows.  Be it Packard or Hudson, Oldsmobile or DeSoto, enthusiasts who own examples of discontinued nameplates receive great delight in keeping them looking new and sharing them with an appreciative audience.  I’m a member of that audience.

For some reason, I’m keen on many of the vehicles built by the South Bend-based Studebaker Corporation.  I’ve often wondered, if the 112 - year old firm had stayed in the car business what some of their models would look like today.

Their models in the 50s and 60s certainly garnered my attention as a teenager.  I recall in high school being enthusiastic about the company’s exciting line up of Hawks when they were introduced for 1956 and the new compact, the Lark, when it was introduced in the fall of 1959.

If you scanned the list of vehicles that I‘ve owned over my lifetime, it becomes apparent that I’ve always had a place in my heart for cars from American independent automakers like Studebaker and American Motors (AMC).

I’ve always have rooted for the underdogs; it’s why I bought a 1960 Rambler, a 1966 Corvair (when the Nader “Unsafe” book came out) and a 1973 AMC Sportabout in my early car buying days and I more recently opted for the nifty 1995 and 2001 Neons from Dodge and even the 2013 Buick Verano that now resides in my garage.

When I was really young, in the late 40s and early 50s, Studebaker products didn’t register with me.  Too bad, because the company introduced some amazing vehicles and were doing quite well with good sales. 

Studebaker was one of the first out of the gate after WWII with an all-new car.  Their famous “Which way is it going?” coupes were a sensation and the whole car line sold very well.  Do readers recall the bright green 1950 Studebaker owned by Sam Monte that has appeared several times in the Lake Bluff Concours? 

Then the Indiana automaker amazed car buyers again when they introduced the stunning 1953 Coupe with its dramatic Euro-influenced long hood/short deck styling.  Clean of geegaw trim and low to the ground, many place the ’53 Studebaker on their all-time great car list. 

I don’t recall the commotion of the introduction of the ’53 Studebaker but the car did impress me three years later when I had become a young auto industry follower.  Studebaker designers took the then-four-year old coupe design and with a new hood here and some performance parts there created four exciting sports cars called the Hawk.

Can older readers recall their names?  They had such a great impression on me I can still recite Power Hawk, Flight Hawk, Sky Hawk and Golden Hawk.

In some ways, the 1956 Studebaker Hawks were a predictor of what became known as the Pony Car auto segment later.  The Hawks were smaller sized coupes with long hood/short deck styling like the initial pony car, the Mustang.

Because they had the body styles and engines to do so, the planners could create a Hawk with optimal equipment and style like the Golden Hawk with hardtop coupe styling and Packard’s potent 352 cu. in., 275 h.p. V-8 and an economy, sporty model like the cheapest offering, the 6-cylinder-powered Power Hawk post coupe.   The Sky and Flight Hawk gave buyers the option of a post coupe with a 289 cu. in . Studebaker V-8 on the former and a hardtop coupe with a six on the latter.

If Studebaker built cars today, I bet the Hawk would still appeal to the sporty car buyers and be in a race for sales with GM’s Camaro, Ford’s Mustang and FCA’s Challenger plus all the imported sporty cars. 

Designer/Frenchman Raymond Loewy, given credit for the 1953 Coupe in which the original Hawk was based, isn’t with us today but something tells me that a 2017 Hawk would show retro touches reflecting Loewy’s distinct clean style just like today’s Mustang/Camaro/Challenger offerings have strong family resemblances to these car’s first generation model.

One other Studebaker car holds a special place in my heart.  I was in college when the fiberglass Avanti sports car was rushed to market in 1962.  Again, Studebaker turned to Loewy for his design skills in creating a competitor for Chevy’s Corvette.  The Avanti experienced unfortunate production setbacks that delayed deliveries.  It didn’t sell well but remains today one of Studebaker’s most desirable collectibles from the 50s and 60s era.

I would love to see what a 21st century Avanti would look like.  It surely would have the sexy stance with the dipped front end and raised rear end – an Avanti trademark.  The Avanti was an innovator with unexpected features when introduced in 1962 like a built-in roll bar, disc brakes and aircraft-style dash controls. I’d guess a new Avanti would be equally advanced, after all Avanti means “move forward” in Italian.  Wouldn’t it be great if Corvette had a worthy competitor today!

Studebaker beat the Big Three to market with a compact car by one year.  Its 1959 Lark was unique in that it was introduced with options not expected in the entry-level field.  The perky Larks, still based on the 1953 Studebaker coupe and sedan platform, were a little long in the tooth but were contemporary looking and came in two levels of trim.  The compact car could be had in several models including a 2-door hardtop and owners had the option of ordering either a six or a V-8 engine.

Briefly the Lark was a sales success, but the combination of intense competition and the inability to replace it with something new a few years later doomed it.  The demise of Studebaker as an automaker followed in 1966. 

Perhaps if designer Brooks Stevens’ Sceptre concept models (we had the 2-door Sceptre styling study at this year’s Lake Bluff Concours) Studebaker could have slowed its rapid sales decline in the mid-60s and would have survived to thrill us today with interesting offerings.

Studebaker got its start by being a “truck” producer, sort of.  Its Conestoga wagons, introduced in 1852, enabled westward-bound pioneers to safely traverse the challenging Great Plains and settle at points west of the Mississippi in the 19th century. 

With a history like that, it stands to reason that Studebaker Corporation strength today would be trucks.  I always admired how Studebaker, with very little development funds, created interesting models.  

A good example being the compact Lark-based Champ pick-up – a model that still appeals to me today.  A Champ-sized pickup would a perfect offering in a truck-crazed market and would probably find buyers wanting the utility of a pick up but don’t want to drive a rig that is aircraft carrier size and gets lousy gas mileage. 

Another model that showed creative thinking was the station wagon-based Wagonaire. The utility of its sliding roof at the rear should have made the clever vehicle a big success.  In some ways, it was America’s first sport utility vehicle or SUV.

Having Studebaker with us is wishful thinking.  A great automaker lost its way and I still grieve a little over the loss.

Would this beautiful Studebaker concept car from the sixties, if put into production, have saved the Indiana automaker and we'd have Hawks, Avantis, Wagonaires and Champs in our driveways today?  Perhaps not, but designer Brooks Stevens Sceptre hardtop sure is a beautiful automobile and it is a shame it never reached production for the 1966 or 1967 model year.  The Sceptre is now part of the Studebaker National Museum in South Bend.  (Red car in background is the ahead-of-its-time 1950 Studebaker "which way is it going" Starlight coupe)

 

 

Independent automaker Studebaker was struggling in the early 60s with little funds for research and development, but the company's clever engineers and designers managed to create a number of remarkable and inventive vehicles. An excellent example being the versatile Wagonaire utility wagon, based on the Lark/Daytona station wagon.  The rear of the roof slides forward to enable the owner to transport a potted tree or a photographer to set up his tripod on an elevated platform.  It was ingenious, but never a big seller.  The company stopped auto production in 1966.

Dar’s favorite Imperials

 

 

 

 

 

Hands down, this 1957 Crown four-door sedan in Desert Beige is Dar's favorite Imperial.  Perhaps the pinnacle of Chrysler designer Virgil Exner, Sr.'s entire automotive career effort, this exquisite beauty has all the features that rings his bell such as rare dual, not quad headlights, curved side glass, compound curved windshield and the famous "toilet seat" option on the trunk.  Imperial was Chrysler Corporation's attempt to match the sales of its successful luxury rivals, Cadillac and Lincoln. The 1957 sold over 37,000 units, making it the most popular in the marque's 20-year history.

In today’s column I’m writing about my favorite Imperial automobiles.  Notice I didn’t write Chrysler Imperial…just Imperial.  There’s a reason I make the distinction.

For true old-timers – even older than yours truly – the words Chrysler and Imperial were used simultaneously.  When Walter P. Chrysler took the bones of the Maxwell Motor Company that he purchased in 1925 and introduced Chrysler automobiles, it took him only a year before he created a top-of-the-line model and called it the Chrysler Imperial in 1926.  If a buyer wanted a luxury car from Chrysler Corporation, then you opted to purchase the Chrysler Imperial.

Why the name Imperial?  Walter P. must have asked his minions to do a little research.  Someone discovered that the adjective ‘imperial’ according to Webster’s dictionary means sovereign, supreme, superior or of unusual size or excellence.  It obviously was an ideal name that befit Chrysler’s highest priced quality model.

Through the decades that followed, Chrysler Imperials were the measure to define what a Chrysler Corporation luxury car was all about.  American automakers General Motors and Ford Motor Company had their Cadillacs and Lincolns to draw in luxury buyers, Chrysler had its Chrysler Imperial.

During those decades it should be mentioned that Lincoln and Cadillac – especially Cadillac – greatly outsold the Chrysler Imperial.  Actually, Cadillac in the post-WWII era was the elephant in the room when comparing sales numbers.  In 1954, Cadillac sold 20 times the number of Chrysler Imperials and Lincoln sold six times more.

By the early 50s, Chrysler Corporation – noting the growing luxury market AND wanting to sell more highly profitable models – decided to create a new, separate luxury division.  For the first time in model year 1955 Cadillac and Lincoln had a serious new competitor and its name was Imperial. 

The 1955 Imperial still shared many body parts with sibling Chrysler, but chief designer Virgil Exner used a number of clever and effective styling tricks to elevate the prominence of the luxury car. 

Most notable was the chrome-rimmed dual grille openings up front, massive bumper details front and back and taillights that sat atop the rear fenders.  These “microphone” light assemblies on the fender were a design feature that were first shown on early 50s Exner-designed concept cars and became a favorite Imperial styling touch for many years.

Two years later Exner managed to talk the company bean counters into letting his team put together an all-new vehicle that shared little body pieces with other corporate divisions.  This was also the year when Exner’s Forward Look featuring massive fins and revolutionary thin rooflines that made Chrysler Corp. a style leader.

With the new models, Imperial sales soared from 1956’s total of 10,268 to 37,593 units sold.  The sales success of the dramatically new 1957s would never be achieved again in its 20-year history.

The Imperial would be based on the 1957 platform, with annual styling updates (not always successfully in my opinion), for the next ten years with only one major re-design in 1964. 

In 1967 and until its demise after the 1975 model year, the company decided it was too expensive to offer their luxury line on its own platform and created a new Imperial using all the bones of a Chrysler but with a unique exterior skin.  Sales never attained the record levels attained in 1957 and the Imperial division was dismantled.

It should be noted that Chrysler attempted two times to resurrect the Imperial name and both efforts had limited success.  During the 1981-83 model years Chrysler introduced a luxury sporty coupe based on the Chrysler Cordoba.  It’s controversial bustle-back themed styling slowed sales and only 12,385 of the Imperials were sold.

In 1990, using a stretched K-car platform, Chrysler again introduced an Imperial.  The rather attractive car featured hidden headlights, tufted leather seats and a partial vinyl roof.  It too ultimately failed in the market place. 

No Imperials have appeared in showrooms since.  However, in 2006 the company did show an Imperial concept at auto show that garnered marginal interest and was never put into production.

The best selling Imperial is also my favorite, by far.  1957 Imperial appears on my all-time favorite car list.  Retired designer Diran Yazejian owns the Imperial I’d like to have in my garage.  I like everything about the car and I wouldn’t change one thing.

The ‘57 perhaps represent best the beautiful Forward Look that was penned by legendary Chrysler designer Virgil Exner, Sr. back in the 50s.  Diran’s Imperial is exquisitely designed and not surprisingly is invited to many of car shows in Southeast Michigan. 

I invite Diran to bring his Imperial to the Lake Bluff Concours each time I see him.  Unfortunately he doesn’t drive it far on the highway and he doesn’t have a trailer to tow it. 

Imperial number two on my favorite’s list is the 1969 model.  It was created by using the all-new 1969 “fuselage” body found on sibling Chrysler.  Imperial designer gave the Chrysler body unique front fenders, hood and loop bumper up front and an attractive rear bumper and trunk and came up with a very nice looking luxury car.

The 1969 Imperial showed a nice bump in increased sales (22,083) and became the third best selling offering.  Unfortunately it was still miles from being close in sales to either Cadillac or Lincoln.

Last on my favorite Imperials list is the 1964-66 offerings.  Still built on the platform introduced in 1957, these are the Imperials that remind everyone of the 1961 Lincoln-Continentals. 

There is a reason for that.  Chrysler Design VP was Elwood Engel who was hired from Ford in 1961.  Engel is credited with designing the stunningly beautiful and successful 61 Lincoln-Continental.  Using many of the same design themes used on the Lincoln, he gave the radically re-skinned Imperials a new look that were attractive but failed to make any design breakthroughs.

Mr. Engle’s efforts paid off.  Sales for Imperial increased in 1964 from 14,121 to 23,295.  It was the luxury maker’s second best year ever.

Imperial is now just a distance memory.  Thankfully we can attend car shows and enjoy seeing examples of these wonderful automobiles.   The Imperial never came close in outselling competitors Cadillac and Lincoln but we can’t fault Chrysler for not trying.   We just have to gaze at Diran Yazejian’s 1957 Imperial for vindication.




After decades being sold as the Chrysler Imperial, in 1955 the American automaker created the Imperial division and began selling the luxury car as a separate marque.  The Imperial shared a body with sibling Chrysler initially (1955-56, 1955 shown), then with the 1957 wore its own unique platform until 1966.  From 1967 to its final its final year, 1975, it returned to being an upgraded Chrysler.  Over its brief history, the Imperial impressed only 331,018 buyers, a figure often sold by rival Cadillac in just one year.  Imperial sales averaged 16,551, with 1957 being their peak year with sales of over 37,000.

This (Vehicle of the Year Awards) and That (Farewell Viper)

The staff that organizes the North American International Car Show (NAIAS) recently announced the finalist for the event’s North American Car, Utility and Truck of the Year awards.

The 2017 “of the Year” awards will be announced January 9 at the Detroit Auto Show and I plan to be there at 7:45 a.m. to hear the results.  Whether the general populous stay awake at night waiting for the outcome of this annual exercise is doubtful, but I can assure you that the automakers with candidates in the mix certainly are. 

It’s a big deal to win.  Bragging rights are still valuable in the Motor City and the NAIAS’ “of the Year” trophies are prized by all the automakers.

This year’s Car of the Year nominees are Chevy’s all-electric Bolt, Hyundai’s luxury sedan Genesis G90 and Volvo’s S90.  The Ford F-series Super Duty, Honda’s Ridgeline and Nissan’s Titan – all pick-ups – are the finalists for Truck of the Year prize.  Utility of the Year nominees include Chrysler Pacifica, Jaguar F-Pace and the Mazda CX-9.

The nine finalists were chosen by an independent jury of 57 automotive journalists from short lists of 15 cars, 11 utility vehicles and four trucks.

Last year the Honda Civic won the Car of the Year award and the Volvo XC90 won the combined Truck/Utility of the Year award.

Regretfully each year I’m not asked to be one of the 57 journalists who are polled for their opinions on which of the new vehicles should be nominated for this contest.  That doesn’t stop me from having an opinion.  

What are my picks?  It is a little tougher for me this year than in the past to make a choice.  I’m thinking that the Pacifica minivan will win hands down.  It is crammed full of dozens of new features including the first plug-in hybrid offering.  It’s also nicely designed and is the first all-new Chrysler minivan in seven years. 

Volvo won last year with their XC90 crossover, so I’m sure the S90 sedan will be passed over for the Car of the Year Award.  That leaves the electric Bolt with its 238 miles of range and the impressive luxury sedan Genesis G90. 

I’m predicting the Bolt will win because auto journalist like to reward automakers that take a bold step like GM has done in introducing an all-new electric small car that will cost, after federal tax incentives, under $30,000.

I’m really interested in what truck wins.  I don’t think the Nissan Titan is in the running but it is really hard to decide between Ford’s all-new, all-aluminum Super Duty pickup and Honda’s innovative and very attractive Ridgeline pickup.  Of the two, I’d rather own the mid-size, practical and versatile Ridgeline with its lockable in-bed trunk and dual-action tailgate.  But it’s my guess that the panel of journalists will opt to give the trophy to Ford’s F-150 Heavy Duty.

I’ll be sure to share the winners when I write up my NAIAS report for The Herald Palladium after the January 9 presentation.

 

 

The excellent eye of photographer Ken McKeown of St. Joseph captures a nest of Dodge Vipers at the 2015 Lake Bluff Concours.  The chief engineer of the Vipers, Roy Sjoberg, was the Concours event's featured guest.  Vipers are in the news of late because parent company FCA announced this past year that the sports car will be discontinued this coming year.  Anticipating a continuing interest in the poor selling vehicles, a North Carolina dealer has ordered 135 Vipers (valued from $97,000 to $159,000 each) of the last batch to be built of the V-10-powered sports car.

Readers may have read this past summer that Fiat Chrysler Automobiles (FCA) will stop building the company’s high performance Dodge Viper sports car this coming year.

Never a big seller, the Viper mostly served as a halo car for the company’s Dodge division.  Like its successful domestic competitor, the Chevy Corvette, the 2-seat Dodge sports car appealed to drivers who love a burly roadster with a big engine under the hood, swoopy lines and room for only two.

The Viper – created as a modern Shelby Cobra – delivered on all those points but it never sold in big numbers.  The Viper began life unexpectedly back in 1989 at the NAIAS in Detroit as an exotic concept.  Media and the public response were instant and positive. 

It wasn’t long before the company announced that the company would put the Viper into limited production at its New Mack Assembly plant, (later at the Connor Avenue plant) in downtown Detroit.  Surprisingly the production car kept most of the aggressive look and the outrageous V-10 engine of the concept.

The Viper did a great job in improving Dodge’s performance image.  It had a lot of fans but the company needed both fans and buyers and that didn’t happen.

Over its lifetime of over 20 years, there were three generations of the car.  It came in not only the original roadster but later as a sleek coupe.  Multiple performance packages for the Viper made it into a torrid performer suited for any number of racing purposes.  Vipers could be created that were pretty much racecars and the car won its share of competitions.

Readers may recall that we featured a “nest” of Vipers at the Lake Bluff Concours in 2015 and was fortunate to have the sports car’s chief engineer Roy Sjoberg as the featured guest.  It was at that event that I discovered that Viper owners are a devoted lot and truly love their high performance vehicles.

I mention the Viper in today’s column not only because it is being discontinued but also what I read recently about the unusual actions of a dealer in North Carolina.  Apparently the ownership of Gerry Wood Chrysler-Dodge-Jeep-Ram dealership in Salisbury, N.C. didn’t get the memo that Dodge Vipers are poor sellers. 

According to a recent report in Automotive News the dealership has ordered a stockpile of 135 of the last batch of Vipers built by Fiat Chrysler.  That number – 135 ordered – made more of an impact on me when I read that only 149 Vipers remain unsold in Dodge dealer’s lots nationwide!

Obviously a business doesn’t spend millions of dollars to stockpile a product if they don’t expect to find a market.  In the Auto News story it was reported that the 135 Vipers will range in price from $96,685 to $159,080.  Many have been ordered in unique paint colors ordered through Dodge’s One-of-One customization program. 

Anticipating buyers from afar, the dealership says it will offer “VIP pickup” for Viper customers flying into airports in and around North Carolina. 

With that modest inventory of Vipers, I’d suggest readers wanting one of the last Vipers better pick up the phone…today.

Vintage car auction prices jump

(Initially published in February, 2016)

It was fun to be housebound in late January.  With chilly temperatures, snow and wind making the option of doing outdoors yard tasks only a winter-time dream, I was happily stuck indoors glued in my recliner in front of the flat screen.

For days on end the melodic banter of professional auctioneers’ voices filled my living room.  There were two major automotive auctions that were televised in January.

Mecum Collector Car Auctions, headquartered in Walworth, WI, started the winter auction parade in mid-January at Osceola Heritage Park in Kissimmee, Florida. 

Dana Mecum’s first auction event took place in 1988 at Illinois’ Rockford Airport.  Despite a brief visit by a tornado that played havoc with the event’s display tents, the event was a success. 

Now, one of the best-known and successful automotive auction houses in the country, Mecum Auction has earned a reputation for delivering quality cars, great customer service and high-energy auctions to collector car crowds throughout the year, in locations across the United States.

At the Mecum’s televised auctions Dana, and his son Frank can be seen working the crowds, encouraging reluctant bidders to loosen their purse strings and place one more bid on a desirable vintage car up on the auction stage.

The Mecums started out as a small business buying and selling muscle cars.  In the ensuing decades, Mecum Auctions has grown into a leading auction house selling not only muscle cars – still their specialty – but also a variety of collectible vehicles.

In 2009, Mecum made a major decision and joined high-end auction houses like RM, Bonhams, Gooding & Company and Russo and Steele in Monterey, California and held one of its auctions during the week of events that lead up the Pebble Beach Concours.  

With that move, Mecum became known not only for selling muscle cars like Mustang, Camaro, Mopar E-bodies and Shelbys but also exotic sports cars, classics and other high-end collector vehicles.

More on Mecum in a moment.

From January 23 to the 31, my TV watching plans shifted from central Florida to Westworld of Scottsdale, a huge venue in Arizona that is the home of the famous Barrett-Jackson auction.  Billed as “The World’s Greatest Collector Car Auction,” Scottsdale-based Barrett-Jackson almost defies description. 

On display at the Westworld site under huge white tents were thousands of collector cars.    Classic beauties like Cadillac V-12s and Packards, American muscle cars and a slew exotic imports like Ferrari and German premium models filled the program listing vehicles for sale.   Unlike many auctions, almost all of the Barrett-Jackson consignment cars are offered at no reserve.

Russ and Nellie Jackson and business partner Tom Barrett founded Barrett-Jackson in 1971.   Today, Russ and Nellie’s son, Craig who serves as Chairman and CEO, heads the world-class auction house. 

Craig, and Steve Davis serving as president since 1996, works hard to keep the annual extravaganza a massive success that attracts each January thousands of consigned vehicles and tens of thousand of interested car enthusiasts, many with money in their pockets.

Unlike most automotive auction events, Barrett-Jackson has made a strong philanthropic commitment.  Over $84 million has been raised, with 2015 being especially successful with over $10 million raised for charities.  
 
Both Mecum and Barrett-Jackson have grown significantly in recent years.  Mecum Auctions are held not only in Kissimmee but also in cities and towns big and small across the U.S.  Coming up will be 500 – 2,000 vehicle events in Kansas City, Denver, Harrisburg and Dallas, to name only a few. 

Even my hometown of Lapeer, MI will be the site of a Mecum Auction on June 4.  Lapeer resident Charles Schneider will be selling the world’s largest collection of orchard, vineyard and grove tractors.

Barrett-Jackson now holds several auctions outside of Scottsdale.  Gambling towns Las Vegas and Reno and Palm Beach will all host a Barrett-Jackson in the months to come.

Both auction houses attract top-end vehicles because both draw active bidders with big pockets.  Each year auction prices reach astronomical levels with some vehicles attracting prices in the seven digit figures.

Both auction houses permit owners to place their vehicles with a reserve but that practice appears to me to be more prevalent at Mecum than at Barrett-Jackson.  A reserved consignment means that the owner reserves the right to not sell the vehicle if the hoped-for price is not met. 

Personally, the excitement level is higher with no-reserve sales because it increases the chance that a very valuable auto may be sold at a rock bottom price.  Obviously the bidder hits the jackpot if he or she can acquire a vintage car of their dreams at a price significantly below the expected price point.

Sometime, and this is when an auction is fun to watch, two wealthy bidders want the same car and money is no object.  That’s when auction observers witness a so-so vehicle go out the door at a price dramatically higher than normal market price.   

No surprise this year - a number of vehicles were sold at record prices.  Perhaps the most captivating story for me came out of the Mecum Kissimmee auction.  Readers know I have bias for Mopar cars, especially for the E-bodied pony cars offered by Plymouth and Dodge in the late 60s and early 70s.

Nine of the top-10 cars sold at Mecum’s Kissimmee sale were muscle cars.  Of these, seven were Mopars.   The auction’s top-10 sold vehicles brought in $10,747,500, and Mopar muscle cars accounted for $9,125,000 of the total.

The muscle car that brought top dollar was a low-mileage 1970 Plymouth Hemi ‘Cuda convertible with a four-speed transmission.  Only five ‘Cudas Hemi convertibles were built in 1970 in this engine/transmission configuration.  This rarity prompted some lucky buyer to bid an astonishing $2,675,000 for the Mopar!

Giving this ‘Cuda an extra appeal may have been its showy High-Impact Lemon Twist Yellow, Shaker hood with hood pins and a long list of desirable factory options.

It might interest readers that several other E-body Mopars also reached above the $1 million mark.  They included both a 1971 Plymouth Hemi ‘Cuda convertible at $2,300,00 and a 1970 Dodge Hemi Challenger R/T convertible at $1,650,000. 

An additional four muscle cars fetched over $500,000 and included a 1971 Plymouth Hemi ‘Cuda ($950,000), 1963 Chevrolet Corvette Z06 “tanker” ($710,000), 1969 Dodge Hemi Coronet R/T convertible ($625,000) and 1970 Ford Torino King Cobra ($525,000.)

Bidders didn’t have to be a millionaire to pick up a nice car at Mecum, however.  A nice 1962 Mercury Comet sold for a modest $5,000 and someone went home with a big 1964 Buick Electra 225 four-door hardtop for only $2,500.

If you have a fat bank account or not, whether you are looking to buy a vintage car or not, attending or watching these popular vintage vehicles are great fun and a perfect way to while away a long winter day.

                                                             1970 Plymouth ‘Cuda 

Forget the stock market.  If you want to build a nice retirement portfolio without resorting to Wall Street, look no farther than the collector car hobby.  Cars that sold in four figures when new, sold in the five figures twenty years ago are now selling in the seven figures at well-publicized auctions.  Case in point:  At the recent Kissimmee, FL Mecum Auction, a 1970 Plymouth Hemi ‘Cuda convertible sold for an astounding $2,675,000!  Low mileage and rarity (only five Hemi ‘Cuda convertibles were built) undoubtedly contributed to bidder interest.
 

                                                    1963 Corvette split window coupe  
                                        (Note:  This is not a Z06 Fuelie “Tanker” Corvette)
       
It can probably be said that just about every Corvettephile in the world would love to have a 1963 Corvette split window coupe.  The dramatically new 1963 Corvette coupe was a styling sensation but the spiffy split window feature was eliminated after just one year of production to address complaints of poor rearward vision.  Sixty-three 1963 Corvettes were built with 36-gallon gas tanks and were given a "tanker" handle and now fetch big auction prices.  At the recent Mecum Auction in Florida, a Z06 fuelie "tanker" Corvette sold for $710,000. "Tanker" Corvettes were built to campaign in SCCA competition races.


   

Edsel - a grand idea cursed by fate

Over the past five years I’ve written articles about my favorite models of ten domestic automotive brands including Chevy, Mercury and DeSoto. I’m feeling the urge to share with readers my take on another domestic automotive brand.

My task of picking a number of favorite specific models will be put to the test, however.   My selection?  Ford Motor Company’s Edsel.  The Edsel was a car so scorned since its introduction in September 1957 that the word “Edsel” has become a metaphor in describing any form of colossal failure. 

The Edsel was in production for just two and a half years, so the number of favorite models to choose from is limited.

Some years back I wrote a column about the Edsel and its history.  I liked the car when it was introduced in the fall of 1957 and I like it even more now. 

I never have and I never will heap scorn on the Edsel.  I don’t think its grille looks like an Oldsmobile sucking a lemon, as it was so cruelly described back in 1958.  I have no way of knowing if its build quality was as bad as it has been written about in the years since in a number of books on its creation and sudden demise.

I was only 15 years old when the Edsel was brought to market.  I got my first peak at a “real” Edsel on a warm day in August of 1957 in Dearborn.  My big brother had offered to take me to Ford’s popular Rotunda exhibition site on Michigan Avenue. 

I really enjoyed the impressive displays inside the Rotunda, but the most memorable part of the trip was during the walk back to the parking lot.  As we exited the building, a car carrier was passing by with a load of canvas-covered, yet-to-be-shown all-new automobiles. 

I wouldn’t have identified them if it hadn’t happened that on one model a canvas cover was left untied and a portion of the canvas had flipped up on the car’s trunk.  It was a new, much ballyhooed Edsel.

Although the car had not been officially announced to the press, word of how the car would look had leaked out and every one who read a newspaper or a car magazine knew the new Edsel would be quite different looking with a vertical grille up front and flat, horizontal boomerang-shaped taillights in back.  That boomerang-shaped taillight just jumped right out at me.  It was a thrill to see it.

Most older readers probably know the Edsel story as it’s been told so many times.   For younger readers, here’s is a brief history.  Ford decided in the early 50s that the company needed another mid-priced marque to join its Mercury model range to compete more effectively with GM’s Oldsmobile, Pontiac and Buick and Chrysler’s Dodge, DeSoto and Chrysler.

Sales of mid-priced cars were growing like crazy.  By 1955 Buick had displayed Plymouth as the third best selling auto in the U.S. and Olds wasn’t far behind.  So the green light was given by Ford brass in 1955 for the go ahead to bring out the Edsel for the 1958 model year.

Unfortunately, by the time the Edsel reached the market, mid-priced car sales had softened dramatically due to a severe recession at introduction time.  It didn’t help that the new car had a very odd name (Henry Ford’s son was named Edsel) and the car’s controversial Olds-sucking-a-lemon grille didn’t help sales either.

Edsel was supposed to sell 100,000 units in 1958 but only 63,110 vehicles were built.  In 1959 Ford reduced the size of the vertical grille, limited the number of models and still the car didn’t sell well – only 39,771 were sold.  The 1960 model, now with a Pontiac-like split grille and a body almost identical to Ford’s, was in production for a few months and only 2,846 cars were built when Ford pulled the plug in November of 1959.  The Edsel was no more.

The Edsel failure cost Ford a lot. In the millions of dollars spent on research, testing, production costs and dealer payouts but also in prestige and reputation.  So it is little wonder the name Edsel is not held in high esteem, even after 56 years.

Me? I loved the Edsel when new and still do.  Only three year’s of Edsels were produced, so to select a few favorites is rather easy.  Some may argue that I can include the Mercury Comet amongst my choices, as the senior compact was intended to be sold a the Edsel Comet when it was introduced in mid-1960.

Certainly the most memorable and attractive Edsels were the first-born 1958 models.  Ford went all out to cover as much of the mid-priced field as possible and offered the Edsel in two distinct sizes.

The Ranger and Pacer were built on the Ford platform/body and offered similar powertrains and options.  The more luxurious Corsair and Citation models were actually Mercurys under the skin and were larger, heavier and more powerful.

The new Edsel came in two and four-door post sedans, two and four-door hardtops, convertibles and wagons.  The best seller was the Ranger, with the slightly upscale Pacer a close second.  The luxury twins Corsair and Citation together only found 17,500 buyers.

Of the four Edsel nameplates in 1958, I’d pick any one of them as a winner.  I tend to be most attracted to the Pacer and Corsair, as they were less chrome laden. 

The entire 1958 Edsel line up offered an optional automatic transmission that featured pushbuttons located in the steering wheel.  Ahead of the driver were a driver-centered instrument panel with a circular, drum-style speedometer and lots of chrome and idiot lights. 

Out back, turning its nose up at Chrysler’s soaring fins, you would find handsome and modest looking dual horizontal taillights perched at the end of a flat trunk lid.  All of the Edsels had sculptural cove-like indentation on the rear doors and fenders.  This design element looked especially handsome when the owner ordered their Edsel with two-tone paint.

And, of course, all the Edsels came with the vertical grille up front.  Paired with quad headlights and split front bumpers, the Edsel made quite an impression to onlookers.  Not everyone thought it looked like an Olds after making lemonade.

The 1959 Edsels were little more than a gussied up Ford.  There were no Mercury-based models.  The vertical grille remained, but smaller in size.  Gone, too, were the horizontal taillights.  Now dual oval chrome pod held three taillights each, one a backup light.  The dash was but a Ford with a little extra chrome trim.

For its final year, as little as possible was done to make the all-new Ford look like an Edsel.  A split grille, mimicking the 1959 Pontiac, was used up front and two vertically mounted ovoid taillights out back tried to live with the horizontal fin found on the Ford.  It was not a happy marriage.

The Edsel lasted less than three years.  Ford’s reputation got bruised but car guys like me were given a batch of new cars that captured our imagination for a spell and continue to give us joy. 

I sometimes wonder what an Edsel would look like if the ill-fated marque were still sold today.

Ford Motor Company's 1958 Edsel was created to do battle in the mid-price field, a hot selling part of the auto market in 1955 when the decision to build the Edsel was given the go ahead to proceed.  The Edsel came in four flavors on two platforms.  The Ford-based Edsels were named Ranger and Pacer (shown - turquoise) and the Mercury-based Edsels were the Corsair and Citation.  Unfavorable economic conditions doomed the first year Edsel and after only 26 months on the market, it was discontinued.  The Edsel, named to honor Henry Ford's son, featured bold styling features like a vertical grille and horizontal "fins."

The introduction of the 1958 Edsel mid-priced lineup of automobiles was suppose to solve Ford Motor Company's problem of not having enough brands to compete effectively with GM's Pontiac-Olds-Buick line up and Chrysler Corporation's Dodge, DeSoto and Chrysler offerings.  Ford had only the Mercury to do battle.  Unfortunately sales of mid-priced autos quickly collapsed in late 1957 and 1958 during a severe economic depression and the expensive effort by Ford to do battle with GM and Chrysler failed miserably. The Edsel sold poorly and was discontinued in November 1959 after a little more than two years on the market, offering three model year offerings.  Shown here is the 1960 Edsel that was produced only for three months.

Brock Hoagland of Pringle, South Dakota, (left) stops by Dar Davis' house to show off his brand new 2017 Chevy Volt .

Chevy’s all-new 2nd gen Volt is a winner

This past summer not long before the August Concours car show I was asked by car friend Brent Caperton of Baroda if I’d like to meet a friend of his who had just purchased a new second generation Chevrolet Volt plug-in hybrid hatchback.

I said yes to the invite and shortly Brent and his friend from Navy days, Brock Hoagland of Pringle, South Dakota, showed up in a beautiful 2017 Kinetic Blue Metallic Volt.

It was a pleasant visit and I got to meet a new car friend and drive the newest Volt.  I also learned quickly that Brock has a technical background.  Like his friend Brent, he was an operator of power plants here in the U.S. until his retirement.

As readers know I’m a low-tech guy and prefer a car as simple to operate as possible.  For these reasons, the remarkably advanced Volt hybrid (and Chevy’s upcoming all-electric Bolt EV hatch) would not be high on my list of potential vehicles to purchase to replace my Buick Verano.

My cluelessness about things mechanical doesn’t stop me from being curious about how the Volt works and I learned a lot about the Volt from Brock during his St. Joseph visit and from subsequent emails that he thoughtfully sent me after his visit.

First a little Volt history.  Readers may recall back in 2011 when the Volt was first on the market that I wrote a column about the all-new and highly anticipated car.  Tom Burch, my son-in-law who works for GM and was loaned a Volt for the weekend, paid a visit and I had a chance to examine the car up close and take it for a spin. 

The Volt is a technological superstar.  Unlike pure electric cars (EV) the Volt was created to eliminate “range anxiety” and give owners peace of mind.  If the batteries in a Volt run out of juice, a gas-powered engine starts up and begins charging the batteries.  With this clever set-up, owners just needed to keep gas in the tank.

For a new piece of machinery with so many new and unproven technologies, the Volt has been remarkably trouble free.  Since its introduction in 2011, I found online only three recall notices.  Two involving 14 cars regarding steering and Electronic Stability Control and 50,236 involving an engine and engine cooling problem.  Global sales of Volt total 117,000 as of June 2016 with over 100,000 sold in the States.

Hoping to boost sales Chevy began selling the all-new second gen 2016 Volt in October 2015 with a lower price.  The new Volt is also quicker, quieter, more fuel-efficient and goes farther on all-electric power.

Base price of $33,995 is $1,115 below the 2015 Volt.  This price does not include the federal tax credit of up to $7,500 nor the state rebates of up to $1,500 available in some states.  The base price includes such desirable standard equipment as rear-vision camera, LED low-beam headlights, 8-inch touch-screen display, keyless access, push-button start, 10 air bags and 17-inch wheels.

Also making the new Volt more desirable, and perhaps explains why sales this year have nearly doubled, is it is recommended by Consumers Report magazine and the car has earned five out of five stars for occupant protection in U.S. government frontal and side crash tests.

So what does new owner Brock think of his Volt that he purchased for the price of $36,005 (before the tax credit)?  He thinks quite highly of it, thank you, and he has been kind enough to apprise me of how economical his hybrid has been performing in the ensuing months since his visit.

Brock considered the Volt because he was impressed with the new model’s improved battery range of over 53 miles (40 percent greater than before) and because he has a GM credit card that afforded some financial incentives.

Wanting a lighter interior but settling for black, Brock also opted for the premium sound package. 

I asked what he liked best about the newest Volt and he first mentioned that he “is a bit of a hyper-miler” and does everything possible to improve mileage so he’s especially keen on the regenerative braking feature with a paddle located on the left side of the Volt’s steering wheel.  I’m not familiar with how this works but Brock indicated that he does almost his entire stopping using the paddle, not the brake pedal.  By using the paddle to brake, some of the energy of the car’s motion is converted to electricity for the battery pack.

The Volt is designed to go two years between oil changes.  The batteries in the Volt are guaranteed to last 8 years.  Brock projects that based on a number of full battery charges on his Volt since ownership that his batteries may last as much as 16 years.

For those of you who may wonder, the Volt cannot be charged at the Tesla SuperCharger station located behind Panera Bread on Hollywood Road.  Instead, Volt batteries can be charged by plugging into either a standard 120-volt home outlet or a 240-volt fast-charger.  All Chevy dealers are required to have a fast charger free for use, as well as there being other charging stations.  There is a free app listing the locations of all Volt fast chargers nationwide.

In several emails that Brock has sent me since his Michigan summer visit; he reports that his Volt actually out-performs the rated 53-mile EV range.  On short and long trips his car is enjoying between a 56 to 63-mile EV range.  He credits the higher figure to his conservative driving style and using regenerative (paddle) braking as much as possible.

Brock also sent me his estimates on what it costs to operate his Volt.  Brock wrote, “Since the last OnStar report (for his Volt) for September, I drove 551 miles electric and 185 gas for a total of 736 miles.  Fuel economy was 187 mpg equivalent and electricity consumption was 29 KwH per 100 miles.  At electricity rates here that would be $3.19 per 100 miles.  If a car gets 40 mpg and gas is $2.25 the cost for 100 miles would be $5.62. 

Brock notes that it takes 17 KwH to fully charge the battery when exhausted.  He goes on to say, “For me that means a cost of around $1.85 and I can go about 60 miles for that.  I’m finding that I only need to buy gas for it every 6-8 weeks.”  However, he expects his EV range to decrease approximately 30 percent in winter due to the need to heat the car cabin and decreased battery efficiency at lower temperatures.

How many readers can go two months without filling their vehicle’s tank?  Low gas prices have put a deep crunch on sales of EV and hybrid vehicles this past year.  I salute Brock Hoagland for opting to buy the super economical Volt.  Not only will he be in a great place if gas prices spike in the future, he is presently realizing significant savings with his electric/gas plug-in hybrid.

South Dakota resident Brock Hoagland and his brand new 2017 Chevy Volt paid a visit to old Navy friend Brent Caperton of Baroda this past summer.  Dar accepted Brent's offer to stop by his house with the Volt for a look-see at the second-generation plug-in hybrid. A quick spin revealed that the super economical sedan - based on the same platform as Dar's Buick Verano - shares nearly the same driving dynamics as a typical gas engine vehicle.  According to Brock, his Volt gets 187 mpg equivalent and uses $3.19 worth of electricity per 100 miles.
 

 Gilmore Car Museum high school students to compete in Great Race

I got a chuckle the other day when car friend and Concours committee member Brad Wire of Gun Lake, MI dropped me an email stating the he’d “stepped in it again!”   He used the email to announce an adventure he had volunteered for next summer involving students enrolled in Gilmore Car Museum’s Garage Works program.  More on the adventure in a moment.

Readers who attended the Lake Bluff Concours last summer may have met Brad.  He and a 1909 Buick chassis held down a spot in Lake Bluff Park at the car show across from The Boulevard Inn.  Since 2011 Brad has volunteered each year to trailer a vintage vehicle to the Concours on loan from the Gilmore Car Museum.

Brad brought the vintage Buick chassis to the Concours so he could share his enthusiasm for the Garage Works program and spread the word of its success.  For those who didn’t stop to chat with Brad and learn about Garage Works, permit me to do so now.

Now in its 8th year, the Gilmore Garage Works program was formed on the campus of the Gilmore Car Museum in Hickory Corners, MI to serve youth interested in attending automotive shop classes.  Sadly many local high schools in the area had eliminated shop classes and Gilmore saw an opportunity to fill a void.

The Gilmore utilizes its facility and staff members, along with up to 20 volunteer mentors made up of car enthusiasts like Brad, a volunteer for the past six years.  The mentors range in age from late 40s to mid-70s. The Garage Works is an after-school program that provides hands-on involvement with maintaining and restoring vintage cars.

The unique program is held on Tuesday and Thursday afternoons from 4:00 to 6:00 p.m. and each semester is offered to about two dozen students in grades 9 through 12.  Mostly young men sign up but Brad points out that a few young women have also attended the classes and have done equally well.  In addition to the in-shop experience at Gilmore, the teens are also taken on field trips to events like the Grand Rapids auto show, Off Bros. vintage car collection in Richland, MI and the Rat Rod Shop in Grand Rapids.

Over the course of the program’s existence, the students and mentors have completely restored the chassis of a 1931 Willys-Knight and 1909 Buick, a handful of vintage motorcycles and are currently working on a Model A pickup, 1948 Lincoln V-12 and a 1935 Packard sedan.

What about that adventure Brad Wire signed up that I mentioned earlier.  A number of the students and three of the mentors (that’s Brad) have signed up to form a team to participate in the June 2017 running of the esteemed Great Race of vintage automobiles – now in its 34th year.  Over 120 pre-1972 autos will be traveling more than 2200 miles from Jacksonville, FL to Traverse City, MI in a nine-day vintage car endurance rally competition.

The rally begins on June 24th in Jacksonville and will follow pretty closely the legendary Dixie Highway all the way to Michigan.  Along the way the Gilmore team will make stops to visit interesting auto-related sites like Coker Tire Co. in Chattanooga, Corvette Assembly in Bowling Green and Hostetler Hudson Museum in Shipshewana.

Of the over 100 entrants in this year’s Great Race, about six teams are from high school and college programs.  The school teams will participate in the X-Cup Division of the rally and won’t compete for cash but will vie instead for possible student scholarship funds and “an experience of a life time,” according to Fred Colgren, Education Director of the Gilmore Car Museum.

According to a Gilmore press release, the students will become the navigators, guiding the driver’s way and making all the calculations during the trip.  Mechanical repairs are the sole duty of the teenage team members.  Precise turn-by-turn written instructions that include such directions as how many seconds to sit at stop signs or exact speed and distance to accelerate to, the navigators must assist the driver without using formal maps, GPS or calculators.  Stopwatches and pencils are allowed.

Also in the press release it stated that last year’s winner of the Great Race concluded the event in just 1 minute and 20.3 seconds off the perfect race time.

The aforementioned 1935 Packard has been selected to run the Great Race.  Bea Dinger donated the stately car to Garage Works as a restoration project, her late husband Bud had started the restoration of the luxury car before his untimely death.  The Packard has been worked on for several years by various groups of Garage Works students and this coming winter and spring a concerted efforts will be required – by students, museum staff and the mentors – in order finish the car in time for the rally.  A Ford Model A pick-up will also be completed and will serve as the race team’s back-up vehicle.

I asked Brad what his motivation is for being a Garage Works mentor.   Says Brad, “I love the positive impact this program has on kids.  I’ve seen how it improves the young people’s attitude about school and their outlook on life.”  He goes on to share, “We mentors get as much or more out of the program as the kids because we know we are making a positive impact on their life.”

The Gilmore team’s participation in the Great Race rally will cost some money…$30,000 is an estimated amount.  Thankfully the travel, motel and food expenses for the students and the mentors are being picked up by an anonymous donor and by the museum.

I’ll ask Brad to get in touch with me in July following his adventure to let me know the outcome of the Great Race.  I’ll be sure to share his report with readers.

Mike Buckland, retired machinist from Hastings area, is shown with two area high school students who are enrolled in the Garage Works youth program on the campus of the Gilmore Car Museum in Hickory Corners.  Buckland, along with two-dozen other retired mentors, volunteers his time working with 25 eligible students by showing the ins and outs of restoring a vintage automobile.  In June of next year, a team of Garage Work teens and mentors will participate in the Great Race, a 2200 mile rally that starts in Florida and ends up in Traverse City.  The Gilmore team will participate in the race in a restored 1935 Packard that has been restored by the Garage Work team members.


Photos provided by the Gilmore Car Museum

Buick LaCrosse gets a “Denali” upgrade

U.S. automotive sales in recent months have the slowed down a touch.  Industry pundits are predicting that the record sales pace of last year will not be repeated in 2016.

With unexpected low gas prices over the past few years, auto-buying trends by Americans have become quite topsy-turvy and purchases of truck-registered vehicles are now at an unexpected two trucks for each car sold pace.  Who would’ve thunk it just a few years back when gas was heading for $5 a gallon. 

A closer look shows that not all of the automotive segments are hurting.  Certainly family size cars (Camry, Accord, Fusion, etc.), compact cars (Focus, Cruze, Impreza, etc.) and even gas-guzzling pickups are losing sales momentum, but the incredible success of crossovers, especially compact (Toyota RAV-4, Honda CR-V, Ford Escape, etc.) and sub-compact models (Buick Encore, Honda HR-V, Chevy Trax, etc.) reveal robust, record sales for these models.  Also, some luxury segments are doing well.

Naturally, what people buy in big numbers has a huge impact on automaker planners and thinkers, both here in the States and in foreign countries that import vehicles to stateside.  If you haven’t noticed, automakers are introducing crossovers in all sorts of sizes and price ranges.

Certainly the German luxury makers got the “crossovers are cool” memo and moved quickly to offer the models in all sizes.  The Mercedes/BMW/Audi triplets have so many crossovers either in showrooms or in the pipeline, I can’t keep track of them all.  

Sorry to say, the crystal ball used by our struggling domestic luxury brands must have been on the fritz a few years back and neither Cadillac nor Lincoln have a full lineup of the popular vehicles.

The crossover memo eventually did reach Cadillac and Lincoln and both GM and Ford are working feverishly to get more of the red-hot models into dealer’s showrooms in the couple of years.  Last I read Cadillac has three crossover models in the oven.  Without doubt, Lincoln has a few beauties planned as well.  I hope better late than never works for those two in the months and years to come.

Another segment in the auto universe that is doing well are luxury trucks.   Full-size, pickup truck sales are softening a bit but not top-of-the-line models.  Readers may recall a few months back I wrote a column about the unexpected success by GMC with selling their high end Denali package since its introduction in 1999. 

At the time of my column, it was reported that the Denali package was being installed on up to 25 percent of GMC trucks sold.  These are trucks with a $5,000 to $8,000 premium over the next highest trim!

The luxury package became so popular when introduced on the full-size Yukon and Yukon XL SUVs; the dealers demanded that the Denali option be offered on all of the division’s offerings, from the entry-level Terrain to the mid-size Acadia.  The latest GMC model to get the Denali treatment is the mid-size GMC Canyon.

GMC and Buick became a marketing pair back when GM exited bankruptcy in 2009 and since then the two-vehicle division has been headed by brand chief Duncan Aldred.  I’m sure he more than anyone is delighted about the Denali success.  Luxury trucks make big money for automakers.

With still robust interest in vehicles in luxury trim, it was not a big surprise when I read an announcement by GMC/Buick’s Aldred a couple of weeks back that Buick’s largest near-luxury sedan, the LaCrosse, will be available in a ultra-luxury trim or sub-brand. 

No, it won’t be called the Denali, but rather the Avenir.  This is the name Buick gave its gorgeous, svelte concept car that it introduced at the North American International Auto Show in Detroit back in January 2015.  Avenir is a French word meaning “future.” 

I’d rather have read that Buick was building a production version of the Avenir.  But alas, the Avenir is not the newest Buick Roadmaster.  Instead it is the division’s version of GMC’s Denali.  Because of Denali’s success, I bet the idea of using the Denali name crossed their mind during the naming debate.

What buyers get with the Avenir option are larger wheels, a unique grille and premium trim features, among other upgrades.  

GM did not divulge prices but we can assume the premium Avenir sub-brand will add several thousand dollars to the top-of-the-line LaCrosse Premium price. 

Buick is attracting younger buyers and it has made significant inroads with women, and half of customers now come from competitive brands.  Perhaps with the growing appetite for high-end touches, Buick will continue to grow its sales in the year ahead. It certainly didn’t hurt its chances when the division introduced the sporty Cascada convertible last spring and the attractive mid-size crossover, the Envision, made it to Buick showrooms this past summer.  Next year the popular Enclave crossover will be replace with a brand new models as well.

Buick U.S. annual sales of around 200,000 pale compared to China Buick sales of more than 900,000, but the once proud, Flint-based American brand is slowing gaining back its mojo and I see bright skies ahead. 

My disappointment will fade regarding GM’s decision to drop the capable and right-sized Verano and I will continue to be a cheerleader for the 113-year old All-American brand.






Buick recently introduced the third generation of its near-luxury LaCrosse sedan.  To entice upscale buyers, the planners at Buick have decided to take a page from division stablemate GMC's lavish Denali luxury sub-brand and offer a elegant Avenir upgrade on the LaCrosse.  What buyers get with the Avenir option are larger wheels, a unique grille and premium trim features, among other upgrades. The Avenir is the name given a Buick Concept that wowed audiences at the 2015 North American International Auto Show.  Availability and price for the Avenir upgrade will be announced later.

       

Enjoying famous Hershey Meet in 21,856 steps

There were three major things that I wanted to do in my visit to the famous Eastern division Antique Automobile Club of America Fall Meet in Hershey last week.   On Friday I wanted to enjoy the 1,000 old cars with price tags on the window in the event’s Car Corral and check out the swap meet, on Friday evening I wanted to attend the RM Sotheby’s fine car auction at Hershey Lodge and on Saturday I wanted to spend the day reviewing the 1,500 vintage vehicles in the show field.

With my grandson Kyle as my companion, I got to enjoy all my wishes.  As is often the case with a trip to the Hershey Fall Meet, we had to deal with the elements.  Friday was a nice day but Mother Nature got a little restless and there were raindrops to dodge on Saturday.  Fortunately the rains were light.  No Hurricane Matthew in PA.

Many auto enthusiasts who attend Hershey, said to be the largest outdoor event of its kind in the U.S., come for the swap meet.  It is difficult to adequately describe the scale of this event.

This year over 9,000 vendors (that’s not a typo) set up shop for the four-day event on the acres and acres of asphalt-covered ground that normally serves as parking for visitors to the nearby Hershey Park and the Giant Center. 

The reason the Hershey Fall Meet is held over four days is so that enough time is available for enthusiasts to visit all the vendor sites.  It’s not unusual for a car buff to take a week off, drive to Hershey in a camper and spend all four days looking for a missing headlight or a replacement for a broken taillight.

Some of the folks who walk the site are creative in how they advertise the part they are seeking.  I got a kick out of seeing one gent who was wearing a crudely made sandwich board made of cardboard.  The words on both the front and back simply stated, “rumble seat for 37 or 38 Ford.  Enough said.

Kyle and I both wanted to spend time traversing the swap meet site.  Kyle was looking for a higher trim bumper cover for his 1999 GMC Jimmy SUV and I hoped to find a die-cast model or two. 

We had lots of time so I thought this would be the year that I walked the entire site, something I had never tried before.  Ha, that was a pipe dream.  I’d guess we covered maybe 20 percent of the vendors before fatigue set in.  To visit 9,000 vendors all in one place really does take four days to accomplish!

It was our time in the swap meet area that I accumulated most of the footsteps on my phone’s pedometer. I met my day’s exercise goal – about four times over.

We next headed for the nearby Car Corral.  This is the horseshoe shaped venue that plays host to hundreds of vehicles, all with a price tag in their window.  Each year I always a few cars that get my pulse going on this stretch of asphalt that must be a mile long. 

There were dozens of cars that drew me for a closer look.  Not surprisingly, for a guy that likes the rare and unusual body styles, I found little interest in the always-present display of muscle cars, Mustangs and Tri-Five Chevys.

The vehicles that said hello to me were models like a svelte 1961 Buick Special wagon, a glamorous 1960 Chrysler New Yorker 4-door HARDTOP wagon and a really luxurious 1962 Cadillac Fleetwood Sixty Special.

Probably Dar’s favorite car at the Hershey Meet was this 1961 Buick Special “senior compact” station wagon.  The Special was Buick’s entry in the fast emerging small car market at the time.  Dar talked his dad into purchasing a ’61 Special sedan Deluxe and he recalls it with great fondness.  This wagon was in the Car Corral and had a sold sign in the windshield before Dar arrived.

After a nice dinner in nearby Hershey, grandson Kyle and I headed to the elegant Hershey Lodge and spent a portion of the evening attending the RM Sotheby’s auction.

Robert Myers founded the high-end RM auction in 1991 in Blenheim, Ontario, Canada.  Today RM (now affiliated with the famous Sotheby’s organization) holds ten auctions annually in overseas places as Paris, Monaco, London and at Amelia Island, Monterey and Plymouth (MI) in the States.

The company holds the record for the highest ever total for a single collector car auction when in August 2015 the company’s auctioneers gaveled “sold” vehicles that totaled $172.9 million.

Two hundred and sixty six items were consigned for auction at Hershey with many being offered at no reserve.  The affair is held over two nights and attracts a wonderful variety of automobiles and auto memorabilia. 

As at past RM Sotheby’s auctions, I was entertained watching both the persuasiveness of the auctioneer to squeeze every last dollar out of the eager bidders and seeing the many stunning vehicles on the brightly lit stage.

A large number of bidders were from foreign countries as well as from many of the states in the U.S.  The best seller was a 1930 Duesenberg Model J Dual-Cowl Phaeton with body by Murphy.  The high bid was a lofty and impressive $2,090,000.

Dar has noted that each year at the Hershey Meet Saturday car show there is an “IT” car.  You can spot the “IT” car by just looking for a larger than average crowd gathered around a particular vehicle – all day long.   A few years ago it was the mid-30s Railton owned by the Hostetler Hudson Museum in Indiana.  Dar invited that car to the Lake Bluff Concours the next year.  Last year’s “IT” car was a one-of-a-kind limousine built for Mrs. Walter P. Chrysler.  This year the “IT” car was a luxurious 1938 Packard 160 Convertible with an unusual removable roof.  Seeing the car’s hood ornament was worth the drive to Pennsylvania.

Saturday was the big AACA car show held in a huge grassy field adjacent to the swap meet and car corral area.  It was my assumption that the raindrops put a dent on the number of vehicles that showed up for the judged show. 

For attendees like me who like to take a lot of photos, the unfortunate weather made it hard to keep the camera lense dry.  Also disappointing was the owner’s use of a plastic covering that protect some of the vehicles on display.

Despite the moisture, there were still over a thousand cars to enjoy and the variety of vehicles easily please visitors regardless of their automotive preferences.  Space doesn’t allow me to comment on all the cars that caught my eye.  Readers who have never attended this AACA event must understand that the large assortment of vehicles on display will surely include styles and eras that will be appealing.

Hershey never disappoints.  This year was extra special because I got to enjoy my visit with my wonderful grandson Kyle.  If you have never enjoyed a Hershey visit, put it on your calendar for next year.  Go to www.aaca.org for information.






The RM Sotheby’s auction at the Hershey Lodge was the place to be on both Thursday and Friday evening.  The best seller was a 1930 Duesenberg Model J Dual-Cowl Phaeton with body by Murphy.  The high bid was a lofty and impressive $2,090,000.  Someone had the privilege of driving (more likely trailering) this remarkable automobile home.  Also receiving top dollars were a number of Packard models and an Auburn Eight Supercharged Speedster. 


Some of the folks who walk the site are creative in how they advertise the part they are seeking.  Dar got a kick out of seeing one gent who was wearing a crudely made sandwich board made of cardboard.  The words on both the front and back simply stated, “rumble seat for 37 or 38 Ford.




Other favorite vehicles at the Hershey show.
1959 Buick Wagon









                 1960 Plymouth Sport Fury convertible

1957 Buick Century 4-dr hardtop

              1928 Hupmobile Model A roadster
1962 Cadillac Fleetwood 60 Special 4-dr hardtop

Blowing new life into old things

All of Warren Stewart's collector cars have been "rescued."  None are perfect but all have been lovingly made operational and almost all eventually sold. He has owned over 150 vehicles in his lifetime (over 70 were Chevy Corvairs) and not a one of them were new.  Vehicles presently being looked after by Warren at his Stevensville home include a rare 1954 Willys Aero Lark sedan, a tired but much-loved 1954 Plymouth Savoy sedan, a 1963 Corvair Monza coupe and a 1966 Corvair Corsa convertible.

When you walk through Warren Stewart’s front door, there's little doubt you've entered the home of a real estate man. Community improvement awards and magazine articles honoring his three decades of work as a realtor, developer, and preservationist cover his walls, as do before and after photographs of historic homes that appear to have risen from the dead. 

But before you think I've changed hats from being an automotive writer to a real estate writer, let me tell you about Mr. Stewart's driveway.

I was first greeted by the prominent "W" of a 1954 Willy's Aero Lark grille. Completely rust-free and painted Notre Dame classic green, with a roof as gold as the famous dome itself, this car would be an unusual sight in any driveway. 

Beyond that were two Chevy Corvairs – a '63 coupe and a '66 convertible – that looked like they've seen a Michigan winter or two.  Then last but not least a well weathered but strikingly solid 1954 Plymouth Savoy boasting every option from overdrive to factory tinted glass.  A perfect example of the car made famous by Johnny Cash whose claim that a ’54 Savoy was the best car he ever owned prompted a national search to find him another one.



Although Warren's collection of cars isn't striking in terms of monetary value, I would come to discover they all have an interesting story and represent just a small slice of 150 interesting vehicles he's owned in his lifetime. 

Perhaps most interesting of all is the fact not one of the cars Warren Stewart has ever owned was purchased new.

I spent only two hours with Warren, but it wasn’t enough. In fact I don’t recall in my 17-year career as an auto columnist meeting someone with a more interesting history as an auto enthusiast. In some ways I consider the Lincoln Township resident to be a true Renaissance man.

Like me, Warren has a deep appreciation of automobile design, but our similarities end there. He is one of those jack-of-all-trade individuals who possess a wide variety of mechanical skills and a profound desire to put things into running order.

Starting his automotive journey in 1973, Warren bought a radical-for-its-time Corvair, the controversial rear-engine compact Chevrolet introduced in 1960. Captivated by its uniqueness and performance, he devoted himself to learning everything he could about the car.

Apparently his enthusiasm became infectious because he ended up influencing several friends to also buy Corvairs, and within a year it was nothing for him to remove an engine or replace a clutch.

Now 59 years old, Warren has blown life into more than 70 Corvairs as well as dozens of other classic cars he’s owned. His pattern is to buy cars in non-operational condition, repair them mechanically, then sell them in good running order to people who will elevate them to the next level. He says his buyers have come from all over the country, occasionally even flying here, and driving them home.

Asked if he considers himself a dealer, he replied, "I only buy cars I'd be willing to own forever, so making money on them isn't a big consideration.  In fact if I earned minimum wage for the hours I've spent reviving cars, I would easily be a millionaire. I also title all of the cars in my name and report the sales to the IRS, so there are many expenses." 

Warren believes he fills a critical gap between those who neglect cars and allow them to deteriorate, and those who buy them to restore and enjoy. After all, he says, "it's very difficult for someone who plans on investing thousands of dollars into paint, body work, and upholstery to risk buying a car that has unknown issues with gearboxes, differentials, and engines. By the time a car leaves my driveway, that risk has been eliminated."

All those cars Warren was willing to own forever have ranged from station wagons to turbo charged convertibles among the Corvairs, but Warren has also owned a large array of other interesting cars. Among them a rare 1953 Willys Aero Eagle, many Ramblers, Renaults, Pontiac and Chevy muscle cars, and even a Mini Cooper, several V-12 Jaguars, BWM’s, Fieros and a Maserati.

It would be impossible to explore all of them in detail, so instead I tried to focus on what motivates this remarkable gentleman to do what he does.

Warren grew up in Oak Park, Illinois, the famous birthplace of Ernest Hemmingway and one-time home of Bob Newhart, Betty White, McDonald's founder Ray Kroc, and the renowned architect Frank Lloyd Wright. Known mostly for its beautiful architecture and celebrity residents, the troubled atmosphere of the 60's threatened Oak Park's future and required the town to take bold steps to preserve its way of life and protect the investment of its residents. This effort saved the town from certain decline, and taught Warren at a very young age that it's important to step up and protect things of great value.

Unfortunately Warren's dad wasn't optimistic Oak Park's efforts would be successful, so he moved the family to a new cornfield subdivision 40 miles away.  Warren tells me it was a safe and happy place with good schools, but living there “was like eating food that had no flavor.”

Too young at the time to realize that no longer being surrounded by a lively community and beautiful buildings was causing a “form of malnutrition” to set in, Warren started gravitating towards exuberant old cars of the 40's and 50's to satisfy a craving for stimulation.  He liked their fancy chrome grilles and big fat round appearance, so when he turned 16 he was ready to pounce on an old Packard or Hudson.

Unfortunately, his dad wouldn't allow such a jalopy into the driveway, so they sought the advice of a neighbor who worked as a bank president during the week, but restored a Model A Ford on the weekends.  This gentlemen offered other possibilities, pointing out there were many newer classic cars worth owning.  None of the cars he named appealed to Warren until he finished his list with the words "Chevrolet Corvair".  Warren describes that moment as a religious experience, where he knew exactly what he was supposed to do next.  It made him realize that it wasn’t necessarily an old car that he longed for, but one with a truly unique personality.

Now 43 years later, Warren’s entire life seems to have followed that same thread. Stirred by very early episodes of PBS’ “This Old House” he returned to Oak Park as a young adult to restore landmark buildings and help save his hometown.  He’s also never stopped breathing life into special old cars, many that haven’t run in decades, and often nearly destroyed by neglect.  “All I want to see is a good foundation”, Warren says, “just like a good building”.

My visit with Warren concluded by him mentioning a sign he saw on a used car lot while living in Florida, that read, “Everyone Drives a Used Car”.  He added, “Everyone should learn there is no such thing as new, and there is no such thing as perfect. It's a fact of life that everything in this world other than wine is deteriorating with age. So instead of masking the aging process by buying cheaper forms of newer things, we should be investing in the highest quality we can.”

He continued, “if I can blow life into something built from quality materials that required skill and craftsmanship to create, then I have prolonged the impact those standards will have on the world. It's my way of speaking with past generations of artisans who took pride in what they created, and learning from them. Things that possess higher quality require greater amounts of time and skill to create, but the alternative is the junk that cheapens the world around us. I don't hate those who can't recognize the difference, but I have nothing to learn from them”.

Chevy’s all-new 2nd gen Volt is a winner

This past summer not long before the August Concours car show I was asked by car friend Brent Caperton of Baroda if I’d like to meet a friend of his who had just purchased a new second generation Chevrolet Volt plug-in hybrid hatchback.

I said yes to the invite and shortly Brent and his friend from Navy days, Brock Hoagland of Pringle, South Dakota, showed up in a beautiful 2017 Kinetic Blue Metallic Volt.

South Dakota resident Brock Hoagland and his brand new 2017 Chevy Volt paid a visit to old Navy friend Brent Caperton of Baroda this past summer.  Dar accepted Brent's offer to stop by his house with the Volt for a look-see at the second-generation plug-in hybrid. A quick spin revealed that the super economical sedan - based on the same platform as Dar's Buick Verano - shares nearly the same driving dynamics as a typical gas engine vehicle.  According to Brock, his Volt gets 187 mpg equivalent and uses $3.19 worth of electricity per 100 miles.

It was a pleasant visit and I got to meet a new car friend and drive the newest Volt.  I also learned quickly that Brock has a technical background.  Like his friend Brent, he was an operator of power plants here in the U.S. until his retirement.

As readers know I’m a low-tech guy and prefer a car as simple to operate as possible.  For these reasons, the remarkably advanced Volt hybrid (and Chevy’s upcoming all-electric Bolt EV hatch) would not be high on my list of potential vehicles to purchase to replace my Buick Verano.

My cluelessness about things mechanical doesn’t stop me from being curious about how the Volt works and I learned a lot about the Volt from Brock during his St. Joseph visit and from subsequent emails that he thoughtfully sent me after his visit.

First a little Volt history.  Readers may recall back in 2011 when the Volt was first on the market that I wrote a column about the all-new and highly anticipated car.  Tom Burch, my son-in-law who works for GM and was loaned a Volt for the weekend, paid a visit and I had a chance to examine the car up close and take it for a spin. 

The Volt is a technological superstar.  Unlike pure electric cars (EV) the Volt was created to eliminate “range anxiety” and give owners peace of mind.  If the batteries in a Volt run out of juice, a gas-powered engine starts up and begins charging the batteries.  With this clever set-up, owners just needed to keep gas in the tank.

For a new piece of machinery with so many new and unproven technologies, the Volt has been remarkably trouble free.  Since its introduction in 2011, I found online only three recall notices.  Two involving 14 cars regarding steering and Electronic Stability Control and 50,236 involving an engine and engine cooling problem.  Global sales of Volt total 117,000 as of June 2016 with over 100,000 sold in the States.

Hoping to boost sales Chevy began selling the all-new second gen 2016 Volt in October 2015 with a lower price.  The new Volt is also quicker, quieter, more fuel-efficient and goes farther on all-electric power.

Base price of $33,995 is $1,115 below the 2015 Volt.  This price does not include the federal tax credit of up to $7,500 nor the state rebates of up to $1,500 available in some states.  The base price includes such desirable standard equipment as rear-vision camera, LED low-beam headlights, 8-inch touch-screen display, keyless access, push-button start, 10 air bags and 17-inch wheels.

Also making the new Volt more desirable, and perhaps explains why sales this year have nearly doubled, is it is recommended by Consumers Report magazine and the car has earned five out of five stars for occupant protection in U.S. government frontal and side crash tests.

So what does new owner Brock think of his Volt that he purchased for the price of $36,005 (before the tax credit)?  He thinks quite highly of it, thank you, and he has been kind enough to apprise me of how economical his hybrid has been performing in the ensuing months since his visit.

Brock considered the Volt because he was impressed with the new model’s improved battery range of over 53 miles (40 percent greater than before) and because he has a GM credit card that afforded some financial incentives.

Wanting a lighter interior but settling for black, Brock also opted for the premium sound package. 

I asked what he liked best about the newest Volt and he first mentioned that he “is a bit of a hyper-miler” and does everything possible to improve mileage so he’s especially keen on the regenerative braking feature with a paddle located on the left side of the Volt’s steering wheel.  I’m not familiar with how this works but Brock indicated that he does almost his entire stopping using the paddle, not the brake pedal.  By using the paddle to brake, some of the energy of the car’s motion is converted to electricity for the battery pack.

The Volt is designed to go two years between oil changes.  The batteries in the Volt are guaranteed to last 8 years.  Brock projects that based on a number of full battery charges on his Volt since ownership that his batteries may last as much as 16 years.

For those of you who may wonder, the Volt cannot be charged at the Tesla SuperCharger station located behind Panera Bread on Hollywood Road.  Instead, Volt batteries can be charged by plugging into either a standard 120-volt home outlet or a 240-volt fast-charger.  All Chevy dealers are required to have a fast charger free for use, as well as there being other charging stations.  There is a free app listing the locations of all Volt fast chargers nationwide.

In several emails that Brock has sent me since his Michigan summer visit; he reports that his Volt actually out-performs the rated 53-mile EV range.  On short and long trips his car is enjoying between a 56 to 63-mile EV range.  He credits the higher figure to his conservative driving style and using regenerative (paddle) braking as much as possible.

Brock also sent me his estimates on what it costs to operate his Volt.  Brock wrote, “Since the last OnStar report (for his Volt) for September, I drove 551 miles electric and 185 gas for a total of 736 miles.  Fuel economy was 187 mpg equivalent and electricity consumption was 29 KwH per 100 miles.  At electricity rates here that would be $3.19 per 100 miles.  If a car gets 40 mpg and gas is $2.25 the cost for 100 miles would be $5.62. 

Brock notes that it takes 17 KwH to fully charge the battery when exhausted.  He goes on to say, “For me that means a cost of around $1.85 and I can go about 60 miles for that.  I’m finding that I only need to buy gas for it every 6-8 weeks.”  However, he expects his EV range to decrease approximately 30 percent in winter due to the need to heat the car cabin and decreased battery efficiency at lower temperatures.

How many readers can go two months without filling their vehicle’s tank?  Low gas prices have put a deep crunch on sales of EV and hybrid vehicles this past year.  I salute Brock Hoagland for opting to buy the super economical Volt.  Not only will he be in a great place if gas prices spike in the future, he is presently realizing significant savings with his electric/gas plug-in hybrid.