Mesh New England Late Summer 2019 Issue

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THE HUB OF NEW ENGLAND’S CAR COMMUNITY

LATE SUMMER SPRING 2017 2019

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SADDLE UP: MEET NICK GREWAL IMSA SERIES AT LIME ROCK PARK VINTAGE RACING STABLE CHARITY CONCOURS

THOROUGHBRED Originally delivered to Tasca Ford in East Providence, Rhode Island,

by Shelby American in Los Angeles, this 1965 Ford Shelby GT350 never left the Northeast, racking up miles driving and drag racing.

IN THIS IS SUE

1953 Cadillac Series 62 Convertible $125,500 Engine: 6 Cylinder Transmission: Manual Exterior Color: Blue Mileage: 321 Miles Stock Number: 8208 VIN: P6EA18208

1959 Ferrari 250/500 TRC DK Engineering Call for Our Price Engine: 12 Cylinder Transmission: Manual Exterior Color: Red Interior Color: Black Stock Number: 2423 VIN: 2423

1963 Ferrari 250GTE III $349,500 Engine: 12 Cylinder Transmission: Manual Exterior Color: Black Interior Color: Red Mileage: 98,323 Miles Stock Number: 4533 VIN: 4533

1997 Porsche 911/993 Turbo $195,000 Engine: 6 Cylinder Transmission: Manual Exterior Color: White Mileage: 14,200 Stock Number: 5558 VIN: WP0AC299XVS375558

464 PORTLAND-COBALT RD PORTLAND, CT 06480

860.342.5705 www.f40.com

BUYS, SELLS, CONSIGNS, TRADES, SERVICES AND RESTORES SPORTS, EXOTICS, CLASSICS AND LATE MODEL AUTOMOBILES

2012 Mercedes-Benz SLS AMG $179,500 Engine: 8 Cylinder Transmission: Automatic Exterior Color: AMG Le Mans Red Interior Color: Classic Red/Black designo Mileage: 2,500 Stock Number: 9282 VIN: WDDRJ7HA4CA009282

1958 AC Ace Bristol Roadster $325,000 Engine: 8 Cylinder Transmission: Manual Exterior Color: Red Interior Color: Black leather Mileage: 74,957 Miles Stock Number: x331 VIN: BEX331 2017 Dodge Viper GTC ACR $195,000 Engine: 10 Cylinder Transmission: Manual Exterior Color: Orange Mileage: 500 Miles Stock Number: 0535 VIN: 1C3BDEDZ9HV500535

FOLLOW WAYNE CARINI IN CHASING CLASSIC CARS WEDNESDAYS AT 9:00PM ET ON VELOCITY BY DISCOVERY

from the publisher

I attended a red-carpet screening of the movie The Art of Racing in the Rain in August at the Institute of Contemporary Art in Boston. The event benefited the Dempsey Center, which has facilities in South Portland and Lewiston, Maine, and provides a variety of services—free of charge—for people managing the impact of cancer. The screening was a great opportunity to meet with Patrick Dempsey, founder of the Dempsey Center and producer of the movie, and the director, Simon Curtis, and the screenwriter, Mark Bomback, to discuss what went into making this great movie. Also present was Will Turner, founder of Turner Motorsports and a Newburyport, Massachusetts, native. His team’s race cars are featured in the film’s opening segment. You can read more about this in a future blog post on our website (meshnewengland.com/blog). If you haven’t seen the movie yet, I highly recommend it. Turn to “Red-Carpet Screening” on page 48 for more about the ICA event.

There has been a lot of activity in the Northeast car universe this summer. We have /meSH/ been traveling all around our as a verb: corner of the country, and it (of the teeth of a gearwheel) lock together or be never ceases to amaze me how engaged with another gearwheel. much passion there is here for “one gear meshes with the input gear” cars, motorcycles, planes and synonyms: engage, be engaged, mate, connect, boats. A new destination to lock, interlock. note is the Maine Classic Car Museum in Arundel, Maine. It opened its doors in June and is quickly establishing itself as a must-visit destination when traveling to Maine. In August, the National Woodie Club hosted its third annual Woodie Show in conjunction with the eighth annual Woodies in the Cove show in Wells and Ogunquit, Maine. Part of the agenda had all of the show’s participants traveling en masse to Arundel to Motorland and the MCCM, which treated them to a picnic lunch in a wonderful courtyard. See “Got Wood?” on page 36.

I headed to Sanbornton, New Hampshire, to meet with Nick Grewal at his Vintage Racing Stable and discuss his vocation and avocation. Grewal is a guy who likes to lay low and enjoy his life, often by riding, driving or flying something special. If you are in tune with vintage racing, you have probably heard his name mentioned in connection with a British or Italian race car with a great provenance. Grewal was born to run, and he does just that. See “Saddle Up” on page 60.

In 1965, Tasca Ford, then located in East Providence, Rhode Island, was one of the biggest distributors of Shelby American cars, including the AC Cobra and the GT350. This was by no accident, as Tasca Ford was and still is a big promoter of drag racing nationwide. Shelby American built a total of 561 GT350 Mustangs, and only a fraction are left on this earth. Our friend Wayne Carini owns one that was originally purchased from Tasca Ford and has a great local history. We share that car’s story in “Thoroughbred,” on page 68. Enjoy!

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Speed safely,

MESH NEW ENGLAND

publisher

Russ Rocknak copy editor

Larry Bean technical editor

Mark Hurwitz contributing photographers

Marshall Buck, Greg Clark, Richard Martin, Shawn Pierce, Russ Rocknak, Josh Sweeney, Rich Taylor social media/web

Navadise Media

advertising inquiries Russ Rocknak 603.759.4676 rsr@meshnewengland.com subscription and editorial inquiries Russ Rocknak 603.759.4676 rsr@meshnewengland.com meshnewengland.com

Mesh New England is published six times a year by © 2019 RSR Media Group, Inc., P.O. Box 786, Bath, ME 04530

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ON THE COVER: A 1965 Shelby GT350 originally sold by Tasca Ford in East Providence, Rhode Island. Photo by Russ Rocknak

LATE SUMMER 2019

All rights reserved. No part of this publication may be reproduced without prior written permission from the publisher.

Printed by GHP Media, West Haven, CT

THE HUB OF NEW ENGLAND’S CAR COMMUNITY

meshnewengland late summer 2019 volume vii, number iiii

contributors In the late 1970s and early ’80s, while working in TV production, Marshall Buck was also custom-building model cars for himself and a few select customers, one of whom convinced Buck to go into model-making full-time (that gentleman remains a client to this day). Hence, in 1982, Buck founded Creative

Miniature Associates, now CMA Models Inc. Since the start of CMA, he has been involved with the finest high-end automotive miniatures as a collector, model maker, manufacturer and boutique dealer, catering to collectors worldwide. For more than 30 years, Buck also has been authoring feature articles and regular columns on models and collecting for various publications, including Cavallino, Vintage Motorsport, and Sports Car Market, as well as Mesh New England. He is also cofounder and editor of AutoMobilia Magazine.

Master restorer Wayne Carini is best known for his shop’s restoration work, but for the past 13 years he has also been known for his television show Chasing Classic Cars, which is shown in 42 countries and is about to air its 200th episode. Carini was born into the restoration business, with his father founding the Model A Restorers Club in 1951, the year Wayne was born.

Eight years later, Carini was sanding cars at his father’s shop and has never stopped.

Today, Carini enjoys filming his TV show, traveling the world and meeting fellow car friends, and working with 4

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Impala and a not-so-much 1966 Mustang. She traces her love of American muscle

his crew restoring cars for his customers. Carini and his family live on a farm in rural Connecticut. His daughter Kimberly was diagnosed with autism at an early age.

Because of Kimberly’s autism, Wayne and the entire family have made helping autism charities a major part of their lives.

Jeff DeMarey is on the Classic Car Club of America’s national board of directors, and he is the director of the New England region CCCA. For nearly 30 years, he has run a specialty insurance agency for classic and collectible cars, Stonewall Insurance Group in Wilbraham, Massachusetts. He is also a frequent judge at classic car shows, including the Greenwich Concours (for the last 18 years), the Elegance at Hershey, the Boston Cup (for the last nine years), and scores of Classic Car Club of America events.

DeMarey has planned many successful car events throughout the years, including most recently the CCCA New England Caravan in 2016. He is also a “Chowderhead,” a proud member of the infamous Madison Avenue Sports Car Driving and Chowder Society.

Miranda McDonald is the proud owner of a fully restored 1967 Chevrolet LATE SUMMER 2019

to when she was a little girl, sitting in her neighbors’ driveways and sketching the logos of their cars’ grilles and hubcaps. She has driven cross-country twice, lived in six states, and traveled through all but eight states.

She has decided that, by far, Maine is the best place. As the owner of Focus Firearms Instruction & Safety Training, McDonald works with people just beginning in the shooting sports and offers situational-awareness and defensive-tactics training.

She spends her free time with her two lovely daughters (and teaches them how to change the oil) and enjoys tasting new whiskeys.

Cory “C Pez” Pesaturo has an ongoing musical relationship with the Red Bull F1 team, which has led to his friendships with many F1

drivers. He is the only person to ever win the trio of world championships on acoustic, digital and jazz accordion, and he is the only accordion graduate of the New England Conservatory of Music. Pesaturo’s resumé includes four performances at the White House for President and Mrs. Clinton. His first was when he was 12, making him the

youngest person ever to perform at a State Dinner. At 16, he performed with the Brockton Symphony Orchestra and became the youngest accordionist ever to solo with a symphony orchestra in the United States.

Josh Sweeney’s passion for cars and photography was obvious by the time he was 6 years old, when he would keep himself busy by taking pictures of model cars with his Mickey Mouse camera.

He eventually got hold of a real camera and started photographing everything,

to the Nürburgring. He has vintage-raced his own Devin SS, Kellison J-4R and B-production 1967 Corvette, and he won an SCCA Championship with a Mazda RX-7. Taylor’s restoration shop, Minisport, has created cars that have been displayed at SEMA and the Detroit and New York auto shows. He and his wife, Jean, have raised more than $2 million for North American charities through Vintage Rallies Inc., which has organized over 100 vintage car rallies.

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Linda Zukauskas has giving him a great eye for composition and detail. A friend introduced him to executive director Sheldon Steele and the staff at Larz Anderson Auto Museum in Brookline, Massachusetts, where he became an intern and photographed a wide array of collector cars. Today, he does work for Lamborghini, Amelia Island Concours, Mecum, RM Sotheby’s and Bonhams, as well as Mesh New England and Larz Anderson. From track events to luxury galas, you will find Sweeney capturing the moment.

Straight from graduate school, Rich Taylor started out as managing editor of Car and Driver. Since then, he’s published more than 5,000 magazine articles, 27 books and hundreds of special sections for Car and Driver, Popular Mechanics, New York Times and other clients. Taylor has won motorcycle and automobile races everywhere from Laguna Seca to Daytona

always loved cars. She graduated from the University of Connecticut with a bachelor’s in English before working as a tech writer for software development firms, then as a freelance writer. While interviewing the owner of a small automotive shop for a local newspaper feature, she was thrilled to accept his invitation to join his vintage racing crew. She took on the title of CCO (Chief Cleaning Officer). She’s having a blast writing about the many ways to enjoy cars— racing, restoring, building, buying, selling, showing— but, for her, it all comes down to amazing stories about the wonderful people she is honored to meet and call friends.

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WINTER 2019

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You have a passion for cars. So do we.

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THE HUB OF NEW ENGLAND’S CAR COMMUNITY

- Herb Chambers

LATE SUMMER 2019

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from the publisher Welcome from Russ Rocknak.

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8 short shifts Our contributors discuss a variety of topics: whether to trust your

trusses, the differences between car shows and cruise-ins, and experiencing the ongoing battle between Lewis Hamilton and Sebastian Vettel.

12 nuts & bolts Auction Ready: Choosing a Rep; part 2 of a three-part series in which

Wayne Carini helps you navigate the steps to successfully selling your car at auction.

20 a great drive If you’re going to Audrain’s Newport Concours & Motor Week,

you should know that in addition to the celebrity car collector symposiums, concours and gala, there are many other things to see around Newport. Indeed, Newport is one of America’s great tourist destinations.

30 model review Marshall Buck, our master modeler extraordinaire, reviews a 1:18 scale

Our passion for cars can not only be seen through the car buying experience, but the maintenance of your vehicle as well.

With our Amazing Service Centers, we’ll help keep your car running for years to come.

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1963 Scarab Mk II Chassis No. 002, a fairly new offering from Replicarz.

34 calendar of events Up-to-date events including the top auto shows, club gather ings, races and road rallies in New England and beyond.

36 event highlights A celebration of highlights from the latest auto shows, rallies

and races that take place in the Northeast.

54 Details, Details David Townsend of Sports Car Art in Rutland, Vermont, has a

unique way of illustrating the automobile.

60 Saddle Up If you are in the Lake Winnipesaukee area and see a silver AC Cobra

chug by, chances are, chances are its hitching post is with Nick Grewal and his Vintage Racing Stable.

68 Thoroughbred Originally delivered to Tasca Ford in East Providence, Rhode Island,

by Shelby American in Los Angeles, this 1965 Ford Shelby GT350 never left the Northeast, racking up miles driving and drag racing.

last word p.80

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HERB CHAMBERS.COM

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Vehicle Involved

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by Jeff DeMarey

ollector cars are my vocation and my avocation. I love them—and most everything else that rolls under power.

I travel nationwide representing the Classic Car Club of America’s New England chapter, and in doing so, I get to see and experience a lot of what goes on in our community of automobile enthusiasts. As for my vocation, our business, Stonewall Insurance Group, is one of the largest collector car insurers in the country. With Stonewall, I come across many interesting incidents in which things didn’t go as planned, such as the one described below. Hagerty Classic Insurance, with which Stonewall works directly, shared this example with us. In future issues of MNE, look for more examples from Hagerty of automotive mishaps that serve as teachable moments.

VEHICLES INVOLVED: 38 cars, trucks and trailers.

WHAT WENT WRONG: Do you trust your trusses? While heavy snow is often to blame for roof collapses, this one was in Texas and had everything to do with old age. The building was constructed in the 1940s, and when the support beams gave way, the roof came crashing down on the owner’s collection of cars, trucks and trailers.

DAMAGE/LOSS: No one was injured. The most significant harm came to a 1938 Curtiss Aerocar trailer and a 1996 Chevy S10 truck. Both were total losses and carried a combined guaranteed value of $61,200. Overall, the vehicle damage totaled $140,292, which Hagerty paid.

LESSON: Hagerty’s Rick Worm says, “Many older buildings were built directly on the soil or used existing stumps as supports. This constant contact with ground moisture can lead to rotting sills and studs and can put stress on old trusses, causing weakening and failure of the trusses, walls and roof.” Worm also says that roots from trees growing near a building can spread underneath its foundation, causing the structure to heave or crack. “If you’re going to use an old building to store your collection,” he says, “I’d certainly recommend hiring an independent inspector to look over the building.” The bottom line is, don’t assume a building is sound just because it looks good from where you’re standing. Bring in a pro who knows what to look for. And even if the inspector gives the building a clean bill of health, ask how often you should have it inspected in the future.

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’Tis the Season

by Miranda McDonald

We’ve had an amazing stretch of wonderful weather here in New England this summer, allowing for successful car shows and cruiseins. ’Tis the season for being out in your car.

(Driving around in a 16-foot-long black car with no air conditioning may not be everyone’s version of fun, but I don’t think you’d be reading this magazine if you cared about keeping cool while driving.)

I have been to several car shows and cruiseins and have had a fun time observing both crowds—there are definitely differences between the two. Car shows usually require early check-ins, a registration fee (which helps pay for the trophies and often aids in funding a charity), and a dedication to stay all day.

Cruise-ins offer a more casual attitude. You come as you are and when you want. They often occur during the beer-thirty cocktail hour, and rarely will you see a chair in use unless it’s next to a bar. The cars are parked wherever there is a spot, in the order that they arrive. The most sought after “trophy” for fan favorite (votes are often bought with beers) is a bucket of car-wash items. There’s always a 50-50 raffle floating around and food vendors grilling up something overpriced but delicious. The same group of people seem to frequent cruise-ins throughout the circuit, and familiar faces soon become friends.

A favorite cruise-in memory of mine comes from this summer. Since my ’67 Impala is actually a direct replica of the car on the TV show Supernatural, fans often stop to get a picture.

One young lady saw my car from far across a large parking lot just as I was getting ready to leave. Red-faced from her frantic run to reach me, she gasped, “Don’t leave! I love your car!” I rewarded her with a ride and a bottle of water.

I can’t say I have a preference between car shows and cruise-ins. Casual or competitive, strict or social. There are more than enough of both still left in the season to see for yourself.

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short shifts

ow many times in sports history does one have the opportunity to see two sports figures who have already achieved legendary status do battle in a season, series or game that will too easily define who is superior, regardless of previous or future statistics?

It is exceptionally hard to find examples that additionally fit the criterion of a fair enough fight in which the levels of luck involved are practically equal.

First, please remember how pedestrian and at times terrible Lewis Hamilton was during the five-year span of 2009–2013, when he basically would have choked away two championships in a row if it weren’t for the longest and most intense rainstorm in sports history (more on this later). Next, Lewis has had a dominant, automatic titlewinning car for 4.5 seasons (2014–2017 and 2019) and 92 races of his career. Sebastian Vettel has had the same, but for only two seasons (2011 and 2013) and 38 races. This fact alone accounts for their

when Lewis had a car that wasn’t dominant but still very capable of winning the title, he choked down the stretch in both seasons. In 2007, in the penultimate race, he crashed in the rain while entering the pit. And in Brazil, Lewis had a no-faultof-his-own situation that was eerily similar to Vettel’s 2012 Brazil GP, forcing him to come back from almost last place.

Hamilton, though, couldn’t get the job done, missing his needed fifth-place finish by about 12 seconds. And please don’t forget the first-lap blunder, when he tried to pass Alonso, which dropped him to eighth and which was his fault.

Then there is the biggest revisionist history moment in F1 since the Schumacher era: the 2008 Brazilian GP. Yes, he won the title on the final corner of the season. How clutch! But actually, he completely choked.

With just over two laps to go, and Lewis needing fifth to win the title, he was in fifth. But on the same corner where he would make the famous pass on Timo Glock to win two laps later, a

dinary 15 to 20 seconds in one lap.

Imagine if the rain had fallen 1 percent lighter and five seconds later, and Vettel was the one to cause Hamilton to lose 2008. Couple this with 2007, and with how Hamilton fared through 2012, and he very possibly never gets an offer from Lauda and Mercedes for 2013 and at best becomes a one- or two-title driver. All for seconds of rain falling.

Now contrast that with Sebastian.

His 2010 and 2012 seasons were both down to the wire as well, but Vettel went 2-0. This included historically clutch drives in Abu Dhabi in 2010 (with, astoundingly, three other drivers who could have won the title and had yet to lead the championship) and in both Abu Dhabi and Brazil in 2012, when he had to race through the entire field in both races (twice, actually, in Abu Dhabi). I put the 2012 Brazil drive right up with Schumacher’s 2006 Brazil GP, Kimi’s 2005 Japanese GP, Senna’s 1988 Japanese GP, Clark’s 1967 Italian GP, and Fangio’s 1957 German GP for all-time clutch drives—especially when you consider that Vettel’s heroic Abu Dhabi drive happened two races earlier with the title heavily in question If all these data points aren’t enough to make you rethink Hamilton vs. Vettel, then I’ll hope Verstappen, the best driver in the world to me for three years run-

statistical differences in all categories.

During these periods, Hamilton won at a clip of 52 percent, got on the podium 79 percent of the time, and attained the pole in 49 percent of this races. In contrast, Vettel (in 2011 and 2013) won 63 percent of his races, earned a podium finish in 87 percent, and a pole in 63 percent. Also, Lewis spent less time in a midfield or back-marker car than did Sebastian (56 to 65 races), and he was never in a back-marker car, as Vettel was for the first 26 races of his career.

As mentioned earlier, in 2007 and 2008,

young Sebastian Vettel passed him for fifth, and Hamilton could not re-pass him. Do you think anyone who would be considered for the top-10 all-time drivers list would allow a rookie, in a midfield Toro Rosso, to pass him in the great equalizer, the rain, with two laps to go in the final race, when he needed that very position to win the championship? Not a chance in hell or high water. It was only the rain coming down at exactly the right moment at exactly the right intensity that caused Glock to somehow lose an extraor-

ning, pairs with Hamilton at Mercedes in 2020 and beats him handily. Lewis’ entire 2014–2019 run would magically put a thumb and fist under everyone’s chin to reevaluate. He’s a top-10 all-time driver, yes, but his seven-year, 2007–2013 performance to me makes it impossible to ever put him in the top five. On the same note, it’s impossible for me to put much weight on Vettel since 2014, when I know what I watched during that same 2007–2013 timeframe. I won’t forget the details and stats of those years. You shouldn’t either.

Vettel vs. Hamilton You have already forgotten 2007–2013, haven’t you?

by Cory Pesaturo

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by Wayne Carini

PHOTOS BY RUSS ROCKNAK

AUCTION READY

Choosing a Rep

For over 35 years the most dedicated auto enthusiasts have trusted Intercity Lines to transport their prized possessions. Our state-of-the-art rigs keep cars safe and secure.

And the same driver handles your car from the start of its journey to the nish, every time.

Part 2 of a three-part series in which Wayne Carini helps you navigate the steps to successfully selling your car at auction.

Getting Your Car Ready If you’re thinking about selling a car at an auction, you’ll want to make up your mind about it, let’s say, six months before the auction takes place. It’s difficult to make that commitment. You could decide to commit a car to an auction, but then some guy comes up and says, “I’ll give you your asking price.” At that point, you can’t pull out of the auction. I mean, that’s it. Once you’ve signed the paperwork with the auction company, baby, it’s all over. Basically, you have to take the car off the market once you commit to an auction, if it’s been on the market. You have to make that commitment with the auction company. It gives the company the opportunity to photograph the car, to write a good description about it, and then to market it properly before the auction happens.

On the other hand, two weeks before

an auction you can’t all of a sudden say, “Oh, you know, I’d like to put a car in your auction.” Well, that’s all good and dandy, but who’s going to know about it? How’s the company going to let people know that the car is for sale? And besides, most auction companies close their books on an auction eight weeks before the auction occurs.

It is very important to take advantage of the auction house’s marketing and public relations efforts, because they’ve got a great list of people who they deal with, and you want to tap into that list. You want everyone to know that your car is coming up for sale.

Choosing a Representative Whether you’re buying or selling, and especially if you’re not savvy about the auction scene, choosing the right rep will pay you dividends. The rep will be able to

We know what your car means to you, and we know how to transport it safely.

We’re Intercity Lines.

negotiate with an auction company a lot better than the individual who is selling one or two cars for the very first time.

The rep can also be a representative of the auction company. In other words, you can hire somebody like Carini Consulting to help you, but if you have a good rapport with one of the auction companies and an individual who works for it, you can work with them. It is so important to have a good rapport Lorem Ipsum

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MCCM MESH AD august 2019 2.pdf

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Where the passion for cars and watches come together.

New England’s largest and most exclusive jeweler for both New & Certified PreOwned watches.

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Original HEUER Monaco from 1970 /71 Available Now

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with one of the employees, so that the employee is not only working for the auction company, but they’re also working on your best behalf. In the end, they make money when you make money.

That’s the best way to do it.

When considering an independent rep, make sure that their fee is not just a flat rate and that there’s incentives built in. That way, the more the car sells for, the more the consultant gets paid. And it doesn’t have to be a huge amount of money. The rep is going to find the right auction company. When I’m looking for an auction company for a client, I want one that is as excited about the car as I am.

And I do have to be excited about the car.

I can’t have somebody give me a car to represent that really doesn’t appeal to me.

In such a case, I’d simply say, “You know what, maybe I’m not the best guy for you.”

But if somebody comes to me and they have a Packard 845 roadster or a Cobra, well, I’m your guy. Choose a representative based on his or her knowledge of the automobile that you’re selling. Being auction savvy, choosing the right auction company is very, very important. For example, I brought my 1910 Simplex Speed Car to Mecum. People might say, “Oh, you’re crazy. That’s not the car for Mecum.” This was in Monterey, where all the car guys were, and Dana Mecum let me put the reserve on the car that I needed, and he was willing to give it a shot.

When you’ve got a special car, like a Simplex, it doesn’t matter; we could have sold it in the parking lot of a Walmart in Nebraska. The right people would have 14

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shown up, because those people would know that the car was being sold, and they’d go anywhere for it. But still, we brought it to Monterey, and we found the exact right buyer. We wanted $2 million for the Simplex. You know how the Mecum auction goes; it’s very fast paced.

We got the price up to $1.5 million, which is what everybody was telling me the car was worth—and which is why I didn’t want to sell it without a reserve.

Dana comes to me and says, “They got a million and a half, and that’s it. There’s nobody else bidding.” I said, “Well, see this guy down in front of me over here, Dana?

He wants the car. Go talk to him.” Dana goes over to the guy and says, “Sir, do you want to buy that car?” The guy says, “I’d love to buy it, but Wayne wants two million, and I will not give him two million. I’ll give him 1.9 million.” Dana comes running back to me and says, “I got one-nine.

Quick, before he changes his mind!”

Everybody said I was an idiot when I brought the car to Mecum. Then the minute it sold for $1.9 million, I was a genius.

How did I know that was going to happen?

I didn’t. I just took a chance. I had control over the situation, and there’s the key to the whole thing. But that’s just knowledge.

It’s gut knowledge that you know who’s going to do the best job for you.

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Placement Placement is very important. You’ve got to place a car in the middle of the auction.

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were to bring the car to the auction yourself, you wouldn’t have much control over the situation, other than if you said to the auction company, “I’ve got a $4 million car, and if you put it in the middle of the auction, I’ll give it to you at no reserve.”

Then the auction company will scramble to do that for you.

Sometimes eight to 10 cars into the auction is good placement, because everybody’s feeling good, the pace is good, and they’ve sold the first three or four cars because they had no reserve.

Picking the right representative, that’s important. It’s like with a stockbroker: You’ve got to trust the person who you’re dealing with. If you don’t have a good feeling, walk away.

A client of mine in Columbus, Ohio, asked me to sell a few of his cars. I was there the other day and went over each car with him and got to know the history of the car, got to know the condition of the car. I was there for the shipping part of it, too. I personally put them on the trucks. The client is not going to attend the auction, and he doesn’t have to. He says to me, “You’re my guy. Why do I have to go?”

All of the cars in his collection are going to Bonhams. I have a good rapport with everybody at Bonhams, and the rep I’m working with there is Evan Ide. When somebody wants to know about a car that he’s involved with, he has the knowledge.

Evan is schooled in that car. He knows all about it, because he’s learned about it.

When I’m working with Bonhams, I will go through all of the cars with Evan. We take each one for a drive. We talk about THE HUB OF NEW ENGLAND’S CAR COMMUNITY

them, and now he’s got that knowledge so that when somebody asks, “What can you tell me about this 1956 Oldsmobile Starfire convertible?” he can say, “I drove that yesterday. This is what I know about it. I’ve talked to the owner.”

It’s very, very, very important to have somebody within the auction company who you’ve made that connection with, whether it’s through an agent like me or directly through the auction company.

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Premiums With auctions today, there’s little to no negotiation for the premium, unless you give the auction company the car at no reserve; then they may take a couple of points off. But other than that, you’re going to be paying a 10 percent seller’s fee, plus an entry fee. And the entry fee is very important to pay.

Let’s say that the entry fee is $1,500, and you don’t want to pay it. The auction company is going to think, well then, what we’re going to do is take some pictures of the car, and there’s going to be one picture in our catalog and only one picture online. But if he paid us the $1,500, we would have given the car three pages in the catalog and multiple photographs, and we would have chosen a really talented writer to write a description about the car.

Pay the money, because it’s well worth every penny. It costs a lot of money to publish those catalogs, and to mail them out. Tap into the auction company’s system. It’s important to pay the fees that are necessary for the company to do the best job for you.

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Pre-selection is required by emailing us: Pinetreejamboree@gmail.com LATE SUMMER 2019

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a great drive

Enjoying Newport words by Rich Taylor, photos by Taylor-Constantine

I

f you’re going to Audrain’s Newport Concours & Motor Week, you should know that in addition to the celebrity car collector symposiums, concours and gala, there are many other things to see around Newport. Indeed,

International Tennis Hall of Fame

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Newport is one of America’s great tourist destinations.

My wife, Jean, graduated from Rhode Island School of Design, and I graduated from Brown University. Over the decades, we’ve summered in Narragansett and

Charlestown, sailed these waters in everything from a Sunfish to a 12-meter and brought multiple Vintage Rallies events to Newport. I was an official part of the Newport America’s Cup festivities in 1977, and my architecture history PhD studies concentrated on Gilded Age mansions.

This is by way of saying that Jean and I know a little something about Newport.

Newport was founded in 1639, and within a century it was as important a seaport as Boston or New York. It was also a bastion of religious freedom, with a major Quaker meeting house and the 1763 Touro Synagogue, the oldest synagogue in America.

In the 1830s, Newport took on a new role as a summer resort for wealthy New Englanders such as Henry James, Julia Ward Howe and Henry Wadsworth Longfellow.

After the Civil War, ostentatious mansions brought a whole new feeling to Newport.

These huge “summer cottages” were usually occupied for only six weeks, from mid-July to the end of August.

THE HUB OF NEW ENGLAND’S CAR COMMUNITY

Vanderbilt, president of the New York Central Railroad, had a stroke in 1896 and died in 1899.

MARBLE HOUSE Also designed by Richard Morris Hunt, Marble House contains 500,000 cubic feet of white marble and cost more than $11 million in 1892. William K. Vanderbilt gave it to his flamboyant wife, Alva Smith, as a 39th-birthday present. She divorced him three years later to quell rumors of her scandalous affair with their architect, Dickie Hunt. She then married Oliver Belmont and moved down the street to Belcourt Castle.

Rough Point

PLACES TO SEE IN NEWPORT THE POINT Starting in 1968, tobacco heiress Dorothy Duke, whose summer cottage was Rough Point, at the end of Bellevue Avenue, rescued nearly 100 colonial buildings in a rundown neighborhood known as the Point. Thanks to her, the Point is now the largest concentration of authentically restored colonial buildings in the United States. It’s well worth a few hours of wandering about the charming 18th-century streets.

NEWPORT COTTAGES The most popular things to see in Newport are the summer cottages, which

are clustered on Bellevue Avenue and were built literally a century later than the colonial homes in the Point. Most of the important mansions are now owned by the Preservation Society of Newport (newportmansions.org, 401-847-1000). The basic tour package includes The Breakers and your choice of one other house for $32. A ticket to visit five houses is $38.

THE BREAKERS The Breakers, designed by Richard Morris Hunt for Cornelius Vanderbilt II and his wife, Alice Gwynne, is the grandest Newport cottage. It has 70 rooms and was completed in 1895. Ironically, workaholic

THE ELMS The Elms was derived from the 1752 Chateau d’Asnieres by Horace Trumbauer for Pennsylvania coal baron Edward Berwind and his wife, Sarah. Completed in 1901, it was one of the first US homes wired for electricity. The two-story garage, 125 feet by 70 feet, was the largest private garage in the world when it was built in 1910.

ROSECLIFF Derived by Stanford White of McKim, Mead and White from the Grand Trianon at Versailles, Rosecliff was completed in 1902 for Theresa Fair Oelrichs, heiress to the Comstoke Lode silver mine and sister of Mrs. William K. Vanderbilt II. Theresa was married to Hermann Oelrichs, whose family owned the Lloyd steamship line.

KINGSCOTE Kingscote started the Newport boom in 1839. Architect Richard Upjohn designed this Gothic Revival home for southern planter George Noble Jones. At the time, Bellevue Avenue was just an empty country road. In 1876, McKim, Mead and White renovated the house for new owner David King. It stayed in the King family until 1972 and remains completely intact, including early stained glass windows by Louis Comfort Tiffany.

CHATEAU-SUR-MER Built in 1852 for merchant William Wetmore, Chateau-sur-Mer was remodeled in the Second Empire style by Richard Morris Hunt for Wetmore’s son, George, who was Governor of Rhode Island and later a US senator. The home is unique in that it was designed and used as a year-round residence, rather than just a summer cottage.

The Breakers

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THE HUB OF NEW ENGLAND’S CAR COMMUNITY

Seal Cove Auto Museum Exploring History Through a Collection of Brass Era Automobiles & Motorcycles

CLIFF WALK A 3.5-mile walk along the shore parallel to Bellevue Avenue, Cliff Walk combines spectacular ocean views on one side with views of the Newport cottages on the other side.

OCEAN AVENUE A scenic 10-mile drive from Bellevue Avenue to downtown Newport, this is Newport’s equivalent of 17 Mile Drive in Pebble Beach.

INTERNATIONAL TENNIS HALL OF FAME Housed in the 1880 Newport Casino designed by McKim, Mead and White, the Hall of Fame (tennisfame.com, 401-8493990 is probably the best extant Shingle style structure in the world. It’s next to the Audrain Museum on Bellevue Avenue.

May-Oct: Open Daily 10-5 Nov-Apr: Open by Appointment 1414 Tremont Rd, Seal Cove, ME • 207.244.9242 www.sealcoveautomuseum.org

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AUDRAIN AUTOMOBILE MUSEUM The Audrain (audrainautomuseum.org, 401-856-4420) is housed in a magnificent 1903 commercial building designed by Bruce Price, who also created the 7,000acre Tuxedo Park in New York in 1885 and the landmark Chateau Frontenac and Banff Springs hotels for the Canadian Pacific Railroad. The Audrain can display 20 cars at a time from the roughly 200 cars in its collection.

automobile This 1953 Ferrari 166 MM Spyder by Oblin is the only example in the world, but at ARI we know that every classic, regardless of production numbers, deserves the same respect as this one-off Ferrari. With 40 years of experience completing award-winning restorations, ARI has built its reputation providing our clients with the highest standard in automotive care. From Lotus to Bugatti, our world renowned staff is the only tool you need to take home best in show.

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NEWPORT CAR MUSEUM Retired lawyer Gunther Buerman has filled a 114,000-square-foot former Raytheon factory with his personal car collection, which is heavy on American cars, particularly Shelby and Corvette models. The cars are important, beautifully presented and well worth the 7.4-mile drive from Newport to Portsmouth (newportcarmuseum. org, 401-848-2277).

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FORT ADAMS STATE PARK Fort Adams (riparks.com/fortadams, 401847-2400), an active US Army post until 1950, was taken over by Rhode Island in THE HUB OF NEW ENGLAND’S CAR COMMUNITY

1953 Ferrari 166 MM Spyder proudly restored by Automotive Restorations, Inc. Photography by Dan Savinelli

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1965. It’s the largest coastal fortification in the United States. A classic Vauban “star” fort, it was built between 1825 and 1838 under the direction of my ancestor Major General Joseph Gilbert Totten, head of the Army Corps of Engineers. Fort Adams, his Newport Lighthouse and his home at 392 Thames Street are all on the National Register of Historic Places.

12-METER YACHT SAIL Elegant 12-meter sloops were the design standard for the America’s Cup from 1958 through 1987. You can sail around Narragansett Bay on a famous 12-meter, including Briggs Cunningham’s 1958 America’s Cup winner Columbia, 1962 winner Weatherly, Heritage, Onawa, Nefertiti, American Eagle and Intrepid. There are two charter firms: americascupcharters.com, 401-849-5868; and 12metercharters.com, 401-851-1216. You can buy a ticket for one person, or charter the whole fleet; each boat can carry a dozen passengers.

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HERRESHOFF MARINE MUSEUM Only 15 miles up Route 114 from Newport is Bristol, home of the Herreshoff Marine Museum (herreshoff.org, 401-253-5000).

The museum is on the waterfront site of Herreshoff Manufacturing, which was established in 1888 by brothers Nathanael Greene Herreshoff and John Brown Herreshoff.

Captain Nat drew more than 2,000 classic boat designs, including yachts for William Randolf Hearst, J.P. Morgan and a plethora of Vanderbilts. He also designed every America’s Cup winner from 1893 through 1934: Vigilant, Defender, Columbia, Reliance, Resolute, Enterprise and Rainbow.

Captain Nat’s son, L. Francis Herreshoff, was also a successful naval architect.

Among his 500 designs are such classics as Tioga, Araminta, Yankee, Meadow Lark, and the H-28 ketch. The museum is home to more than 60 boats, 500 priceless hull models made by Captain Nat, and the America’s Cup Hall of Fame.

GREEN ANIMALS TOPIARY GARDEN Just 10 miles from Newport on Route 114 is Green Animals (newportmansions.org, 401-847-1000), the oldest topiary garden in the United States. It was created between 1905 and 1985 for estate owner Thomas Brayton and his heirs. There are more than 80 pieces of topiary, gardens, orchards and a pretty Victorian home overlooking

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THE HUB OF NEW ENGLAND’S CAR COMMUNITY

Narragansett Bay. The Preservation Society ticket to the Newport Mansions includes a visit to Green Animals.

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PLACES TO STAY There are 268 hotels in and around Newport, including the usual chains and unexpected boutique hotels, many of them in cute or cutesy antique buildings.

The problem is finding a hotel where you don’t have to park on the street or in a busy public parking lot.

If you’re driving a valuable collector car or towing a trailer, by far the safest and most convenient place for you to stay is newly renovated Gurney’s Newport (gurneysresorts.com/newport, 401-8513366), located on its own private island in Narragansett Bay. It has a private parking garage plus extensive private parking lots, ultra-modern rooms, a decent restaurant and a lively lounge.

The Newport Marriott (Marriott.com/ hotels/newport-marriott, 401-849-1000), which also was recently renovated, is at the downtown end of the causeway that leads to Gurney’s. It has a similar ultramodern feel, a protected parking garage, views of Newport Harbor and a decent restaurant/bar.

If you want something more in the spirit of Bellevue Avenue, Castle Hill Inn (castlehillinn.com, 401-849-3800) on Ocean Drive is an 1875 mansion turned into a boutique hotel that the New York Times calls “quite simply, the best spot in town.”

PLACES TO EAT Our favorite restaurant is 22 Bowens (22bowens.com, 401-841-8884), at 22 Bowens Wharf. It’s consistently the best restaurant in Newport. Another favorite is the Black Pearl (blackpearlnewport.com, 401846-5264) on Bannister’s Wharf. Jean and I used to go here when we were first dating, which may have something to do with our affection for the old place, but its New England clam chowder is as good as any you’ll find. Clarke Cooke House (clarkecooke.com, 401-849-2900) at Bannister’s Wharf is a charming 18th-century tavern with a collection of America’s Cup memorabilia. On the adjacent Sayer’s Wharf is the Mooring (mooringsrestaurant.com, 401-846-2260), offering fresh seafood and waterfront views of Narragansett Bay. For a quick lunch, we like the quirky Red Parrot (redparrotrestaurant.com, 401-847-3800) at 348 Thames Street.

THE HUB OF NEW ENGLAND’S CAR COMMUNITY

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model review

by Marshall Buck

For the Love of Your Automobile.

1963 Scarab Mk II Chassis No. 002

I

really wanted to like this model.

The Scarab roadsters are among my favorite sports racers, but this is one of the worst, most inaccurate models I can recall seeing in many years.

It is a fairly new 1:18 scale release from Replicarz, a model dealer that has branched out into having model cars produced for it. This Scarab is its third version of the Mk II roadsters, and each version is seriously flawed, which is a big and surprising disappointment, since Replicarz’s various vintage Indy car models made in 1:43 and 1:18 scale have always been so good. But this is a perfect example of why a company should just stick to what it knows how to do, and it shows what goes wrong when a company deviates into an area it knows nothing about.

This model is supposed to replicate Scarab 002 as driven to the final Scarab victory by Augie Pabst at Continental Divide Raceway in 1963. Replicarz claims it is “an authentic limited edition replica

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of the actual car as it raced.” That statement is dead wrong. This model doesn’t come close to replicating the real car as it raced, unless you look at it with both eyes closed! Mistakes are abundant; too many are obvious. Replicarz also fails to provide any information about what quantity the edition is limited to.

The model looks remarkably similar to smaller 1:43 models previously made by

PHOTO BY JOSH SWEENEY/SFD

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Spark, which are equally bad and share the same major flaws. Hmmm. The list of what is wrong is extensive. Here are some “highlights.” The body shape from front to rear is off everywhere. Most notable is the entire front of the car. The shade of blue is too light. The wheels and tires are poor and generic. The headlight covers should be solid painted covers, not clear, and the model is missing the real car’s very large second gas filler tube and cap on the right side, in front of the driver’s door.

The interior isn’t any better; it is part

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fantasy. The framework is not at all correct. The transmission tunnel and gear shift are not even close to correct. The dash gauges are weak at best, with oversized printed bezels. Amusingly, the dash includes an electric cutoff switch and an “E” decal that did not exist on this car in 1963. There are also mistakes with various exterior decals.

The hood is a removable lift-out part, but it should be a hinged panel. The engine bay and engine are also fantasy production. Only the basic engine block and a few major components are sort of passable.

The overall look is that of a cheap toy.

The little amount of plumbing is mostly imaginary and does not replicate that of any real Scarab.

The list of big and little mistakes on this thing is long. Photo references that could have been used to make an accurate model are readily available. So what went wrong? My guess is that no one involved really knew anything about the Scarabs and couldn’t be bothered to do any proper research. This toy/model/doorstop shows what happens when you do about zero research and rely on people who do not know the cars or understand what makes a good or bad model. At best, this is a $270 toy.

Do I have anything good to say about it?

Well, this toy is heavy, the paint is shiny, and the box it comes in looks nice.

THE HUB OF NEW ENGLAND’S CAR COMMUNITY

“I’d put my signature on it.”

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THE HUB OF NEW ENGLAND’S CAR COMMUNITY

new england

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September 8/29–9/2 Historic Festival 37 and Sunday in the Park: Concours and Gathering of the Marques, Lime Rock Park, 60 White Hollow Road, Lakeville, CT, limerock.com 860.435.5000 9/2 Toys for Tots Car Show, Portland Motor Club, 275 Presumpscot St., Portland, ME, portlandmotorclub.com 207.775.1770 9/7 Porsche Day, Larz Anderson Auto Museum, 15 Newton St., Brookline, MA, mot.org 617.522.6547 9/7 Audrain Automobile Museum Cars & Coffee, Marble House, 596 Bellevue Ave., Newport, RI, audrainauto museum.org 401.856.4420

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9/8 Tutto Lite, Larz Anderson Auto Museum, 15 Newton St., Brookline, MA, mot.org 617.522.6547

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9/15 Herb Chambers Cars and Coffee, Lexus of Hingham, 141 Derby St., Hingham, MA, herbchamberscarsand coffee.com

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9/13–9/15 British Invasion, Stowe Events Field, Weeks Hill Road, Stowe, VT, britishinvasion.com 802.253.5320 9/13–9/15 Hemmings Concours d’Elegance, Lake George, NY, hemmings.com/concours 802.447.9679 9/13–9/16 Bonneville World Speed Races, Salt Lake City, UT, saltflats.com 801.485.2662 9/21 Audrain Automobile Museum Cars & Coffee, Fort Adams, Newport, RI, audrainautomuseum.org 401.856.4420

9/22 Audrain Automobile Museum Cars & Coffee, Fort Adams, Newport, RI, audrainautomuseum.com 401.856.4420 9/20–9/21 Saratoga Auto Auction, Saratoga Auto Museum, 110 Avenue of the Pines, Saratoga Springs, NY, sara togaautomuseum.org 518.587.1935 9/22 Vintage Racing Celebration, New Hampshire Motor Speedway, Loudon, NH, nhms.com 800.456.8366 9/26 Behind-the-Scenes Auto Storage Tour, Heritage Museum & Gardens, 67 Grove St., Sandwich, MA, heritage museumsandgardens.org 508.888.3300 9/28 Northeast Classic Vic Yerardi Memorial Car Show, Adesa Boston, 63 Western Ave., Framingham, MA, northeastclassicevent.com 9/29 The Boston Cup, Parkman Bandstand, Boston Common, Boston, MA, thebostoncup.com 508.259.6314

October 10/2–10/6 Fall Carlisle Collector Car Flea Market/Corral/Auction, Carlisle, PA, carlisleevents.com 717.243.7855 10/3–10/6 Audrain’s Newport Concours & Motor Week, Newport, RI, audrainconcours.com 401.856.4420 10/6 Brimfield Antique Auto Show, Hart-O-the Mart Grounds, Brimfield, MA, brimfieldcarshow@gmail.com 774-241-8062 10/5 Audrain Automobile Museum Cars & Coffee, Fort Adams, Newport, RI, audrainautomuseum.org 401.856.4420 10/12–10/13 Battle for the Airfield WWII re-enactment, Collings Foundation, Stow, MA, collingsfoundation. org 978.562.9182 10/13 Transporterfest, Larz Anderson Auto Museum, 15 Newton St., Brookline, MA, mot.org 617.522.6547

9/21 Behind-the-Scenes Auto Storage Tour, Heritage Museum & Gardens, 67 Grove St., Sandwich, MA, heritage museumsandgardens.org 508.888.3300

10/19 Audrain Automobile Museum Cars & Coffee, The Elms, 367 Bellevue Ave., Newport, RI, audrainauto museum.org 401.856.4420

9/20–9/22 NSRA Northeast Street Rod Nationals, Champlain Valley Expo, Burlington, VT, nsra-usa.com 901.452.4030

10/26 Audrain Automobile Museum Cars & Coffee, Trunk or Treat, Fort Adams, Newport, RI, audrainauto museum.org 401.856.4420

FOR MORE INFORMATION Russ Rocknak 603.759.4676 rsr@meshnewengland.com Northeast Representative

www.amalgamcollection.com 34

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Got Wood?

EVENT HIGHLIGHTS

8/9 Motorland and the Maine Classic Car Museum, Arundel, Maine

As we look forward to the rest of the 2019 show schedule, let’s check the rearview mirror for highlights from this season.

In their day, wooden-bodied station wagons were workhorses. Considered unattractive and strictly utilitarian, they were produced in low numbers.

Then after a half-century of production, they were gone, discontinued, largely because they were so difficult to manufacture and maintain.

Woodies were never a profitable item for carmakers. They were extremely labor intensive to produce, because they were literally assembled by hand. Yet today, they can sell for more than a house and are considered classic beauties. Some woodies even went upscale and became favorites of the wealthy. Sometimes referred to as estate cars, they gained popularity with “country gentlemen” who owned large rural estates. Ford even bought a track of forest known as Iron Mountain in Michigan as a source for lumber; other carmakers simply purchased the lumber, or more often, had outside vendors manufacture the wooden bodies. In August, the National Woodie Club hosted its third annual Woodie Show, in Wells and Ogunquit, Maine, in conjunction with the annual Woodies in the Cove show. Ogunquit is the crown jewel of the southern Maine beaches area, with over 3 miles of pristine beach and a mere 4 square

photos by Russ Rocknak

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THE HUB OF NEW ENGLAND’S CAR COMMUNITY

WWW.MESHNEWENGLAND.COM

LATE SUMMER 2019

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Got Wood? continued miles of land. The National Woodie Club exists to promote interest in woodies and to educate owners and the public about their history, beauty, usefulness and uniqueness. The club provides an association through which woodie owners and enthusiasts can exchange information about history, building, restoration or modification techniques and share experiences. I am sure you can agree that a woodie is a special kind of car that deserves special recognition. This is what the National Woodie Club celebrates. Sonny Perkins, the NWC eastern director and Yankee Wood chapter president, along with the other members of the Yankee Wood chapter and the Historical Society of Wells and Ogunquit hosted seven previous Woodies in the Cove shows, each more successful than the last.

On August 9, the Woodies all headed north to Arundel, Maine, to visit Motorland and the Maine Classic Car Museum, a great destination for any car-loving individual or tour group. The museum also has a great collection of woodie wagons, which mixed in with the cars from both woodie clubs, so that the entire property seemed to have been taken over by wood.

The museum hosted a catered barbeque picnic lunch for the members of the clubs and gave them a tour of the facility. What a sight to see. —Russ Rocknak

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Vintage Racing Stable Charity Concours 8/4 Nick Grewal’s Farm Sanbornton, New Hampshire

More than 100 cars were on display at the second annual Vintage Racing Stable Charity Concours on August 4 at Nick Grewal’s 140-acre farm in Sanbornton, New Hampshire. The cars included about 50 from Grewal’s collection of vintage English racers. The event featured eight classes of judging— from prewar and postwar foreign and domestic to vintage motorcycles and historic preservation of original features—and it raised more than $120,000 for the Boys & Girls Club of the Lakes Region. “It’s a great cause to help kids, and I’m happy to be a part of it,’’ Grewal said with a big smile. Grewal came up with the idea of hosting a car show to benefit the Boys & Girls Club last year, and it worked out so well that he repeated the event this year. Chris Emond, the executive director of the club, described Grewal as a man of grand ideas who knows how to make them happen. After Grewal first suggested a benefit car show, Emond presented the idea to the club’s board or directors, confident that it would be successful. In preparing for this year’s event, Grewal replaced the dirt floor of his horse barn with concrete; he is in the process of converting the barn into a second showroom for his cars and motorcycles. He also brought his 1936 Bugatti Type 57 to New Hampshire from London this year and was excited to share it with the crowd who attended the concours. The Type 57 model was built between 1934 and 1940, and it was designed by Jean Bugatti, son of the French marque’s founder, Ettore Bugatti. Grewal said that when World War II broke out, the French hid the Bugatti cars—along with other treasures— 40

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Vintage Racing Stable Charity Concours, continued from the Germans. After the war, when Bugatti resumed production, those cars were sent to France’s ambassadors around the world to promote the marque and as a symbol of French perseverance. Grewal’s Bugatti had belonged to the French ambassador in London and passed through several hands over the years, including those of John Coombs, a racer known for his Jaguars. The car won several best of show awards in England. “And now she’s here,” Grewal said. His Vintage Racing Stable collection includes such race cars as the Lotus Climax 18 that Stirling Moss drove to victory in the 1960 Monaco Grand Prix. It also includes a 1901 Waverly, one of the first electric cars, which Grewal said shows that electric vehicles are not a new idea. We are already looking forward to next year. –R.R.

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IMSA Series

7/19–7/20 Lime Rock Park Lakeville, Connecticut Any milestone is an invitation to reflect on the past and look to the future. The Northeast Grand Prix featuring the IMSA WeatherTech SportsCar Championship and the IMSA Michelin Pilot Challenge on July 19 and 20 at Lime Rock Park in Lakeville, Connecticut, celebrated the series’ 50th year. “This track is hallowed ground, rich in history with world-class drivers, cars, teams and moments,” said IMSA president Scott Atherton, describing Lime Rock Park as a match for Daytona and Sebring, though acknowledging that the latter two tracks might be more famous.

Lime Rock Park owner Skip Barber drove a Formula Ford in the very first IMSA race, in October 1969 at Pocono Raceway, and racing legend Sam Posey drove in the first IMSA race held at Lime Rock Park, in 1972, piloting a Chevrolet Corvette. Posey was the also the first to drive the 1.53-mile course in less than a minute, a feat that was repeated several times on the exceedingly hot asphalt that July weekend. Whether the gauge was temperature or speed, three-digit readings made for some challenging conditions on July 20, when Ryan Briscoe and Richard Westbrook won this year’s IMSA Northeast Grand Prix at Lime Rock Park in the No. 67 Chip Ganassi Racing Ford GT. Briscoe described the joy of racing in his home state, where he was surrounded by friends and family, although with the heat, the conditions were brutal. Team TGM’s Owen Trinkler and Hugh Plumb claimed first place in the Lime Rock Park 120 Michelin Pilot Challenge. Neither team broke the 48-second barrier that Posey once claimed would never be broken. The lap record was set in 1993 by P.J. Jones in a Toyota Eagle Mk III 44

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IMSA Series, continued GTP: 43.112 seconds, or an average speed of 123 mph. Nevertheless, there was some amazing racing and some special eye candy on display. Magnus Racing paid tribute to the 50th anniversary of the Apollo 11 moon landing by adorning its car with a special livery that mimicked the Saturn V rocket and with a number 11. John Potter and Andy Lally piloted the car, a Lamborghini Huracán GT3 EVO. IMSA had granted special, one-time permission for the livery and number change to honor the accomplishment of astronauts Neil Armstrong, Buzz Aldrin and Michael Collins and the many, many people behind them in their successful trip. As the weekend fades into memory and becomes part of the past that it honored so energetically, one wonders what the future will hold. Trips beyond the moon? New track records? None will happen without technological advances, and Atherton noted that the top level of racing has traditionally driven the evolution of the automobile. “IMSA is on a mission to maintain that level,” he said. – Linda Zukauskas

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Red-Carpet Screening The Art of Racing in the Rain

8/6 The Institute of Contemporary Art, Boston The Institute of Contemporary Art held a special red-carpet screening of the new movie The Art of Racing in the Rain to directly benefit the Dempsey Center of Lewiston, Maine. Patrick Dempsey, the founder of the Dempsey Center and producer of the movie, was on hand, along with director Simon Curtis and screenwriter Mark Bomback. Based on the bestselling novel by Garth Stein, The Art of Racing in the Rain is a heartfelt tale narrated by a witty and philosophical dog named Enzo (voiced by Kevin Costner). Through his bond with his owner, Denny Swift (Milo Ventimiglia), an aspiring Formula One race car driver, Enzo gains tremendous insight into the human condition and comes to understand that the techniques needed on the racetrack can also be used to successfully navigate the journey of life.

The film follows Denny and the loves of his life: his wife, Eve (Amanda Seyfried); their young daughter, Zoe (Ryan Kiera Armstrong); and his true best friend, Enzo. —R.R. photos by Josh Sweeney/SFD

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Styling the Future 8/2 The Audrain Automobile Museum Newport, Rhode Island

photos by Russ Rocknak

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The Audrain Automobile Museum hosted a VIP-member opening for its new exhibition Styling the Future: A History of GM Design & Concept Cars in early August. For the first time, 12 of General Motors’ most desirable, historic and dramatic one-off concept cars are on display on the East Coast, at the Audrain. Co-curated by noted appraiser, historian and writer Donald Osborne, this exhibition highlights the many design and engineering advancements that were completed behind the scenes in order to construct these unique automobiles. Rounding out the collection to make a baker’s dozen from Michigan is Old 16, a Locomobile racing car that at one time was referred to as “the greatest American racing car.” That title was first used by the press and later by the Locomobile Company of America, in advertising material, after the car competed in the 1906 Vanderbilt Cup race, an event that was followed around the world. “It’s our first all-loan exhibition,” said David de Muzio, the Audrain’s executive director. “It’s common for us to draw the majority of cars from our museum’s collection. We also often borrow cars and other items from

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Styling the Future, continued outside collectors and other museums. But this is truly the first time we’ve had an all-loan exhibition, with 10 cars from the GM Heritage Collection in Sterling Heights, Michigan, and two from Ken Lingenfelter’s collection, which is also near Detroit. We also have a vignette exhibit of the 1906 Locomobile, Old 16 as it’s known, which we borrowed from the Henry Ford Museum in Dearborn, Michigan,” de Muzio continued. “It’s in an adjacent part of the gallery. It’s a very famous early race car, and it was the first American race car to win the Vanderbilt Cup, in 1908. The cup was started in Newport in 1900 by Willie K. Vanderbilt at the Aquidneck horse track, and moved to Long Island, near Vanderbilt’s estate, in 1904, when a longer circuit race was needed for faster cars. We also have five pieces of art and automobilia on loan that are in display cases and on the walls. Honestly, it was a lot of extra work for us to assemble the exhibit, but it is absolutely worth it. It’s the first time GM has ever lent so many cars to a museum for a three-month exhibition, and certainly the first time on the East Coast.

It really is a once-in-a-lifetime kind of thing. When I go downstairs to the museum from my office, I still pinch myself and think, Wow, all these cars are here; I must be dreaming.” This historical exhibition will run through November 11, so be sure to catch it. —R.R.

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I

t’s serendipitous to meet people whose passions for what they do align with yours. Being a lifelong car guy and having attended art school to get a degree in graphic design, I have always had a penchant for great automotive illustration. Last year, I attended the BCNH Show of Dreams car show in Hudson, New Hampshire. As with most shows, artists attended the event alone or with one another person who would help them get set up in the tent where they showcased their work. In this case, the artist was handling his tented exhibition solo and with the precision of a roadie who travels on tour with the best of bands. What struck me first, though, was the life-sized illustration of a BMW 507 Series II that adorned the outside wall of his tent.

This work is phenomenal, I thought. I haven’t seen any work like this since that of Shin Yoshikawa. These illustrations are reminiscent of an auto designer’s plans—only in this case, you can see through the skin of the car.

This art is executed by David Townsend of Rutland, Vermont. I tracked him at a later date to discuss the genesis of his work.

“Well, it’s true that I’m retired,” said Townsend. “But in fairness, I started drawing at a very, very young age. I think my official bio says, ‘I guess if you count drawing Rat Fink and Eddie Roth in fourth grade, well, I’ve been at it for 60 years.’

DETAILS, DETAILS DAVID TOWNSEND OF SPORTS CAR ART IN RUTLAND, VERMONT, HAS A UNIQUE WAY OF ILLUSTRATING THE AUTOMOBILE. words by Russ Rocknak

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‘‘

I started drawing at a very, very young age. I think my official bio says, ‘I guess if you count drawing Rat Fink and Eddie Roth in fourth grade, well, I’ve been at it for 60 years.’”

So, for quite some time. It’s sort of an accidental business. I didn’t mean to get into doing what I currently do. I drew a commission piece for a customer of mine and thought that it looked kind of cool. I was on one of the online forums that I follow, and I said, ‘Hey, I’ve got 25 of these prints. Does anybody want one? I sold them all out in a very short period of time.

“I had requests to do more, and so I did.

In the first couple years or so, I was just drawing cars. I hadn’t really got into the why part of it. It was just sort of something I did, until somebody asked me that very question, ‘Why do you do this?’

“I really didn’t have an answer for the guy, and driving home from the event, I had to ask myself the same question: Well, why do you do this? I think the answer evolved over a couple more years. I really started thinking about the state of the hobby and what I could do to help preserve it, not just the cars—there are plenty of examples out 56

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there—but more the time that they were built, the era and the ideas. So, the why part became a way to contribute to the hobby and keep the story of the cars alive. If you go to enough events, one of the things that is very common to hear is that our hobby is dying, and generally that refers to the fact that a good many people who frequent the hobby are older ladies and gentlemen.

“But I don’t subscribe to that idea. I’ve come to the notion that it’s just changing, and we may not go where it goes. But for myself, drawing the cars is a way to continue to tell their stories in a different way, and hopefully to capture some of the ideas of the times and the people who built the cars. Maybe it’s their history of competition.

“Most of what I do wasn’t a thoughtful progression. It was, again, sort of an accidental progression. When I still had an agency and was doing work for a client, some of that work was still illustration. A WWW.MESHNEWENGLAND.COM

lot of the drawing that I had been asked to do was very technical, and it didn’t translate well on paper and pencil, so I gradually taught myself how to draw digitally. When I started drawing the cars, I knew I didn’t want to just crank out an 8-by-10 drawing and print it and that was it. I wanted to be able to capture the detail. One of the enormous advantages of working with Adobe Illustrator is that I can work in full scale, and that translates to not only the ability to capture all of the detail that’s in a car, but it also helps you draw it accurately and to an accurate scale.

“I don’t know that you can build a car from one of my drawings, although I was asked that once. I don’t recommend it. It’s still art, and I do play with things, as artists will do, to please my eye. But generally, they’re pretty accurate.

“There’s probably not a day that I sit down and work that I don’t think of a better way to do something I’ve been doing or

think of something entirely new. The technique continues to evolve, and if you look at some of my early works and some of my most recent works, you’d see, I think, a significant difference in terms of technique and style. The whole process of this has really become more solid.”

I had to ask Townsend the obvious: What is the process he goes through to capture what he does? I asked him to take a look at the 507 Series II. What does he use for reference when he does a piece like this?

Townsend mentioned earlier that somebody asked if you could build a real car using his illustrations. He doesn’t recommend it. “Obviously you have to have something that gives you a point of reference from many perspectives,” Townsend said. “It’s like a CAT scan going through the car. How does he do that? What does he use for reference?

“You know, Russ, I wish I had some fantastically clever answer for you, but the

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‘‘

It’s one of those moments that sticks in your head. I’ll never forget the feeling of just looking at it and standing slack-jawed, going, ‘Wow, that’s pretty amazing stuff.’”

fact is I can’t articulate it. It’s just something that I learned or taught myself how to do. In the case of the BMW, it was fairly typical. I worked from photographs, and in this particular case, I worked from photographs that were taken of the restoration of a particular car. The shop that did the restoration took pains to photograph the car as they received it and as they dismantled it. They photographed each group of components as they were restored and reassembled, so I probably had 1,500 images to work from.

“The challenge is that none of the images were taken from the plain view that I use. In some ways it’s deceptively simple.

If you know just a couple dimensions of the car, say the wheel base and the tire diameter, you can calculate everything else.

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I use are. So in this case, if the unit is my tire diameter, then I can compare parts and say, well, such-and-such a part is an increment of whatever that is. I’ve often likened it to a piece of string with some knots in it.”

Townsend works predominately at his own pleasure. He does take commissions from time to time, but only if the car has a good story behind it or it interests him.

The work, as you can imagine, is pretty intense, and if you are not fully engaged in the car, it can become really difficult to draw it. In such a case, Townsend said, the results wouldn’t be what he wanted.

“I work in various sizes and various mediums,” he said. “I started off printing in a very traditional sense on archival paper.

And then, again by accident or serendipity, I ran into a guy who had the capability to print my work in full scale, which is something I had always wanted to have done.

He uses dye sublimation, so it’s printed on

fabric, and it allows me to print the cars in their actual size with very small detail.

It’s quite remarkable. The first time I saw one of my own creations in full size, it rendered me speechless, which is really saying something.

“It’s one of those moments that sticks in your head. I’ll never forget the feeling of just looking at it and standing slackjawed, going, ‘Wow, that’s pretty amazing stuff.’ It really is. And then the same gentleman, Doug Buchanan at Garage Graphics, talked me into printing onto brushed aluminum with translucent ink. Buchanan is also a car guy. That’s how we ended up getting together. We were introduced as people who had mutual interests, and one thing led to another.

“It took us a while to get the result we wanted, but it’s really a stunning effect, and I think each medium sort of speaks in its own way. The traditionalist probably leans toward the archival print, and people THE HUB OF NEW ENGLAND’S CAR COMMUNITY

who have space and want something just impressive will go for a full-sized car. We do sell quite a few, but not as many as the prints. The prints are, from a price point, very accessible. In the aluminum, as you can imagine, the full-scale stuff starts getting up there. But I’m surprised how many people buy the stuff for their garages. I also do some work for museums as well as other organizations. The museums really like the dye sublimation, the fabric, in part because of the scale of the work, and because it’s interchangeable. Once you have a frame, you can order several prints, and they’re very easy to change. So if you have an exhibit space and you’re rotating your exhibit out, you can rotate the artwork as well, and it’s actually very reasonable to do that.

“It’s always been completely unplanned and accidental, and I love going back to the drawing board and learning new things.”

You can check out more of Townsend’s work at sportscarart.com.

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In the Stable Among Nick Grewal’s collection is the Lotus Climax 18 that Stirling Moss drove to victory in the 1960 Monaco Grand Prix and the 1964 Lotus 32 with which Jim Clark won the 1964 Formula 2 Championship. Grewal’s stable also includes a 1936 Brough Superior 8—made by the English company more famous for its motorcycles—that won at the Greenwich Concours d’Elegance two years ago, a 1959 Lotus raced by Colin Chapman, and a 1965 DB Aston Martin, the so-called “James Bond car.” Another car that can’t go without mention is Grewal’s 1932 Alta Le Mans, a rare car that competed in the 1932 24 Hours of Le Mans; it still has its original chassis and engine. Grewal also owns a Jock Russell 1970 English Ford V8, which he raced in a Sports Car Vintage Racing Association event at Indianapolis Motor Speedway in 2015. These are just a few of the thoroughbreds in Grewal’s Vintage Racing Stable. He enjoys motorcycles, too. Take a look around for yourself, and enjoy!

SADDLE UP If you are in the Lake Winnipesaukee area and see a silver AC Cobra chug by, chances are its hitching post is with Nick Grewal and his Vintage Racing Stable. words and photos by Russ Rocknak 58

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I visited Nick Grewal on a quiet day early in the summer at his 140-acre farm in Sanbornton, New Hampshire. Grewal is a guy who lays low and enjoys life, but if you keep up on the car show and race circuits, you notice that his name keeps coming up, attached to some really wonderful automobiles. They include a 1956 Lotus 11 that Graham Hill drove to victory, a 1958 Osca Formula Junior, and a 1925 Lorraine Dietrich race car. His collection, the Vintage Racing Stable, is an extensive array of vintage automobiles and motorcycles with remarkable histories. He enjoys riding or driving them all, and at the time of our meeting, he was preparing a 1941 Packard for the Paris-to-Peking race—an undertaking that is not for the faint-hearted. (Turn to pages 40 through 43 to see more of Grewal’s collection as it was displayed at this year’s Vintage Racing Stable Charity Concours.)

His Origins “I grew up in England, and when I was a kid—my early years, teenage years—all we did was talk about who won the race over the weekend,” said Grewal, who turned 67 this summer. “Was it Graham Hill? Was it Jimmy? Did Jimmy win or not? How did Stirling do? And all that kind of stuff.

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So that got me into racing. But also, I was lucky enough that when I was a kid, there were two things I really enjoyed. One was libraries. Obviously, that created my passion for libraries, and I’ve had a library in every house I’ve owned. The other thing I enjoyed was going to museums.

“In my teenage years, I was in a school that took us on outings to museums. I wanted to be an engineer, and I wanted to be a pilot, and all that kind of stuff. Then I got these glasses, so I couldn’t be a pilot.

Regardless, a lot of my time was spent with old airplanes, old cars, motorcycles, steam engines and things like that. They used to fascinate me. How the steam engines worked I found to be simply amazing. So, I guess that’s when I got the disease.

“But also, I was just fascinated with anything mechanical. I remember my parents took us to a vacation at Brighton [England].

There’s a big roundabout in Brighton. It’s still there. That’s where I saw a Morgan three-wheeler for the first time. I’m like, ‘Where the hell is that fourth wheel?’

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went around a couple of times instead of just once. And then he sort of took off. I said, ‘I have to have one of those,’ and now there’s a Morgan three-wheeler [in his collection].”

Grewal’s parents were teachers, and the family moved around a lot in England. He was brought up in Huntingdon, as well as in East London and Essex. He went on to attend London universities, where he earned his engineering degrees.

‘I Couldn’t Hold Down a Job’ “After I graduated, I worked in Tunbridge Wells for about a year. And then I worked in Sunbury-on-Thames. That was my second job. And my third job was in Slough, so I bounced around a little, gaining hands-on experience until I was 27, when I came to the United States.

“I was brought to this country as a control-systems engineer, by a company called WWW.MESHNEWENGLAND.COM

Gould Modicon in Andover, Massachusetts.

“Gould was a big company in the old days. They told me that I would be designing a test rig and doing instrumentation and controls and stuff, because the company had a contract from GM to do their test beds for engines.

“I made the move, and the company didn’t get the contract. I was then just basically doing all kinds of different things. I was lucky, though. When I came out of university, I was a hardware engineer, a software engineer, and a control-systems engineer. I could do a lot of different things, so they had me doing a lot of different things. And then eventually my boss said, ‘Hey, I’m leaving. I’m going to this company called Compugraphic in Wilmington, Massachusetts, and we’re going to be doing this workstation.’ And he said, ‘You’re wasting your time here. Why don’t you come over

with me. I want you to be the lead engineer there and help us design a workstation.’

I’m like, ‘What the hell is a workstation?’

Because there were no IBM PCs in those days; it was 1981.

“We ended up designing this workstation and followed through with building it.

Then they turned around and said, ‘Well, we have all these typesetters, and we have these workstations. We need now to connect all this stuff together. We will now let you go and figure out how to do it.’ They gave me carte blanche to go out in the industry and learn about networking and something called the Internet. Remember, at that time there was no Internet at all.

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‘Oh, here’s an architect guy. We’re going to give you this guy. And you guys go and design, architect, copy, graph and network.’

“Everybody in those days, in their infancy, started thinking about how they were going to do networking. And everyone did it differently. IBM had SNA. Tech had TechNet. Wang had WangNeT. Apple had AppleTalk. But none of these things would talk to each other. So we came up with CompugraphicNet and built the network, and it was very successful. I had a whole bunch of engineers working for me at that time.

“Then I decided I needed to get into business for myself. Enough of this engineering already, I thought. So around 1984, I went to a start-up in Lowell [Massachusetts]. It was a company called Spartacus.

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buy one of these desks, and an engineering guy would buy one, and they could connect together. Simply put, it was a basic IBM mainframe that he put into a desk!

You had all the same stuff, and the only innovation was that you had to connect all these desks together, and they did it with a cable—basically Ethernet.

“When we went in there, they had sold one desk, and that was it. We said this company is not going to go anywhere. IBM had already come out with the IBM PC. Considering that, who was going to buy these desks? These are old desks, with filing cabinets and stuff. With electronics in the drawers. It was a little archaic.

“We took out the piece that did the software conversion from the IBM operating systems, like VM, to Ethernet, so that you could talk to other networks like TCP/IP and then UNIX machines. We did that, put

it in a box, and all of a sudden we started selling. Within six months the company was starting to move, because we were a networking company, not a computer company. And then the VC’s old partners decided to sell the company.

“They sold it to the Israelis. The Israelis basically started dismantling the company, and then finally they said, ‘Nick, we want you to be the general manager. Tell us how much you’re going to do in sales.’

“I stayed there for about three and a half years. We were the first to put IBM mainframes on the Internet. We said, ‘Look, even IBM doesn’t have it—we’re the only people with this product. And people are going to come and buy it.’ And guess what? Nobody came, because we didn’t know how to do marketing. Crickets were chirping. We were like, ‘Where are all the customers?’

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marketing and sales in that environment.

It was baptism by fire.

“After that, this Israeli company, now called Fiberonics, decided they were going to sell this thing and raise some money, because they needed cash. At that point I said, ‘I think I’m done. I’m going to do my next gig.’ I went to Proteon in Westborough [Massachusetts], and we took that company public, and I was one of the VPs there.

“We took that company public in 1989.

And then after it had gone public, I went through a divorce. I really needed to make some cash in order to put myself back on my feet again. So I went to a company called CrossCom, and we took that public. Then we did a secondary offering, and then I left. After that, I started my next company, Nashoba Networks in Littleton [Massachusetts].

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then Cisco came along and said, ‘Nick, we want to buy your company.’ I said, ‘Look, I promised all my guys that since we are doing pretty well, we’re not going to sell this thing unless somebody writes a check for 100 million.’ And months later they came back and wrote that damn check!

“I had a noncompete with Cisco. I couldn’t work and do another company right away.

So I basically started helping other people and investing in other people’s companies, helping them build companies. I have probably invested in 40-plus companies in the last 20 years.

“Last year I got it in my head that there’s got to be a better way to actually build electric engines for cars. I looked at Tesla’s stuff and looked at other stuff, and it really was not up to date. Then I started looking at patents. Who’s got what patent? I found this company in Wales called Electronica.

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The guy behind it has a PhD in magnetics, and he had the best patents. I said, ‘Can we sit down and chat about you licensing me the patents?’ I liked the guy. I liked his company, and we ended up sort of buying the company and starting this new thing called ePropelled, which is now based in Lowell [Massachusetts]. We’ve been doing this for seven months. What we are finding now is that we have the best, the lightest, the most powerful motors in the world. I didn’t count on the company starting and going so well, and we think that we probably will to do in excess of $2 million this year in sales. So next year should be $20 million.”

The Rides “I love driving cars and riding motorcycles.

In fact, my best ride was on a motorcycle, a Harley, which I did about three years ago.

We happened to be in Savannah, Georgia,

and my buddy and I were sitting there, and he says, ‘Do you think we can ride up to Washington, DC, because my daughter is at the university there and it’d be great to go visit her.’ I said, ‘I don’t see why not. We’ll start off at 7 a.m. We can easily make it. It’s only 500 miles.’ We got up to Richmond, Virginia, on the bikes, arriving around 2:30 p.m. We stopped and had a bite to eat, and while we’re eating, he calls his daughter. He says, ‘What are you doing?’ She says, ‘Well, there’s a game on, baseball or something.

And I’m trying to get you an extra ticket.’

He said, ‘Don’t forget I’ve got Nick with me.’

I kinda felt like I was a third wheel, and I said, ‘Look, Andy, I’ll tell you what. I’m going to go and drive all the way up to Boston.’ He said, ‘You can’t do that. It’s another 500 miles, so it’ll be a thousand miles.’ I said, ‘Yeah, what the hell. You know, do the iron butt thing.’

THE HUB OF NEW ENGLAND’S CAR COMMUNITY

“That night I drove all the way through and got to Boston around 2:30, three o’clock in the morning. Once I was there, I realized I had no place to put the bike. So I drove up to the farm here in New Hampshire, arriving at 5:30 in the morning. The sun’s coming up, and I’ve ridden all night, 1,135 miles in 24 hours.”

Grewal got into flying about 25 years ago, regardless of his having to wear corrective lenses. He had airplane hangars in Lawrence, Massachusetts, and in New Hampshire at Hampton Airfield and in Laconia.

Over the years, he has owned several aircraft, ranging from biplanes to a Beechcraft Bonanza, which he eventually sold to buy a Pilatus. He had that aircraft for 17 years before selling it last year.

“I must admit, I miss it. But I wasn’t using it,” said Grewal. “I was doing a lot of races.

Last year and the year before, I probably WWW.MESHNEWENGLAND.COM

did a dozen races. I would go to the tracks in the plane, get out and go racing, and then come back home to Laconia. I just came to a point where I said, ‘I think this is fun, but I don’t have enough time to do everything.’ I basically decided I was going to give that up.”

Grewal didn’t completely hang up his wings, though. I could detect a hint of regret when he said he sold his plane and gave up that scene. “This year, my license was going to expire unless I went and did something,” explained Grewal when asked about the lifestyle change. “I went and got everything renewed again. I got my medical done and all that. I turned 67 in August, and I still feel like I’m 17.

“So now, instead of doing so much racing, I am consolidating. I’ve been calling this [the farm] home for almost 40 years now.

“This was an existing farm. I redid the

house, and then those barns. The horse barns were basically woods. We cleared the woods back, and now we can do some car stuff here. I can now bring in more cars, and bring some back from England.

“I love driving and riding everything I own. This whole thing, this is really not a museum. Leaving my vehicles static is not what I am all about. All the cars are registered. They’re all insured and ready to go, and there are pretty nice riding routes around here, too. We’re very lucky. You can go into Vermont, and you go into Maine, too. But with the White Mountains right here, it’s just awesome.”

Cars, they are like children to some owners. So I posed the question to Nick: What’s your favorite car? He smiled and said, “Actually, that is a really tough question. I get asked that one a lot. And my answer always is, it’s the one that I’m driving.”

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THOROUGHBRED Originally delivered to Tasca Ford in East Providence, Rhode Island, by Shelby American in Los Angeles, this 1965 Ford Shelby GT350 never left the Northeast, racking up miles driving and drag racing. words and photos by Russ Rocknak

B

ack in the 1990s, I used to watch Craig Jackson, Barrett-Jackson’s CEO, race his 1965 Shelby GT350 at Laguna Seca during the annual Monterey Motorsports Reunion in August. I was enamored with this car, and Jackson didn’t pull any punches when he drove it. It had an exhaust system that exited in front of each rear wheel, letting the 289-cubic-inch, Carroll Shelby–tweaked, 6,200-rpm-redline race engine really

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sing. I bet Jackson still has that car. He and Carroll were close, and in those days Carroll would let you know that he still had a burr or two under his saddle.

It was a great time, and seeing and hearing his GT350 in action on the track was a hell of a lot different from just seeing one sitting static at a car show. Although it’s always great to view a GT350 in a static display, it’s best to experience it more viscerally; the car was meant to be raced. And race it did—more than well.

THE HUB OF NEW ENGLAND’S CAR COMMUNITY

Enter Wayne Carini During last year’s press conference announcing the Audrain’s Newport Concours and Motor Week, held at the International Tennis Hall of Fame in Newport, Rhode Island, I met the gentlemen from Tasca Ford. I was quickly reminded of the company’s motor-racing heritage and that the dealership is right in Rhode Island. I knew about its provenance with Shelby American in the 1960s and always wondered how many

WWW.MESHNEWENGLAND.COM

people here in the Northeast owned a GT350. The car was kind of a secret back then—a bad-ass Texan’s version of a Ford Mustang produced in very small volume. Not a secretary’s car.

After the press conference, I spoke with Wayne Carini and mentioned that I had met the Tasca guys.

He told me he was taking delivery of a 1965 GT350 that was sold new at Tasca Ford. It’s remarkable how sometimes you just put something out there and it

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comes back like a boomerang. A year later, this past August, the three of us—Carini, me and the GT350—got together to discuss the car and go for a ride.

I met Carini at his house in Connecticut, where he keeps his private collection of cars, to see, hear and, most important, feel this little beast rip through the gears.

Carini pulled the car out of his garage, and I knew I was in for a treat.

“This is a 1965 Shelby GT350 Mustang,” explained Carini. “Carroll Shelby and his

‘‘

tage race cars, because it was a race car to start with,” Carini continued. “You didn’t have to do too much to it to take it out on the track and race it. Of course, there’s a lot that you can do to make it a better car.

But for 1965, this was cool.

“I’ve owned three of these previously.

We bought them, we sold them, and never really drove them too much. This car was built in Los Angeles, in one of those airport hangars that Shelby’s team occupied in the early days to prep these cars, which were delivered to them directly from Ford. And, of course, Carroll Shelby was pretty tricky.

In order to race, the GT350 had to be homologated. Shelby needed, I believe, to produce 200 cars. As legend has it, they had about 100 cars. The person from the homologation office came to qualify the car,

Back in 1965, Tasca Ford was one of the brand’s dealerships that really promoted racing—a lot of drag racing and a lot of road racing—nationwide.” company built 521 of these in 1965, and basically they were race cars for the street.

This is a pure race car, unlike a normal Mustang in any way. It’s got an aluminumcase transmission bolted to a 289-cubicinch engine that produces 306 horsepower; a normal 289 was in the 225 horsepower range. Normally, the Shelby GT350 came with a single four-barrel; the two four-barrel setup was an option that this car has.

It’s mounted on an original cobra manifold. Shelby installed a shock tower brace to stiffen the chassis. The shock absorbers are a little beefier, too, and the car has huge anti-roll sway bars to help keep it square in the corners. The brakes are discs up front and drums in the rear, and it has a fiberglass hood to save weight. So, it’s a heavily modified car compared with your standard A code 1965 Mustang fastback.

“This is one of the most desirable vin70

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and Shelby had like 50 cars in one warehouse and 50 cars in another warehouse.

“Shelby takes the meeting, and the homologation guy arrives at like 11 o’clock in the morning. Shelby takes him to one warehouse and shows him 50 cars. Then he takes him to another warehouse and shows him 50 more cars. Then he says it’s time for lunch. Shelby drives him to a restaurant that’s far away, and they have lunch before going to a third warehouse, where he shows the guy another 100 cars.

But it’s the same 100 cars. Shelby’s team had moved the cars from the other warehouses while he and the homologation guy were having lunch.”

Tasca Ford As Carini noted, his Shelby GT350 was a Tasca Ford car. The dealership, then located in East Providence, Rhode Island, is very well

known for its racing heritage. Back in 1965, Tasca Ford was one of the brand’s dealerships that really promoted racing—a lot of drag racing and a lot of road racing—nationwide. Because it was so dialed into racing, it became known as the dealership to see if you wanted to buy a Cobra or a GT350.

“This car came with steel wheels and without any stripes, so it looked like just a plain white Mustang,” said Carini. “It was originally purchased from Tasca Ford by a THE HUB OF NEW ENGLAND’S CAR COMMUNITY

Mark St. Pierre at New h his England Dragway wit GT350 in 1969.

gentleman from Worcester, Massachusetts.

He used the car for three years and then traded it in for a new Corvette in 1968. It was in the back of this Chevy dealership, and it was wintertime, so it was seen as just a used car sitting in a snowbank. The snowplow would come by and plow it in really good, so WWW.MESHNEWENGLAND.COM

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“St. Pierre had been going to all these Shelby events, where he met guy, a dentist from Amherst, Massachusetts. The dentist kept bugging St. Pierre about wanting to buy his car. Finally, St. Pierre realized this was a way to take help take care of the looming tuitions, so he sold it to the dentist for $12,000.

“Years later, the dentist was sick with cancer and was at home watching Chasing Classic Cars [Carini’s TV show]. He said to his wife and sons one day, ‘When I die, I want you to call Wayne Carini. He’s going to buy my car.’

Around Thanksgiving of last year, one of his sons got in touch with me, and I made arrangements to go see the car. I said, ‘Let me help you sell it.’ I had no intention of buying the car myself. I was going to put it on consignment and sell it. When we took it to the shop, I went through it and documented that this was the real car. It had every component that it was supposed to have.

“Then I made the mistake of driving it.

Holy cow! This was an unbelievable car. It drove so good. It felt like a real race car for the street. I called the dentist’s son to find out how much they would be asking for

‘‘

transmission, but they took it out because he was drag racing it, and he realized how important that transmission was, because normally it would blow up in that application.

“Now, nobody is letting these cars go, and when one comes to market, it goes to an auction. People have gone crazy for these cars. The prices have come down a little bit lately, but right now this car is probably worth 350, maybe 400 grand.

“A total of 521 were built in 1965. They were still building them in ’66, and they were called carry-over cars, but they were not the same. They didn’t have the same race components. They didn’t have any of that stuff. How you can immediately tell the difference between the two model years is that on the ’66 model, the vent on the rear pillar of the roof was taken out and a piece of Plexiglas was put in its place. And the grille is different. These original, 1965 cars all had an egg-crate-style grille, and in ’66, Ford moved the regular grille back in.”

The Ride As expected, this car is a well-sorted ma-

“Then I made the mistake of driving it. Holy cow!

This was an unbelievable car. It drove so good. It felt like a real race car for the street.”

future wife back home Mark St. Pierre and his in 1971. ing rac g dra of after a day

there was snow all around it.

“The second owner, Frank Baroni, was driving around with his grandson, looking for a car to give him for his 16th birthday.

They made their way to the back of the Chevy dealership and found the GT350.

Curious, they talked the employees into digging it out. That alone took two hours.

After the car was free from the snowbank’s frozen clutch, they knew this was the car for them, and they bought it for $1,512.50.

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THE HUB OF NEW ENGLAND’S CAR COMMUNITY

This was December 28, 1968. Even for a car with 78,000 miles on the clock, don’t you think that was a good buy? Indeed.

“The car went to a great home, considering how it was found at the Chevy dealership.

Baroni’s grandson, Mark St. Pierre, really enjoyed the car for many years, both driving it and drag racing it. Finally, in September of 2000, St. Pierre had to address some tuition expenses, as he had two kids in college at the time and another on the way to college.

WWW.MESHNEWENGLAND.COM

the car. ‘My dad said to ask this much,’ he said. And I said, ‘I think that’s really fair. I’ve got a guy who’s very interested in it. Would you take a little less?’ ‘Well, my dad said the bottom line would be this.’ ‘Okay, sold.’

I said. ‘Somebody’s buying it?’ he asked.

‘I am!’ I said. ‘I love this car.’ Hearing this, his mother quickly broke into tears. Weeping, she said, ‘My husband didn’t want to push you, but that was his dream, that you would buy his car.’

“The dentist did a restoration on the car, and it was not a good restoration. It’s got dust in the paint and stuff. But you know, it’s just right. Why screw with it? But he dialed it in. I mean, this car drives so good. It’s unbelievable.

“It also came with all of the original components. I’ve got the original intake and the original carburetor, and the original steel wheels, all dated. I’ve got every component. It’s got the original aluminum-case

chine. Given that it has two four-barrel carbs, you might think that it dumps a lot of fuel into its small-block engine. To the contrary; this engine breathes easy and spins the tach quickly toward its 6,500RPM redline.

Carini, like Craig Jackson, is no shrinking violet behind the wheel. He powered hard through first, shifting at a modest 4,000 RPM to second, which let the rear tires continue to struggle for traction, and then quickly caught third gear to put the car back into alignment with the speed limit. Long story short, the GT350 delivered great sounds and smell and the exhilarating feeling of being pressed back in that little bucket seat while listening to the passenger’s side of the dual exhaust sing its song.

The cost of a Shelby T-shirt? $22.95. Riding in a Shelby GT350? Priceless. Now I know why Craig Jackson really liked to race his car. Thanks, Wayne!

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THE HUB OF NEW ENGLAND’S CAR COMMUNITY

CLASSIFIEDS Classic Motor Sports Merrimack, NH classicmotorsports.us

1936 Oldsmobile F36 Sport Coupe 3-window coupe with rumble seat. Fully restored classic.

Rebuilt original 6-cyl engine. Rebuilt 3-speed manual transmission. Maroon exterior paint and tan cloth interior. $31,500. Contact: Mark (518) 312.0636 1951 Lincoln Cosmopolitan 4-door suicide style. A terrific antique from the ’50s! Still in original condition, except for a newer repaint of the same color. No rust, dust, moans or groans.

59,000 miles. $18,000. Contact: (978) 546.9309

1970 Dodge Challenger R/T 440-6 Very Original well documented R/T 440 six pack, 2 broadcast sheets, represented as 34,400 original miles, receipts for restoration in 1996-1998, at 30,000 miles.

Heavily optioned car. $73,900

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1966 Land Rover Series 2A Santana FSeries II 2.2 4 cyl 4-speed transmission 4-wheel drive.

Newer paint on aluminum original body. New factory interior and soft top. New tires. New carburetor and fuel pump. Contact: (215) 514.5812

1979 Mercedes-Benz 450 SL Same ASE Master Auto Tech owner since February 1980. Ultimate preservation with only 8,950 miles. 904 dark blue exterior, 204 bamboo interior. Contact: Dennis, (978) 531.2040

1970 Chevrolet Chevelle SS Convertible L34 396/350 hp. Automatic transmission. 5,000 miles since meticulous, professional frame-off restoration. Black cherry/black interior and top. $85,500 Contact: Lew, Classic Motorcars at (617) 960.0780 1972 Bronco Original Uncut 302 V8 Factory 302 V8. Manual three on the tree. Solid Bronco to start with including original hard top. Needs front floors and rockers but the frame is very solid and the exterior sheet metal is decent.

Contact: Matt at (617) 799.0075

1936 Dodge D2 Convertible Sedan

1974 BMW 3.0CS Featured in Baikal Blue Metallic with a tan leather interior. 39K miles. A subtly modified example that received a mechanical refurbishment in 2001 at 38K miles. $55,500.

Contact: Lew, Classic Motorcars at (617) 960.0780

Only 12 of this body-style are known to exist, with this being the only modified one. Built by Heritage Automotive Restorations in Pawling, New York, this Dodge is the recipient of multiple best of show/ first place and best interior awards. A Few Details: Dodge 340 c.i. engine, 727 transmission, Ford rear end w/3.72 gears, disc/drum brakes, lowered independent front suspension, stainless steel exhaust, a custom-made convertible top and award-winning leather interior and trunk with Custom-made removable window pillars & top bow rests. This powerful, fast, smooth and comfortable rod is great on long distance highway trips. 6,388 miles. $65,000.

Contact: Frank at (203) 326.0621

1958 Chevrolet Apache Big back window Half Ton short bed fleetside. Good title.

Motor locked up, and will need floors. Will deliver anywhere. $6,500 OBO. Contact: Iron City Garage at (412) 376.5538 2016 Aston Martin V8 Vantage GT 2dr Coupe Only 10,059 miles. One adult owner. 4.7L V8. 6 speed manual. Traditional Aston racing colors: white with red stripe accents. Full factory warranty remains until July of 2020.

1966 Pontiac GTO Convertible 389 V8, 4 Speed, Bucket Seats & Console. Red exterior, red interior, white top. Frame up restoration.

Copy of original build sheet. $55,000.

Contact: Mark, (508) 981.6275

Porsche 1984 930 Turbo Coupe Only 27K documented miles. Gaurds Red with black leather sport seats. A/C. Electric sunroof.

Black headliner. $125,000. Contact: Ray, Ayer European Auto Sales at (207) 582.7372 1959 Austin Healey 100-6 BN6 2.6L Race Car It has been meticulously maintained and updated. It is fast and the IMSA exhaust leaves a lasting impression. $55,000. Contact: Jason at (617) 331.5999 1999 Shelby Series 1 One owner from new. All documents from purchase. Always garaged. Only 2,900 miles. Just as new. Even includes signed, numbered Carroll Shelby framed print that came with the car.

1937 Ford Model 78 5 window coupe. 29,000 miles. An unmolested original example that runs and drives delightfully. V8 with original factory aluminum heads and Stromberg 97 carburetor. $39,000. Contact: Mark, (508)

1991 Mitsubishi 3000GT SL Two-door hatchback. Every service performed by dealer, never used in bad weather, we just replaced the tires due to age. $9,500 Contact: Andrew, Classic Motorsports (603) 429.8840

1988 Porsche 924S 80K original miles. 5-speed manual transmission. Sunroof. Power windows. A true classic sports car. 1988 was the last year they made them. $9,999. Contact: Lao at (781) 361.3508

1983 Porsche 911 SC Targa Summer driven only always stored inside. Interior is clean, roof is in great shape and car overall is in beautiful condition for the year. 93,870 miles. $39,500 Contact: Alton Motorsports (603) 875.7575

1932 Ford Highboy Roadster This is a very special 1932 Ford roadster, a nostalgiatype piece—but with modern safety features.

A Few Details: Custom-built with Rod Bods steel body painted a custom-mixed blue. A Rootleib hood with dry lakes louvers and leather hood straps and a Rodware windshield create the shape. Other details include a remote trunk release, original ’32 Ford truck headlights, 1950 Pontiac LED tail lights, new frame pinched 1.5”/ stretched 4.” It is powered by a 1966 Buick nailhead engine, dual matching Edelbrock 4bbl carburetors, Offenhauser aluminum intake manifold and valve covers with Moon breathers, all running through a Tremec 5-speed manual transmission.

1,999 miles. $98,000.Contact: Frank at (203) 326.0621

Boats

1964 Chevrolet Corvette A very nice-running, non-matching-#s car. P/S P/B. Everything seem to work except clock. Nice frame. Period-correct 327. Paint is fresh and looks great from 5 feet. All chrome is excellent including hubcaps.

Contact Andrew at (603) 429.8840 78

MESH NEW ENGLAND

LATE SUMMER 2019

1967 Porsche 912 Rare red/tan interior combination. 5-spd., 5-gauge car. Completely restored 10 years ago with under 1,500 miles since. Arizona rust-free car. Thinning out my collection. Contact: Mike (978) 502.4064

1918 V8 Wright Aeronautical Model H3 Hispano-Suiza aircraft engine, displacing 18.5L 1127 cubic inches, New Old Stock. $60,000. Contact: Mark Mason, New England Boat & Motor, Inc. at (603) 528.3411

Classified Ads Standard classified ads are $39 per listing. Premium classified ads that contain a color photo are $90 per listing, and both may contain as many as 35 words total. Please contact Russ Rocknak at 603.759.4676 or rsr@meshnewengland.com for more information.

WWW.MESHNEWENGLAND.COM

1967 MG MGB GT Coupe Hard to find GT model. Fresh Paint, new chrome bumpers, glass and seals, interior kit including carpets.

Tuned-up and ready to go. 4,550 miles. $13,900 Contact: Lakeside Motors (978) 424.4121

LATE SUMMER 2019

MESH NEW ENGLAND

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LAST WORD BACK TO THE FUTURE

The RPM Foundation is a grant-giving organization that accelerates the growth of the next generation of automotive Restoration and Preservation craftsmen through formal training and Mentorship.

PHOTO BY JOSH SWEENEY

The 2020 Stingray is not the first mid-engine Corvette. In the late 1960s, the Father of the Corvette, Zora Arkus-Duntov, worked on a rear mid-engine prototype. And in the 1970s, John DeLorean, Chevrolet’s general manager at the time, authorized its further development. The result was the 1976 Chevy Aerovette concept car. It’s on display at the Audrain Automobile Museum in Newport, Rhode Island, through November 11.

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MESH NEW ENGLAND

LATE SUMMER 2019

Preserve the past. Build the future. Donate today.

THE HUB OF NEW ENGLAND’S CAR COMMUNITY

www.rpm.foundation 855.537.4579 A Public Service of Mesh New England