Wayne Carini's The Chase Volume 1 Issue 1

WAYNE CARINI’S

The Chase CLASSICS VOLUME 1

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| MOTORSPORTS | AUTOMOBILIA

ISSUE 1

SPRING 2021

AMELIA ISLAND

2020

Last under the wire, first out of the gate.

THE CONVERSATION WITH BRING A TRAILER’S RANDY NONNENBERG

| THE GODSAL: ONE OF ONE

N A L C A I V R I E T S AM ED FE0 – ★ ★ 3 ★ R E E B SP SECPTTOEBMER 3 O 1 2 0 2 e o drov h w s nd 1 e lege ars at the M h t d n sa rc . mobile AR and supe ever forget o t u a C st ll n n of fa dy cars, NAS r a day you’ w o d w ho , In l fo ocity s sports cars covers it al l e v h , ig s live, h rics, Can-Am ns. One pas a s i to tio rse oncou ou’ll see his ood and liba C 1 M .Y tf at stival ar’s honoree ed, excellen e F d e ye pe Spe rican im Hall, this s you with s e m A nd gJ The cludin h day surrou n i , m c the ing. Ea R d e e Sp

c a i t n M o O p C .

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Fernandina Beach, Florida | 20 May 2021

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Clockwise One off coachbuilt 1930s sports car Amelia Island Concours Best in Class-winner 1935 GODSAL SPORTS TOURER Chassis no. 001 1934 MERCEDES-BENZ 500/540K (FACTORY UPGRADE) SPEZIAL ROADSTER Chassis no. 105136 Engine no. 105136

© 2021 Bonhams & Butterfields Auctioneers Corp. All rights reserved. NYC DCA Auction House License No. 2077070

Offered from the Clem and Mary Lange Collection The ex-Frank Miller, Ed King, and Joel Naive 1913 MERCER TYPE 35K RUNABOUT Chassis no. 1186 Engine no. 954

ONS PETE LY

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1998 Ferrari 355 Spider $84,500

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1969 De Tomaso Mangusta Call for our Price Engine: Transmission: Exterior Color: Interior Color: Mileage: Stock Number: VIN: 464 PORTLAND-COBALT RD PORTLAND, CT 06480

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

8 Cylinder Manual Red Black 35,050 Miles 1190 8MA1190

1965 Volkswagen Karmann Ghia Coupe $39,500

Transmission: Exterior Color: Interior Color: Mileage: Stock Number: VIN:

Manual J10 J10

1993 Mercedes-Benz 500E $82,500 Engine: Transmission: Exterior Color: Interior Color: Mileage: Stock Number: VIN:

8 Cylinder Automatic Black Pearl Metallic / 199 Black Leather / 271 47,000 9956 WDBEA36E5PB939956

1966 Porsche 911 $170,000

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THE WOODWARD DREAM SHOW AUGUST 19 – 21, 2021 M1 CONCOURSE | PONTIAC, MICHIGAN

We all fantasize about what we’d love to have in our garages. Here’s where to fuel those dreams. The Woodward Dream Show at M1 Concourse brings together the finest street machines in North America, amid the backdrop of the Woodward Dream Cruise weekend in the Motor City. You’ll see the finest hot rods, customs, muscle and more – past, present and future. One pass covers all of your food, libations and parking for the day. This is the event you can’t miss.

PASSES ARE LIMITED. ORDER NOW AT: woodwarddreamshow.com

PHOTO ©PETER HARHOLDT

Saturday, June 19, 2021

29th Annual

9am to 2pm

New Britain, CT Spectator Drive-Thru • Pre-War Concours d’Elegance • Traditional Car Show

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

Grand Marshal Wayne Carini

KlingbergMotorcarSeries.org 370 Linwood Street, New Britain, CT 06052

from the publisher

THE FINEST MODELS IN THE WORLD IT WAS JUST ABOUT 10 YEARS AGO that I published the second issue of Mesh New England and included a cover story aptly named “Chasing Carini.” Inside, I interviewed Wayne Carini and we discussed how he balanced all his daily commitments.

These are, in order of priority: his family, running his businesses, and his TV show, Chasing Classic Cars (then in its fourth year on the Discovery Channel).

“I was born into automobiles because my father restored cars for a living,” said Carini while sitting in his office, surrounded by car memorabilia. “He was one of the original founders of the Model A Restorers Club of America. Their first annual meet was in Dearborn, Michigan, in Greenfield Village. I was about nine months old and my parents took me on a trip to the Detroit area with the Model A in tow on a trailer,” he continued.

“We did the meet and it was my first show. From then on, car shows were my life.”

Today he continues to build on that platform that was created when he was a very impressionable nine month old. He juggles all his responsibilities seamlessly, and he is always ready with a quick smile. In between worldwide travel, clients, restorations in progress, charitable interests, and the ever-present phone call, Carini has built up speed in the chase, creating a multi-faceted club that is dedicated to gearheads around the world—Team 464. This is an exclusive club that will entertain members with an immersive and interactive experience and provide them with a host of valuable benefits.

Check it out at www.teamcarini.com.

A decade later, Mesh New England has been rebranded to become part of the Team 464 experience, transforming into Wayne Carini’s The Chase. With this very first issue of The Chase, we bring you a host of new contributors who all share the same passions that we do, on a worldwide basis.

In this issue, we discuss first-hand with contributor Bill Warner the trials and tribulations of running a Concours d’Elegance, something he and his team have been doing with the Amelia Island Concours d’Elegance for 25 years. He also shares with us how last year’s event was able to come in under the wire; see p.80. The Chase contributor and artist extraordinaire, Chuck Queener, discusses his passion for the Ferrari GTO with a selection of wonderful drawings from his portfolio; see page 24.

Our editor-in-chief, Lowell Paddock, tells the story behind a uniquely designed automobile, The Godsal. Take a look at this one because you will never see another. This is one of one; see p.56. Executive editor John Nikas reminisces about the infamous day in history when the “Ford vs. Ferrari” feud began, resulting in the championship-winning purpose-built Fords that were born to do just one thing: beat Ferrari at their own game. See Resurrection Day, p.74. Contributor and host of Wheeler Dealers, Mike Brewer, brings us some good news from across the pond, referencing his discoveries from the HERO-ERA report, the Historic Endurance Rally Organization in charge of organizing classic rallying events. They conducted a lengthy survey to get a snapshot of the UK classic car industry and what it means to the economy, and it’s all good. See p.88.

Speed Safely,

Russ Rocknak publisher, The Chase 10

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SPRING 2021

ON THE COVER: Sunoco Team Penske Trans-Am Camaro.

Photo by Josh Sweeney/SFD Publisher’s Note photo by David Saggio

Executive Publisher Wayne Carini Publisher Russ Rocknak Editor-in-Chief Lowell Paddock Executive Editor John Nikas Copy Editor Randi Swartz Content Director Matthew Strauss Creative Editor Jodi Ellis Contributing Writers Bill Warner, Chuck Queener, Bill Rothermel, Marshall Buck, Judy Stropus, Linda Zukauskas Contributing Photographers Michael Furman, Josh Sweeney, Bruno Ratensperger, Wim Van Roy, Jerry Wyszatycki Social Media/Web Navadise Media Advertising Inquiries Cindy Meitle CAR PR USA LLC 480.277.1864 cindy@carprusa.com Subscription and Editorial Inquiries Russ Rocknak 603.759.4676 rsr@meshnewengland.com thechasemagazine.com

ONE-OFFS - BESPOKE - LIMITED EDITIONS AT LARGE SCALES 1:18 1:8 1:5 1:4 CLASSIC HISTORIC MODERN

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

CLASSICS

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MOTORSPORTS

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AUTOMOBILIA

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

www.AmalgamCollection.com

sales@amalgam.com

For the Love of Your Automobile.

WAYNE CARINI’S

The Chase p.46

CLASSICS VOLUME 1

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| MOTORSPORTS | AUTOMOBILIA

ISSUE 1

p.80

SPRING 2021

10 From the Publisher Welcome from Russ Rocknak.

16 On the Chase What started with the story of a rare Hudson Italia has grown

into 16 seasons of Chasing Classic Cars. Hop in and join Wayne for an insider’s ride through the stories behind the stories.

20 The Ambassador Running a concours with the size and scope of Amelia Island

is a daunting task, but with his affable charm and encyclopedic memory, Bill Warner makes it look easy.

24 The Artist Chuck Queener: His passion for the Ferrari 250 GTO reigns supreme

and he shares with us a selection of his drawings from his portfolio.

p.56

28 What’s In Your Garage? Readers from around the globe share their favorite cars

with special meaning to them.

32 Every Car Has a Story No matter how humble, ostentatious, slow,

or fast, every car can tell a story about how it was made, why it was bought, and what makes it memorable.

34 Rear-View Mirror When it comes to cars, competition and otherwise,

Motorsports Hall of Fame inductee Judy Stropus has done just about everything, been just about everywhere, and knows just about everyone.

p.24

38 The Collector Marshall Buck, our master modeler extraordinaire gives his opinion

on the best big and little 427 Cobra models.

44 Auction Ready For each issue of The Chase, we plan to highlight vehicles of note

or interest in upcoming auctions.

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

PHOTO BY JOSH SWEENEY/SFD

rallies, and races that take place around the globe.

56 Godsal: One of One Sir Charles Godsal’s vision of the perfect sporting roadster

languished for years until it was finally rescued and restored to its original state.

64 The Brumos Collection We visit the 35,000 squre foot Brumos Collection in

Jacksonville, Florida to discover a treasure trove of once cutting-edge technology. If you enjoy racing history, you’ve got to visit this museum.

68 The Conversation Randy Nonnenberg is the co-founder and CEO of Bring a Trailer,

KACHEL MOTOR COMPANY

the online auction marketplace and enthusiast community founded in 2007.

74 Resurrection Day A Ford GT40 Mk IV returns to form.

80 Amelia Island 2020 Last under the wire, first out of the gate.

88 Across The Pond Mike Brewer brings some good news from the United Kingdom.

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Last Word, p.96

p.64

kmcauto.com

SPRING 2021

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THE CHASE

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Photo Contest

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

WE ARE NOW ACCEPTING submissions from subscribers through November 19, 2021, for our inaugural photo contest. This year’s theme is “Chasing a Dream.” The winning photos will be announced on our website on December 17, 2021, and featured in Wayne Carini’s The Chase Yearbook 2022 issue.

It doesn’t matter if you are a professional or an amateur, shoot with a Nikon or an iPhone, a Hasselblad or a Brownie; we would like to see your collector-car-themed images.

Submissions are welcome from subscribers anywhere.

Images must have been taken within the last five years to be eligible to win (2016). Photographs will be judged based on creativity, composition, and the ability to capture a strong sense of place.

Previously published photographs are not eligible for this contest.

—now accepting submissions—

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

1st Place

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

2nd Place

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

3rd Place

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

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

also agree that the photo you are submitting is your own. You retain rights to your own photos to reproduce, distribute, display, etc.

It is your sole responsibility to notify The Chase in writing if you change your e-mail address. Only photographs submitted via garage@waynecarini.tv. will be considered for the contest. Finalists must be able to provide The Chase with a print-quality hi-res file of their photograph (at least a 300 dpi @ 8 x 11 inches jpg).

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

3. PRIZES: Winners will be awarded prizes as outlined below, and winning images will also appear in print in the 2022 Yearbook issue of Wayne Carini’s The Chase magazine.

Winning entries—including runners-up—will also be included in an extended online gallery. Photographs recognized as runners-up may also appear in the print edition.

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

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

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

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

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

SPRING 2021

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McKeel Hagerty driving the 1967 Porsche 911S he purchased at age 13 and restored with his father.

ON THE CHASE Wayne Carini

It’s All About the Chase

What started with the story of a rare Hudson Italia has grown into 16 seasons of Chasing Classic Cars. Hop in and join Wayne for an insider’s ride through the stories behind the stories.

I

would never have thought that a Hudson Italia would change my life, but that’s exactly what happened back in 2006. It was in my father’s garage when I first saw it in 1967 when I was 16. It looked like something from the future with its air scoops, custom interior, and three rocket-style taillights set into each rear fender. It was love at first sight and I never forgot the impression that the Hudson made on a car-crazy teenager.

From that first meeting in Portland, Connecticut, I kept tabs on the car, keeping in contact with its owner, a Mr. Robinson, every so often, just to let him know that I wanted to buy it whenever it came time to sell. He passed away in 1984 and the car moved on to his sister, who took it to shows, but kept it completely original. I stayed in touch with her, too, letting her know that I still wanted the car, but she declined every offer I made.

The 1954 Hudson Italia, one of my dream cars—and the car that started it all. “Another one wouldn’t have the history,” I said to Donald Osborne about the Italia when he wrote about it in The New York Times in 2006.

“That’s really important to me. If you don’t get that exact one, it’s not the same. Besides, it’s the chase, the hunt that is so much of the thrill.” And that’s how Chasing Classic Cars got started.

Clockwise from far left: I’m fortunate to be able to take care of the famous Rain Man Buick, owned by the movie’s director Barry Levinson. The movie, and the car that starred in it, are both important to me.

My ’33 Ford Elgin race car is a tribute to local racer Moe Gherzi.

Catching up with good friends Herb Chambers and David Robinson.

Putting the finishing touches on the Godsal before its Amelia Island debut.

No GPS. No problem.

INSURANCE

DRIVERS CLUB

CAR CULTURE

MARKETPLACE

800-922-4050 | Local agent | Hagerty.com

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SPRING 2021

CLASSICS

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MOTORSPORTS

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AUTOMOBILIA

Policies underwritten by Essentia Insurance Company. Membership by Hagerty Drivers Club, a non-insurance subsidiary of The Hagerty Group, LLC. Only the Hagerty Drivers Club Program Guide contains a complete description of benefits. Purchase of insurance not required for membership in Hagerty Drivers Club. All third party makes, models, and vehicle names are property of their respective owners. Their use is meant to reflect the authenticity of the vehicle and do not imply sponsorship nor endorsement of Hagerty nor any of these products or services.

Hagerty is a registered trademark of the Hagerty Group LLC, ©2021 The Hagerty Group, LLC. All Rights Reserved.

One day she called to ask me to get new tires for the car, which I tried to talk her out of since the car was exactly as it left the factory back in 1954. She wouldn’t listen to me, so I ordered the new tires and went to her house to remove the old wheels and tires to put the new ones on. When I got there, she seemed upset and when I asked her what was wrong, she said that she had changed her mind and the new tires were unnecessary. Instead, she wanted me to buy the car.

I didn’t think twice and made her a fair offer, which she accepted. After 38 years, I now owned the car I had I wanted when I was 16. My friend Donald Osborne wrote about the Italia and me in the New York Times. Then a television producer named Jim Astrausky read that article, something of a miracle since he never read the paper. He just happened to see it while visiting his mother. He gave me a call and said he’d like to do a show about me and what I do: hunting for old cars and then restoring them to their former glory.

When Chasing Classic Cars first aired, I never thought it would last more than one season, but here we are 16 seasons later and it’s still going strong. Through the show I have had some amazing experiences and met some incredible people. I am stunned that we have fans almost everywhere around the world and I love hearing from them. Many have written over the years wanting to know more about what happens at F40 Motorsports and hoping to get the backstories about their favorite episodes, whether that’s a special car or an event we happen to be filming.

And that’s why I’ve formed a fan club called Team 464; to keep in touch with automotive enthusiasts around the world, hoping to provide them with the best stories and features about the cars we all love. We’ll talk about some of my favorite cars and experiences, describe what it’s like to

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

The Other Side of the Fence, Six Decades of Motorsport Photography Over a six-decade career, Bill Warner’s motorsports photography has appeared in such well-known magazines as Road & Track, Sports Car Graphic, Panorama, Autoweek and a host of international publications. He has documented nearly every form of motorsport, including IMSA, NASCAR, Indy Car, Formula 1, Can-Am, Trans-Am, F5000, and the World Championship of Makes. Bill’s new book, The Other Side of Fence, brings together hundreds of those images for the first time, along with the compelling memories that go with them.

Bill’s career was inspired by his sister Harriett, who told him that a camera was a way to get him “on the other side of the fence.” Starting with the gift of a $46 Yashica D, Bill has spent a career documenting motor racing all over the world. The Other Side of the Fence visually chronicles the compelling images that have won plaudits from the very highest ranks of motorsports, including Sir Stirling Moss, who called him “The Fangio of photography” and Roger Penske, who described Bill’s images as capturing “some of the greatest moments in racing.”

sell a car at auction, or show one at a big concours like Pebble Beach. I’ll also share my tips for finding and restoring the right car, acting as a private tour guide through the classic car hobby.

The Chase was created to be the fan club’s official magazine, one that readers can enjoy and hopefully share with their friends, bringing us all together through our shared passion for cars. I want to be your personal guide for all types of automotive adventures, bringing good friends like Mike Brewer and Bill Warner and others along for the ride. Together we’ll give you an insider’s view into great cars and the fascinating people who collect them, show them, restore them, or sell them. Team 464 members will get to watch some exclusive video content and get the chance to join me for a drive and meet up at events to talk cars. The chase is on and I hope to see you soon!

I’m stunned at how popular Chasing Classic Cars has become.

We now have fans around the world.

With Forewords by friends Sam Posey and William Jeanes, Bill takes us over the fence and treats us to an insider’s view of what Mario Andretti called “the people, the cars, the delicate moments, the fame, the glory, the disappointment.”

Far left: The way a Woodie wagon was meant to be used, traveling all around the country. Left: Can’t wait for life to get back to normal so that we can have more events like these at F40 Motorsports. I’m always happy to welcome fans to our shop.

Priced at $99.00, The Other Side of the Fence is available at www.ameliaconcours.org and a portion of the proceeds will go to Spina Bifida of Jacksonville 18

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CLASSICS

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AUTOMOBILIA

THE AMBASSADOR Bill Warner

So You Want to Run a Concours?

Running a concours with the size and scope of Amelia Island is a daunting task, but with his affable charm and encyclopedic memory, Bill Warner makes it look easy.

T

here isn’t a month that passes that someone doesn’t call me and say they want to start a concours and ask me if I can tell them how to do it. I guess I should be honored that they call, but I think they don’t put much value on what has been done at Amelia Island and somehow think that I can explain in 30 minutes or so how the “magic trick” is performed. When I was a mere child, there was a television game show called So You Want To Lead A Band, where contestants out of the audience would come on stage in front of a 20- or 30-piece

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orchestra and display their talents (or lack thereof). In most cases, the show demonstrated that wanting to do something is quite a bit different than doing it.

When Wayne asked if I’d write about establishing a concours d’elegance, I recalled a statement I often make when giving speeches about Amelia.

When I’m asked how I thought I could put together a concours, I answer, “I had confidence I could make it happen, and confidence is the feeling you have when you truly do not understand the situation.” After all, sometimes ignorance is bliss. The first question I ask when someone calls is, “Why do you want to have a concours?” Some people want to showcase their community, while others are developers who want people to come to town and buy property. One wag even said, “It looks like fun.”

Well, fun is a part of the equation, but work is the number one priority. Some of the criteria include time of year, location, and market size, but the MOST important factor is PASSION for the automobile—and people who share that passion.

Other prerequisites include automotive knowl-

CLASSICS

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Timing is everything— a fortunate swap in dates with a golf tournament pulled Amelia ahead just enough to skirt the pandemic lockdown. Amelia’s mix of grand classics, competition cars, and quirky, fun classes always draws a big crowd to the lush Ritz-Carlton fairways.

Left: A concours the size of Amelia takes an army to make it all happen—and Warner’s number one assistant is his wife Jane. “She’s a very patient lady,” quips Warner, “and I guess she has to be since we’ve been married for 55 years.” Deremer Studios LLC image.

Below: Amelia’s judging team represents the very top personalities in the automotive world. Warner publicly introduces each one at the start of the event without a single note in hand.

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Best in show winners from 2017, 1935 Duesenberg Model SJ-582 Torpedo Phaeton and 1939 Alfa Romeo 8C 2900B Lungo Spider illustrate the breadth and depth of Amelia entries. A top award is a prestigious honor for any collector.

edge, creativity, a great, dedicated staff, and a team of enthusiastic volunteers who share the dream. Just “wanting” to have a concours isn’t going to cut it.

It’s also important to embrace the people of the industry and the sport. We chose to build The Amelia around our racing heroes, with Sir Stirling Moss as the first to be celebrated. Over the 25 years of the show, we’ve honored the best of the sport, from World Endurance racing to NASCAR to Indy. In doing so, we enabled our fans and patrons to meet their idols, be it Sir Stirling, Richard Petty, Roger Penske, or a host of other automotive greats. What I’m telling you is that the automotive personalities and collectors are as important as the cars; actually, maybe more so. The cars will be here long after we are all at room temperature.

So, what does it take to run Amelia? Ten employees, comprised of an executive director, director of marketing, director of operations, director of communications and internet, entrant liaison,

VIP and judges’ liaison, vice chairman, historian, vendor liaison, plus me. We augment the staff with a key volunteer department chair who handles road tours, security, tow teams, and so forth.

In addition, we work 24/7/365 from a dedicated 8,800 square-foot building which houses all offices, 2,200 square feet of car storage, an automotive library, and a very complete and sophisticated digital imaging “dark” room. Also, over my many years as a photographer for Road & Track plus over 42 years of racing, I have assembled an envious Rolodex (or Outlook, if you prefer) of names and contacts that help me “perform the magic.”

The bottom line is that you, too, can have a concours if you have a Five Star/Five Diamond resort (The Ritz-Carlton, Amelia Island, for example), a budget in the millions, a dedicated staff who live the dream, the right time of year, good weather, an understanding wife, and, most importantly, PASSION for cars and car people. Without all that, you’re probably better off playing golf.

With a lifetime of friends in the automotive world, especially in motorsports, Warner always dazzles the crowd with top talent, including Hans Stuck, Richard Petty, and Sir Stirling Moss. Last year’s honoree was Roger Penske.

CONCOURS D’ELEGANCE WEST VILLAGE ROAD RALLYE

THE PACE GRAND PRIX AT THE BEND

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www.chattanoogamotorcar.com

THE ARTIST Chuck Queener

The Ferrari 250 GTO: The Most Beautiful of All Ferraris

I

t’s not surprising that Ferrari’s 250 GTO has become the most sought-after and expensive car in the world to a small group of enthusiasts. Much has been written about the car in books and magazines so I won’t bore you with its history. The fact that it won three consecutive (1962-1964) world championships in the FIA’s International Championship for GT Manu-

facturers is enough. But in the opinion of many, it’s the most beautiful of all Ferraris.

I began my interest in the GTO after seeing a photo in Road & Track and the British weekly newspaper Motoring News in 1962. Several years later I was driving in Santa Monica when I saw a yellow GTO coming toward me. I turned around and followed it to its destination. The driver was

Above: S/N 3705GT: Frenchman Jean Guichet bought this car from Ferrari in 1962 and first raced it at Le Mans that year, where he and friend, Pierre Noblet finished second overall and first in GT class.

Left: This poster was done as a limited-edition print and was given to GTO owners on the occasion of the car’s 50th anniversary, which took them through the French countryside where they were wined and dined, or as some wag put it, “boozed and cruised.”

Above: S/N 4713GT: This is the only GTO supplied with the 330 LM Berlinetta body by Pininfarina. It was sold new to Luigi Chinetti for Jan de Vroom, a NART financial backer.

It has stayed in the US its entire life.

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not its owner, but we struck up a friendship based on our mutual enthusiasm for Ferraris. He owned Phil Hill’s 1953 Ferrari 250 Mille Miglia but was babysitting the GTO for an Italian filmmaker who was in Italy. This “babysitting” included performing some minor maintenance, and he very kindly let me drive it several times.

There are many beautiful Ferraris, but for me the GTO has always been something very special: the scoops, the slots, the rivets, the gearshift, the proportions—other Ferraris have those elements, but on the GTO they are all in just the right place.

They have always struck me as examples of pure beauty. Then there’s the sound. It’s just magical. I can’t think of a better soundtrack for a sports car.

I started keeping track of GTOs, collecting chassis numbers in the hopes of documenting the model’s history. In 1971 I wrote what I believe was the first in-depth article in a Petersen Publishing Co. magazine, Sports Cars of the World. My friend and associate John Lamm did the photography. With the help of Steve Earle, the founder of the Monterey Historic Automobile Races and GTO owner, we compiled a 26

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list of 25 serial numbers. Later that year I was in France and met Jess G. Pourret at Mas du Clos and found he was busy writing a book on the 250 GT’s history, “The Ferrari Legend: 250 GT Competition.”

We exchanged chassis numbers and were surprised to find we both had 25 but they didn’t match. We eventually compiled a list of 39 cars, of which 36 were the 250 variety.

I’m fortunate to have driven about a third of the GTOs in the world and I’ve put about 3,000 miles on number 4293, Steve’s car, which finished first in class and second overall at Le Mans in 1963. Given that GTOs have now passed the $70 million barrier, I wonder how long before they are worth $100 million, but I remember when Road & Track’s Henry Manney III struggled to sell his car for $6,000.

As an illustrator I have been drawing Ferraris and the occasional Cobra and Porsche for years. The watercolor and gouache illustrations on these pages were done for Road & Track and the Amelia Island Concours d’Elegance.

Above: Here is a series of illustrations I did for the April 2012 edition of Road & Track highlighting the 45th Anniversary that took place in Napa Valley. Left: S/N 4091GT: Sold new to an Italian in Rome in 1962, it doesn’t seem to have been raced until after the body was updated to 1964 specs.

It was raced mostly in hillclimbs until it came to the US in 1968. It has been owned by the same enthusiast for nearly 40 years.

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Team 464 will entertain members with an immersive and interactive experience and provide them with a host of valuable benefits including: tFree Team 464 regalia tSix issues of The Chase Magazine

Below: S/N 2643GT: This was constructed in January 1962 and won the GT class at Daytona, driven by Sir Stirling Moss. It was a prototype of the GTO.

tMeet and Greet opportunities at major events with Wayne and his friends tExclusive guided tours at major events tExclusive invitations to live and online events and seminars tExclusive access to virtual tours of the world’s most exceptional car collections tExclusive podcasts and video content tAn invitation to visit F40 Motorsports for Cars and Coffee tExclusive monthly newsletters tExclusive partner discounts tSpecial merchandise discounts

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tAccess to exclusive Team 464-edition books, regalia and merchandise

If you love classic cars, then you’ll want to become a charter member of Wayne Carini’s Team 464.

A club dedicated to gearheads around the world, Team 464 unites motoring enthusiasts for a curated tour of the automotive scene with Wayne Carini and a supporting cast of experts who’ll provide members with access to bespoke live and online events and exclusive written content that not only looks behind the scenes at Chasing Classic Cars, but also describes what it’s like to drive some of the most interesting and desirable automobiles in the world. Experience the thrill of an online or live auction, what it takes to participate in a major concours d’elegance or prestigious driving tour, while also helping to find and enjoy the cars of their dreams.

With tons of exclusive content and special opportunities, members will become part of an exceptional team that includes Wayne, his friends and numerous experts from the motoring world, who’ll lead them on exclusive classic car adventures wherever the road might lead.

THE CHASE IS ON — COME JOIN US! www.teamcarini.com

The person you trust working on your classic car.

(He’s retiring next year and has no replacement.)

What’s in Your Garage?

Do you have an interesting car or truck in your garage?

Send us five or six high resolution photographs along with about 100 words that explain why you love it, why you bought it, and what you’ve done to it. You might just wind up in the next issue of The Chase. You can reach us at garage@waynecarini.tv.

Alberto Maculan 1963 Fiat 600 Vignale Cittadella, Italy

Isaac Wheat 1962 Ford Galaxie 500 Georgia Isaac Wheat’s great grandparents, Tom and Ruby Stinson, bought this 1962 Ford Galaxie 500 new from Burnette Ford in Dalton, Georgia. Issac grew up driving his grandmother Jeanette around her property in the Galaxie and recalls her telling how her dad, Tom, would pull it down into low when driving in the mountains around Gatlinburg, Tennessee, to keep from using up the brakes. Isaac is restoring the Galaxie with his father and hopes to have it running as well as it did when his grandparents bought it.

Alberto Maculan of Cittadella, Italy, near Venice, owns a very rare 1963 Fiat 600 Vignale, one of only about 100 produced by the famed Italian coachbuilder. His example was originally purchased by his father, who used it while courting his fiancée during their engagement. In spite of its rarity, the lovely little Vignale coupe was stored away in the garage one day and forgotten about. Years later, Alberto was inspired to pull the car out of storage and, after replacing a water pump, got it running again. Although he doesn’t drive it much faster than 70 kmh (or about 45 mph), he loves the fact that the “yellow submarine” is still in the family after all these years.

Across the country, collector car mechanics are retiring without trained young people ready to take their places. When they retire, their skills retire with them. With your help, we can change that.

SHOW US WHAT’S IN YOUR GARAGE: Contact us at garage@waynecarini.tv.

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The Piston Foundation is creating scholarship and apprenticeship programs to teach the next generation of auto restoration mechanics and specialists—the ones you’ll need to care for your baby.

The future of collector car restoration needs your help. Donate today at pistonfoundation.org.

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What’s in Your Garage?

Never forgotten

Matteo Pasqualin 1968 Mustang Coupe Venice, Italy Matteo Pasqualin’s 1968 Mustang coupe must be a rare sight in his hometown near Venice, Italy.

He learned about the car from a client at his shop and persuaded him to part with it, but it was far from the condition shown here. Matteo spent four years restoring it to its current condition. Today everyone in town knows this is his “baby,” even if it doesn’t get out much during the winter months.

A friend even painted a portrait of the car as a tribute to Matteo’s enthusiasm.

Julie (Mancuso) Gionfriddo 1960 MGA Connecticut Julie (Mancuso) Gionfriddo’s 1960 MGA has been in the Mancuso family since 1975 when Julie’s dad John and his wife Judy purchased it to replace the one they had sold just after they were married.

John and his young family enjoyed the MGA for a few years prior to starting a restoration in 1980.

Julie and her brother David often spent weekend mornings helping their Dad, handing him tools and parts as required. After John completed the restoration, finishing it off with wire wheels, a tan leather interior, and a classic black finish, the MGA went off to California where their good friend Billy took his trumpet to gigs in the MGA’s trunk.

The MGA returned to Connecticut and is now being cared for by Julie’s family, who of course give Grandpa John and Grandma Judy the opportunity once again to enjoy the rolling hills along the Connecticut River.

SHOW US WHAT’S IN YOUR GARAGE: Contact us at garage@waynecarini.tv.

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EVERY CAR HAS A STORY

by Wayne Carini

1954 Studebaker Commander No matter how humble, ostentatious, slow, or fast, every car can tell a story about how it was made, why it was bought, and what makes it memorable.

O

riginality has lately become an expensive obsession as low-mileage, so-called “original” cars have exploded in value. But how many of them are truly untouched, original, as-new cars? Very few, I think, but I have one in my barn that really does qualify as “original.”

Several years ago, I was contacted by a guidance counselor at a high school in a suburb of Pittsburgh. A friend of his had a 1954 Studebaker Commander coupe with 7,000 miles on it that she wanted to sell. It was her late uncle’s car; he repaired arcade and vending machines—a pretty specialized job. He bought the car brand new and drove it for the first couple of years, but then his job moved, and he was able to walk to work instead of drive. He would start it up every month, mark the bottom of the tire with a piece of chalk, drive it around the neighborhood, and then park it again, making sure that when he parked it the tire wasn’t in the same spot.

When he took his niece for a ride (she

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was the only person other than his wife who was even allowed in the car), she had to remove her shoes and put on a sweatshirt (that he kept in the trunk of the car for just this purpose) so that no zippers or buttons would rub up against the car and make a mark. No one ever sat in the back seat. His niece was the only one who had contact with the car, other than the owner’s wife.

Basically, that’s how I found it. The niece sent me one picture that was taken many, many years earlier, before the car was covered up in the garage, and she didn’t want to uncover it. Instead, she said, “The rules are that you can come and look at the car. If you like it, you give me a check for $26,485 [or whatever the amount was],” which struck me as a rather odd request.

Later I asked her, “Why the oddball number?” She answered, “Well, I found a bill that I had to pay. I wanted to get $25,000 for the car, so I added the exact amount of my uncle’s funeral expenses.” She then said, “You give me a certified check, to this name and for this amount, and there’s no negotiation.”

It’s hard to imagine how such a svelte and stylish car was made in the middle of America’s chrome-plated decade of excess. It looks just the way it left the showroom floor, though it was difficult to convince Pebble Beach’s judges of that fact.

Naturally, I flew out to Pittsburgh right away, drove over to the house, and found the car sitting in the garage. Well, that barely begins to describe it – the garage windows were covered with blankets, there were blankets on the floor, and even blankets at the bottom of the garage so that no wind or dust could get into the garage. The car itself probCLASSICS

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ably had four layers of covers on it. The niece let me uncover it from the front, but once I got past the windshield, I just stood back, overwhelmed by what I was seeing. At that point, I just handed her the check.

As to why this car made such an impression on me, there were a couple of influences. My father’s friend had two Studebaker Gran Turismo Hawks, one of which was black with turquoise interior; just a stunning car. Then, several years later, before I found my Champion, I was at an auction where there was a large showroom rendering of a ChamWWW.THECHASEMAGAZINE.COM

pion that would turn out to be the exact twin of mine, though without the white roof that I have. I didn’t think much of it at the time, but somehow that rendering, plus my childhood experience with Studebakers, predestined my trip to Pittsburgh.

Unfortunately for me, the car is so original that no one believes it’s original. When I first showed it at the Boca Concours, the Studebaker club president questioned the original paint on the car, but then a little later someone from the Studebaker Museum asked me to exhibit the car. Needless to say, that

didn’t happen. I then took it to Pebble Beach to compete in the Preservation Class. Again, the judges just couldn’t believe that the paint was original. The guy next to me won and I finished in second place. Later, one of the judges came up to me and sheepishly said, “This car is unbelievably stunning, and you got ripped off.” Well maybe I had been ripped off, but I responded with, “No, I didn’t; it’s fine because he got the trophy, but I have the car. That’s all that matters to me.” And I still have that car.

Every time I look at it, I know that I have a truly original piece of history.

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REAR-VIEW MIRROR Judy Stropus

Timing is Everything When it comes to cars, competition and otherwise, Motorsports Hall of Fame inductee Judy Stropus has done just about everything, been just about everywhere, and knows just about everyone.

W

ho am I? How did I get here?

Why am I here? Without going through my entire life, including telling you how I arrived here from Europe at the age of five, learned English, and almost immediately got involved with sports car racing, I want to share with you how my journey landed me here at Wayne Carini’s The Chase.

My early years are a whirlwind. I learned how to drive on a 1950 Jaguar XK120 and a ’57 Chevy owned by my boyfriend at the time, who had a serious interest in cars, and particularly race cars.

He ended up racing the XK120, into which he installed an XK-E engine, and I went along for the ride—literally. I remember once driving down to Marlboro, Maryland, for the Refrigerator Bowl on New Year’s weekend with no top, because the roll bar got in the way. Brrrr.

We joined the Queens Sports Car Club on Long Island, New York, and I immediately learned how to time and score cars at local racetracks in the Northeast. It turned out to be a unique talent, which eventually got me hired by the top racing teams in the US, who needed that service, especially in endurance races. Along the way, I learned to endure myself, gaining the useful skill of timing an entire 24-hour race without taking a break. We called this period B.C.—Before Computers—coined by author and student of mine, Sylvia Wilkinson.

I was soon on my own, sans boyfriend, who ditched the racing scene and became a lawyer, while I moved ahead in the sport to which he had introduced me. Curiously, I had no professional 34

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direction; I just went with the flow.

That flow took me from being a legal secretary in New York City to becoming author Karl Ludvigsen’s assistant. Karl “discovered” me when I was the editor of the New York Region SCCA’s publication, Regional Review, in the 1960s. He asked me to “ghost” write some stories for him, and handle the Chevrolet public relations account in New York, where we maintained a fleet of new cars for the media to test and review.

I wasn’t very good on the “ghost” writing side.

Karl once asked me to cover the Six Hours of Watkins Glen for an article that would appear under his name in European publications. Karl’s good friend, Huschke von Hanstein of Porsche, read that article and sent Karl a letter saying, and I’m paraphrasing here, “Karl, I am so sorry that

Above: I always put my friends to work.

Here I am with Gretchen (Mrs. George) Wintersteen on the stand at Watkins Glen, and Betsy Williams, on the lower left. They were a great support. Betsy hitchhiked from Ibiza to help me in Le Mans. Since Ibiza is an island, that was quite a feat.

Below: My first race as a timing “pro” was at the Marlboro (Maryland) five-hour Trans-Am race for the Lincoln-Mercury Cougar team. Here I am sitting on a toolbox with ramps overhead in case of rain.

This race launched me into my pro timing/scoring career.

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I missed seeing you at Watkins Glen for the Six Hour race, but once I read your article I realized that you had not been there.” How embarrassing!

Karl was cool about it. After that, writing about races was no longer one of my duties.

When Karl became East Coast Editor of Motor Trend magazine, maintaining the Chevy account would’ve been a conflict of interest for him. He asked me to stay with him, and Chevy asked me to continue with them. It was a tough call, but I opted to stick with Chevy and start JVS Enterprises in the late 1960s.

At the same time I was knee-deep in traveling to Trans-Am, Can-Am, and Indy Car races timing for Roger Penske, and eventually a number of other teams. Through this, I had the good fortune to have an actual front seat (literally!) at some of the most exciting races in America and became friends with many of the personalities

involved, giving me a real insider’s view on motorsports (something I hope to share in future columns).

I also decided to race cars and ended up competing in vintage racing, SCCA Nationals, Volkswagen Cup, Kelly American Challenge, and some 24-hour races. I also set up an all-girl team to run the Cannonball Baker Sea-to-Shining-Sea Trophy Dash in 1972. Adrienne Barbeau played a character loosely based on me in the movie.

Just before computerized timing came into the sport, I hung up my stopwatch for good. It was “time.”

So, after 40 years with Chevrolet (the last 20 of which were handling its racing publicity), 10 years with BMW on its motorsports program, eight years with NHRA’s Don Schumacher Racing, along with other PR clients, I “retired.” Well, at least from going to 30 to 40 races a year.

I was now back in the “car world” and free to judge at different concours around the country. I became a certified “car guy.” I had missed these opportunities in the past as most of them conflicted with the races I had to cover.

I started hanging out with other car folk, helped Chuck Schoendorf and Tom Cotter organize a Cunningham reunion at Lime Rock, and rode shotgun as a navigator with Chuck in several of his cars on car “rallies.” Tom and Chuck convinced me to buy Donald Osborne’s 1952 Lancia Ardea so that I’d have a “collector” car of my own. While the car was in California, we discovered it was eligible to run the California Mille in 2013, and that ended up being quite an adventure.

I’ll cover our fun trek through the mountains of California in the 28-hp Ardea in a future column, and I’ll share with you my memories, and also my opinions, about the latest racing and automotive news.

Left: Dunlop produced this ad when I was racing a VW, but Chevrolet, for whom I was the public relations representative at the time, wasn’t happy. I ended up switching to racing a Chevy Monza.

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

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Below: My friend Tony Koshland had two OSCA Maseratis back in the ‘70s and he asked me to race one of them.

What a blast. Lime Rock track manager at the time and head of VSCCA Jim Haynes gave us credit for starting the vintage racing craze after we received extensive publicity for our two-car OSCA team.

Wayne Carini’s Guide to

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

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

Featured in Volume One:

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

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

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

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THE COLLECTOR Marshall Buck

The Best Big and Little 427 Cobra Models

C

obras, particularly the big brute 427s, are reputed to be the most replicated 1:1 car in the world. All the replica manufacturers seem to think that there are never enough replicas, they can make the best ones, and they can make money at it. Well, in miniature it’s the same, or darn close.

Countless model and toy manufacturers have cranked out 427 Cobras in all sizes (1:87-1:4 scales) and media over many years, and more are on the way. Before we go any further, keep in mind that there is no perfect model, but some do come within a hair’s breadth of perfection.

The two models we have here are overall the best big and little 427 Cobras produced to date. Both are

S/C versions, and emanate from Japan, of all places. One from Kyosho is big; 1:12 scale—about 13” long. The other from Goodsmile Racing is diminutive; 1:43 scale—3.5” long.

Kyosho continues to milk the Cobra cow very well; they’ve produced a plethora of 427 Cobra variants in 1:64, 1:43, and 1:18 scales, which, to be kind, are not great. But they have made up for those with their big 1:12th 427 Cobras that are far superior in every single area. As of now, there are six 1:12th versions from which to choose, sort of. The first five are all out of production (produced in 2011-2012), but the sixth, in Viking Blue with chrome side pipes, and a few other detail differences, is due out this August, reasonably priced at $600.

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Depending on your point of view, here you get a very clear picture of how big 1:12 scale is, or how little 1:43 scale is. Regardless of your preference, you can’t go wrong with either model.

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To nominate your car or for more information, please visit our website www.thebostoncup.com

If you can’t put yourself in the seat of a real 427 Cobra, then Kyosho’s very convincing 1:12th cockpit is probably the next best thing. It’s hard to fault this one, especially for the price.

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Edition sizes of each range from 1,000 to 2,000 pieces; original release prices were around $500.

Two previous models were competition variants.

One is still easy to find, primarily on eBay at around its original issue price (read least desirable). The others rarely come up for sale anywhere, and as with the real cars, some versions are more desirable than others. Expect to pay $700 to $1,400, depending on the version.

The silver car (shown) was the second edition of Kyosho’s 1:12th Cobra; one thousand were produced. I bought this version since it was the one I could complain about the least. Don’t get me wrong, it is a terrific model and rates a solid eight on a scale of one to 10. The high gloss metallic paint finish is excellent, as is the fit and finish of all parts. Various exterior details such as lights, emblems, and chrome trim are all superb. But the model is not without issues. Unfortunately, Kyosho only used a new CSX 4000 series car as their reference point. So they chose to replicate a new old car. Why did they do that? The answer is simple and idiotic. I was told directly by my former contact at Kyosho there was a new 4000 series car conveniently available to them in Tokyo. Hence, no travel, no real effort, no research cost—no proper research whatsoever to make an accurate 1960s CSX 3000 series 427 S/C model. So, we have some great models of new 4000 series Cobras, but not anything historically correct from the 1960s. The most noticeable missteps on all six versions are as follows: The shape of the tops of rear fenders are not quite correct. Side pipes look great until you see that they hang too low and too far from the body; not terrible, but not excusable either.

Cooling fans in front of the radiator (not in 1965).

Front fender flares are a bit overdone in shape, but passable. Less noticeable is the incorrect height and

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shape of the hood scoop. The terrible pseudo license plate on the trunk should be in the trash. And the big, visual historical elephant in the room is the billboard-like Goodyear Eagle tire lettering that exists on all except the Viking Blue sixth version, which rides on Goodyear Blue Streaks.

Working parts are in abundance: doors, hood, and trunk, along with hinged supports. The suspension functions, and the front wheels turn a few degrees left and right. Wind wings and the too lightly tinted sun visors all pivot perfectly on tiny hinges. Hood latches work as does the ’T’ handle on the trunk lid. And my favorite is the chrome-plated quick-release gas cap—flip the latch down and raise up the cap! All hinges, on every part, work flawlessly. Engine detail is pretty good, although it could have been better. I display mine with the hood closed.

The underside is well done with a complete frame and all suspension parts.

Much attention has been paid to the relatively sparse interior, which has almost perfect detailing for a 4000 series Cobra. Legible dash gauges are surrounded by chrome bezels and little switches.

You’ll find pedals with Shelby logos, in-scale carpeting, the infamous forward-facing shift lever looking ready to use, 4-point Simpson racing belts with all the proper hardware, and a fire extinguisher mounted between the seat backs. Also included is a cloth tonneau cover for the cockpit that is supposed to fit on the little raised snaps on the body.

The cover does not work well. Kyosho would have done better to incorporate a little more engine detail rather than the ill-fitting tonneau.

Regardless of its issues, this silver 427 Cobra model was and is a great value. I highly doubt you’ll ever find one at its original price, so expect to pay $800 to $1,400 now, and it’s worth it.

Goodsmile Racing is a Japanese hobby company producing mostly anime types of figures, and a range of 1:43rd modern race cars. Since 2008 they have sponsored a race team in the Japanese Super GT300 class series. Around 2010 they produced a now defunct, short-lived line of several American muscle cars in 1:43 scale, and the best one happened to be their 1965 Cobra 427 S/C. These little gems came and went before most collectors outside of Japan ever knew about them.

Practically everything is just right, from overall body shape to a superb paint finish, crisply cast Halibrands shod with excellent Goodyear Blue Streaks, tiny Cobra emblems, and so much more. This is the only 1:43 scale 427 Cobra model, regardless of price, with an accurate windshield and frame. Cockpit detail is truly great with perfect parts including a correct set of S/C dash gauges, separately fitted 4-point driver seat harness, and the list goes on. Like Cobras? Then you must find one, and if you do, expect to pay $90 to $150, which is an absolute bargain.

Don’t hesitate for a second; just buy it!

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(508) 229.8700 www.haydenwood.com This 1:43rd Cobra packs in a wealth of detail, and is superbly finished. Goodsmile, the firm that made it, is aptly named, as this one should really put a ‘good smile’ on your face whenever you look at it.

info@haydenwood.com

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

Available as: •

Open or limited

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Brushed aluminum prints (ready to hang)

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

Large-scale, dyesublimated displays in backlit and unlit versions

AUCTION READY

On the Block

Even though the pandemic has, temporarily, we hope, changed the nature of traditional auctions, cars are still being bought and sold.

For each issue of The Chase, we plan to highlight vehicles of note or interest in upcoming auctions.

Mecum Spring Classic 5/14-5/22, Indiana State Fairgrounds Indianapolis, Indiana 2,500 Lots www.mecum.com The undisputed star of Mecum’s upcoming Indianapolis auction will be one of the most iconic off-road vehicles ever built: the 1969 Ford Bronco nicknamed “Big Oly.” It was the trusted steed that Parnelli Jones and Bill Stroppe drove during their consecutive victories at the Baja 1000 in 1971 and 1972, not to mention wins in the Baja 500 and Mint 400 in 1973. With a custom lightweight chrome-moly space frame and liberal use of aluminum and fiberglass, Big Oly tipped the scales at a mere 2,620 pounds, an amazing number that some legendary sports cars of the period struggled to match. Fitted with a Ford Windsor V8 that could produce almost 400 horsepower, the highly modified four-wheeler cut a massive swath through the other contenders during its brief competition career.

Big Oly is expected to fetch a record price, but there will be other automotive luminaries crossing the block too, including seven other examples from the personal collection of Parnelli Jones, one of America’s most successful and beloved racing legends.

RM Sotheby’s Amelia Island 5/22, Amelia Island Concours d’Elegance Fernandina Beach, Florida 107 Lots www. rmsothebys.com Earning enduring fame for its victory in the Great Race of 1908, the legendary endurance competition of the Brass Era in which George Schuster drove an example over rugged terrain between New York and Paris, the Buffalo-built Thomas ranks among the most iconic American automobiles of the period. Revered for their performance, especially in the six-cylinder models produced prior to the First World War, Thomas established an enviable reputation for manufacturing well engineered and robustly constructed vehicles. The Model M6-40 Flyabout seen here was fitted with lightweight coachwork at the factory, which made it a potent roadcar for the time.

RM Sotheby’s will offer this singular legend from the Brass Era at its Amelia Island auction on May 22, 2021, along with more than 100 automotive and automobilia lots that include other exceptional motorcars, such as a 1959 Fiat-Abarth 750 GT “Double Bubble” Zagato Coupe and a 1968 Ferrari 275 GTB/4 that remained in single ownership for almost 50 years.

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On the Block

On the Block

Bonhams Amelia Island Auction

H&H Auctioneers

5/20, Amelia Island Concours d’Elegance Fernandina Beach, Florida 211 Lots www.bonhams.com

5/26, Imperial War Museum Duxford Cambridge, United Kingdom 80 Lots www.handh.co.uk/

Bonhams upcoming Amelia Island auction will feature a rich variety of pre-war cars, but two from the Knox Kershaw collection are especially noteworthy. The first is a 1933 Pierce Arrow V12 convertible sedan with LeBaron coachwork. Built as a response to the horsepower race kindled by the 1930 Cadillac V16, Pierce’s “Twelve” would be the company’s centerpiece through the end of its lifetime in 1938. This example rides on the model 1247’s 142-inch wheelbase, normally used for large seven passenger sedans and limousines. Prior to Kershaw’s acquisition, this example was owned by noted collector Otis Chandler, publisher of the Los Angeles Times.

A second entry from the Kershaw collection is a 1927 Rolls-Royce Phantom I Transformal Phaeton with coachwork by Hibbard & Darrin. Constructed at RollsRoyce’s Springfield, Massachusetts assembly plant, this example is one of just 35 Hibbard & Darrin bodies built on a Springfield Phantom I chassis. It was built using the coachbuilder’s patented Silentlyte method, with a cast aluminum inner framework and pressed aluminum outer panels, which resulted in a body that was both strong and lightweight. The most distinguishing feature is its distinctive low top with flaps that fill the space between the trapezoidal side windows.

Among the 80 lots at H&H’s May 26th auction at the Imperial War Museum will be a very rare Brough Superior 4.2-litre Dual Purpose Drophead Coupé. After earning the well-deserved sobriquet ‘The Rolls-Royce of Motorcycles’, it was inevitable that George Brough’s attentions would eventually turn to automobile manufacturing.

Following his motorcycle practice, Brough’s cars were assembled from the finest proprietary components, using the Hudson Terraplane chassis (also favored by Railton) with both 4.2-litre eight-cylinder and 3.5-litre six-cylinder engines.

Introduced in 1935, the Brough car featured Atcherley’s patented “dual purpose” coachwork in which the convertible hood folded down into the body rather than projecting rearwards as was usually the case. A new dashboard equipped with British-made instruments and switches was featured inside, with further ‘Anglicisation’ in the form of Lucas lighting, Luvax shock absorbers, and a Smiths Jackall hydraulic jacking system.

Threatened with legal action by Railton, Hudson was soon forced to stop supplying the eight-cylinder chassis to Brough, leaving Brough with a six-cylinder range only. When production ceased in 1939, an estimated 25 eight-cylinder and 50 six-cylinder Brough Superiors had been made, making them among the rarest of fine quality British sporting cars of the 1930s.

Silverstone Auctions The May Sale 2021

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5/22, Stoneleigh Park Stoneleigh, Kenilworth, United Kingdom 111 Lots www.silverstoneauctions.com

RM Sotheby’s Milan

Among the more interesting offerings from the 37 lots that Silverstone Auctions will sell on May 22, 2021 is this 1965 Alfa Romeo 1900 ATL Sport Coupe. Constructed during an era when numerous small independent carrozzerie still populated the Italian landscape, this attractive grand tourer was built in the workshops of Autotecnica del Lario, which Ercole Zuccoli had founded only a few years earlier. Like many small volume coachbuilders, ATL used available off-the-shelf components, relying in this case on running gear from Alfa Romeo’s 1900, combined with a bespoke steel tubular chassis reminiscent of Touring’s Superleggera construction.

Believed to be one of eight examples completed, it was restored over the course of several decades and now wears a fashionable verde Inglese exterior over dark brown livery that highlights the sumptuous curves that evoke memories of several iconic design legends from Alfa Romeo’s past. One of the leading small British auction houses, Silverstone has curated an impressive collection of vehicles for this sale, including an Aston Martin DB6, Lotus Elan Sprint Convertible, and a Lancia Delta HF EVO2 “Edizione Finale.” Photo courtesy of Petrolicious

RM Sotheby’s June Milan auction will feature a rich variety of Italian sporting machines, including a 1966 Ferrari 275 GTB first owned by French film director (and onetime husband of Jane Fonda) Roger Vadim, as well as a 1963 Ferrari 250 GT/L Berlinetta Scaglietti, a 1951 Alfa Romeo 6C 2500 Super Sport, and a 1950 Cisitalia 202 SC Cabriolet. But among the most interesting lots in the auction will be the very first Lancia Rally 037, produced and originally owned by Abarth. Chassis SE037-001, the first prototype for the legendary ‘037,’ was commissioned to be constructed by the successful Italian race car builder, Dallara, before final assembly and development at the Abarth factory, overseen by Sergio Limone. Once completed, chassis SE037-001 undertook extensive testing duties both on track and in the wind tunnel.

By 1982, the car was resplendent in the full Martini racing livery and it famously served as a recce car in that year’s Acropolis Rally. When its official duties were over, it passed into the private ownership of Sergio Limone, who undertook a meticulous restoration, returning this important car to its original development specification, including the correct 1995cc supercharged engine.

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

24 Hours of Daytona

1/30–1/31 Daytona International Speedway Daytona Beach, Florida The 59th Rolex 24 at Daytona International Speedway opened the 2021 IMSA WeatherTech SportsCar Championship season, and it was a welcome sight to see all the teams come together in their full glory. The only things missing were the fans. It was a reduced capacity event due to the pandemic, but all the teams were more than ready to run the 12-turn 3.56 mile course well over 800 laps over a 24 hour period. There are five classes on the IMSA WeatherTech SportsCar Series: Daytona Prototype international (DPi), Le Mans Prototype 2 (LMP2), Le Mans Prototype 3 (LMP3), GT Le Mans, and GT Daytona. All share the driving among four drivers during this race, and some drivers put a lot more time in than others. One has to have great admiration for an athlete who can run this type of race; one where the sponsor’s budget is the limit in terms of technological mechanical advancement of their class of ride. The speed they can sustain

photos by Josh Sweeney/SFD

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24 Hours of Daytona continued on a consistent level over a 24 hour period is measured by milliseconds. In fact, this year’s race was won by Filipe Albuquerque driving Wayne Taylor Racing’s No. 10 Konica Minolta Acura ARX-05 DPi, with just a 4.704 second gap ahead of the second-place driver, Kamui Kobayashi driving the No. 48 Action Express Racing/Ally Cadillac DPi-V.R. Albuquerque shared the driving with teammates, Hélio Castroneves, Alexander Rossi, and Ricky Taylor.

Kobayashi shared the driving with Jimmie Johnson, Simon Pagenaud, and Mike Rockenfeller. Let’s think about this for a minute. At the end of a 24hour race, the difference between first place and second is a little over 4 seconds? That’s a very admirable effort considering all of the possible pitfalls involved. Strategy plays a huge role in this race as well. Naturally, over a 24 hour period the drivers have to stop for fuel, change drivers or not, conduct mechanical or structural repairs, and set back out again. Now let’s remember, this isn’t your father’s Oldsmobile. The DPi cars measure a top speed of over 200 mph and average lap speed is over 135 mph, all the while experiencing some serious linear, lateral, and angular G forces for many hours at a time—including through the night— while dodging the slower GT cars which top out at about 180 mph. I have always been a fan of endurance racing and Formula 1, and unless you have been in at least a GT Class car with a professional driver, the sensation is very hard to describe. To me, it is close to flying, which these breeds of cars and drivers are born to do, only on the ground—for long periods of time. –R.R.

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The Cavallino Classic

4/22–4/25/2021 The Breakers Palm Beach Palm Beach, Florida After waiting an extra three months for the 30th Annual Palm Beach Cavallino Classic Concours to take place due to COVID-19, guests flocked to the The Breakers Palm Beach April 22 to April 25, 2021 and discovered it was worth the wait. The event, hosted at the luxurious hotel and resort, was on a smaller scale this year, with the field limited to approximately 100 Ferraris on display. COVID-19 CDC protocol was strictly enforced, and the event did not disappoint. The festivities revved up on Thursday with a private track day at the Palm Beach International Raceway. Here, drivers had the opportunity to exercise their Ferraris at track speed. That day was a success, and led into Friday morning’s annual symposium, featuring a BB512, 330 GTC, and a 250 GT SWB. Quite an impressive trio! Lunch on Friday took place on the lush front croquet lawn, where the Ferraris were lined up in the main driveway of The Breakers for the Tour of Palm Beach, with pitstops at exquisite locations along the way. The highly anticipated main event took place on Saturday at daybreak. At a quick glance, we could see Ferraris including the newly imported 250 GTO S/N 3527GT, which had made its home in the UK for many years. Also prominent was the single unrestored 1957 250TR S/N 0704TR, which had been part of the Henry Ford Museum in Dearborn, Michigan for many years until it was flown to a collection in the UK. Now back in the US, this well-preserved masterpiece shone brilliantly under the Palm Beach sun. By 9:00 AM, all the cars had made their way to their pre-assigned positions. The field was set for the difficult task of concours judging to IAC/PFA guidelines. Attendees were treated to a range of cars from the early 1950s up to current production, and limited-edition models such as LaFerraris, F8 Tributo, Monza SP2, and SF90 Stradale. Upon entering the field, our eyes were drawn to a silver 250GT TdF resplendent in Tour de France livery, along with the aforementioned 250TR. Center stage was reserved for two 250 GTOs of Le Mans fame: S/N 3527GT and S/N 3705GT. Around the perimeter of the front lawn stood three beauties. A 212 Inter Cabriolet S/N 0235EU, a 342 America Vignale Cabriolet S/N 0232AL, and a Pininfarina Sergio stood out in shades of blue. This year’s surprise display was the glorious 1953 Arno X1 Timossi hydroplane boat, which boasts a Ferrari V12 375 engine pumping 510hp. Bringing up the backfield was an assortment of cars from the’ 60s to present day. The show wrapped up for the day at 4:00 PM, but the 52

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photos by Josh Sweeney photos by Jerry Wyszatycki/Avatar Productions

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The Cavallino Classic, continued highly-anticipated awards victory celebration took place later in The Ponce de Leon Room of the Breakers. There, the reins to Cavallino were handed over by John and Alicia Barnes to Luigi Orlandini of Canossa Events, the new owners of Cavallino and the Cavallino Classic. Then the Best of Show winners were revealed. Taking the Scuderia Ferrari Cup for the finest competition Ferrari was the 1957 250 GT LWB TdF. The Gran Turismo Ferrari Cup for the finest of Ferrari was awarded to the 1952 212 Inter Cabriolet Vignale. Sunday morning brought Classic Sports Sunday at the Breakers. Limited to 250 guests, the event included 60 classic cars presented to the people for their review. The conclusion of the fantastic four days was the Awards Charity Brunch to benefit the American Council of the Blind Scholarship Fund. The 2022 event is scheduled to return to its usual January time frame. Make sure you bookmark it as a bucket list item. —Michael Gregg

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The Godsal ONE OF ONE Sir Charles Godsal’s vision of the perfect sporting roadster languished for years until it was finally rescued and restored to its original state. words by Lowell Paddock

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here was a time, before the Second World War and all the changes in how automobiles were built and sold that came afterward, when an individual with means and motivation could order an essentially bespoke automobile. In fact, when it came to more sophisticated cars, that was really the only choice; manufacturers developed the mechanical components upon which outside coachbuilding firms constructed any variety of vehicle configurations, often adapted to the customer’s individual tastes.

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Yet some enthusiasts wanted even more personalization: to have a car that would bear their name and be considered their own unique design. One such enthusiast was Sir Charles Godsal. He designed a motorcar to his exacting tastes, but only a single example was ever produced.

The path of history hasn’t left us with an abundance of detail about Godsal’s exploits, but we do know that he lived a bit larger than life. A 1957 British Pathé newsreel, for example, chronicled his curious partnership with Captain Hook, his pet Brazilian parrot. Accompanied by Pathé’s typically chirpy (excuse the pun) narration, Godsal is pictured breakfasting with Captain Hook, driving away with him in his Healey Tickford and ultimately flying out of London’s Croydon airport with the Captain on his shoulder. It appears that the Captain hardly ever left his side.

Godsal was born in 1907, the only son of Herbert Godsal, a barrister who, it seems, spent most of his time inventing things. The younger Godsal, raised in this fertile atmosphere of creativity, was educated at the elite Trinity College in Cambridge, and, as part of his engineering degree, worked in the engine room of the RMS Aquitania, the last of Cunard’s four-funneled ocean liners. After graduation, he worked for two years in the US for Stone & Webster, then America’s largest public utility engineering firm. Returning to England in 1931, he took up flying, which would become his passion—and eventually his profession.

In 1935, Godsal decided that he wanted a motorcar of his own. Much of what we know about this time is credited to Anthony Sidgwick, who would later become one of the car’s owners. Godsal enlisted Stewart Daniels, a veteran of MG’s Competition Department, as well as the firm Research Engineers Ltd, which specialized in producing prototype products, though something of this scale was likely unprecedented for them. Development work was ultimately divided up among three parties, which included Research Engineers, John Thompson Motor Pressings for creating the chassis, and Corsica for crafting the bodywork.

The most technically complex part of the car was its front suspension, which consisted of a sliding pillar inside a vertical tube with the stub axle positioned between two coil springs, a 13-coil version above the stub, and a 4-coil 58

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version below it. The tube was held in place by a large “jaw,” the upper and lower anchors of which served as pivot points. The rear suspension was only slightly more conventional, with what is believed to be a Bentley rear axle combined with a Citroën torsion bar, riding on a similar sliding pillar design as the front.

Having perhaps exhausted Research Engineers’ technical capabilities with the car’s suspension, Godsal and Daniels opted for the simplest of powertrains, a contemporary 85-horsepower flathead Ford V8; an ideal combination of cost, packaging, and performance.

Not one to take things easy, however, Godsal combined the V8 with a Riley pre-selector gearbox that required various fabricated adapters in order to mate with the Ford engine.

Godsal selected Corsica Coachworks, based in Cricklewood, in northwest London, to construct the body for his bolide. Corsica was among the smallest English coachbuilders at the time with a staff of only 20 and was known, wrote Jonathan Wood in his history of Squire, “for producing stylish, affordable bodies that reflected their owners’ personal tastes.” In spite of its size, Corsica punched well above its weight, typically with sleek, low-slung sporting cars, such as a compact Mercedes-Benz SSK drophead (part of the Harrah collection for many years), a rebodied Daimler “Double-Six” sport drophead coupe, and the stunning Invicta S-type “Salamander” roadster; the latter two made especially alluring with their underslung chassis and oversized wheels.

With the benefit of its sliding pillar suspension, the Godsal’s structure offered some of the

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Above: Godsal family shield. Right: Godsal as it appeared at the 2017 Amelia Bonhams auction, somewhat the worse for wear. Following its late 1970s restoration by Anthony Sidgwick, it passed through several hands and time had taken its toll. Along the way, conventional hinged windscreen replaced original Brooklandsstyle screens.

images above and below courtesy of Bonhams

Below: Completed Godsal chassis at Research Engineers, circa 1935. Note low ride height.

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same proportional benefits as an underslung chassis, keeping the frame low and allowing the tires to be nearly as high as the body itself, each surrounded by close-fitting fenders that were crowned by delicate “fillets,” which were echoed by a corresponding ridge in the center of the rear deck. Godsal’s folly cost him £3,000 in 1935, or around $300,000 today—not a trivial sum. At one point he apparently entertained serial production, and even created a cast body plate with room for up to three digits, but the prohibitive investment and the advent of war likely quashed those plans.

Godsal spent the war years at the powerful Ministry of Aircraft Production and afterwards started his own air courier service. Perhaps having lost interest in his eponymous automobile project, he sold the car to one of his pilots and it eventually wound up in a starring role in the 1969 film Mosquito Squadron, with post-U.N.C.L.E. David McCallum at the wheel, romancing a fellow pilot’s widow. By this time, many alterations were visible on the car, including new cycle-type front fenders and a curious white stripe that edged both the fenders and the lower edges of the bodywork.

Three years later, the Godsal was advertised as part of a collection of other sports cars and was purchased by Anthony Sidgwick. “The Godsal had changed hands many times since the war,” he wrote in the March 1977 issue of Thoroughbred & Classic Cars, “and had been chopped about by many owners.” But returning the car to its original design was only half the battle. His bigger challenge was getting the complex suspension arrangement under control, eventually consulting a series of engineering firms until he found one that understood the elaborate system and returned it to a functioning state. The restored car, freshly painted in red, was displayed in Thoroughbred & Classic Cars.

Following Sidgwick’s restoration, the Godsal again went through a series of owners until it landed at Bonhams’ Amelia Island sale in May 60

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2017, where it was understatedly described as “aged, although complete.” Enter automotive restorer and preservationist Evan Ide, who saw the diamond hiding in the Godsal’s rough condition. “I thought that it could be a very special automobile if restored properly,” he recalled.

“And everyone thought I was nuts.” Ide was particularly impressed by the combination of its Lancia Lambda-like suspension, reliable and (for the day) muscular V8, and its impeccable Corsica coachwork. “Most of the exotic cars of this era—Rileys, Squires, Astons—they all had high-strung 1.5- or 2.0-liter engines. The alternative was a straight-six or a straight-eight, but these took up a lot of space. The compact Ford V8 was the perfect solution,” Ide said.

At the time, Great Falls, Virginia-based collector Robert Morris was looking for a fresh project and found himself at dinner with Ide ahead of the Bonhams auction. Ide’s evangelistic enthusiasm over the Godsal’s pedigree and potential persuaded Morris to take the plunge. “I didn’t understand that much about it when I bought it,” says Morris, “but I was intrigued by Evan’s enthusiasm.”

There would need to be enthusiasm aplenty to bring the Godsal back to life, given how much of the car—basically everything other than the Ford engine and the pre-selector gearbox—consisted of hand-made parts, many of them in poor shape. The details of the efforts involved were chronicled in the Great Godsal episode of Chasing Classic Cars, but it began with a detailed investigation into the original color (black) as well as microscopic photographic examination of the car in various iterations to confirm the

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Left: Compact 85-horsepower Ford V8 might have lacked the pedigree of some other engine options, but offered reliability, good performance, and compact packaging.

Above: Charles Godsal with his driving companion, Captain Hook (Keystone Pictures USA image). Right: Cast body plate suggests that Godsal might have considered a production run of additional examples. Onset of the Second World War likely prevented that from taking place.

image courtesy of Bonhams

Right and below: Wayne Carini and owner Bob Morris survey disassembled Godsal chassis at F40 Motorsports. Restoration was truly “body off” to bring the aluminum skin back to its original contours. Note Lancia Lambda-derived front suspension and massive brake drums.

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details of the original fenders, the instrument panel, and numerous other elements. There followed hundreds of hours of work to undo the ravages of time and multiple owners, but the result was rewarded with a blue first-place ribbon in the Pre-war Sports Car category at Amelia Island in 2020.

For Wayne Carini, who oversaw virtually every aspect of the Godsal’s restoration, this was a bittersweet victory as he had himself pursued the car more than once in the past. “It’s one of the most beautiful cars we’ve ever restored,” he recalls, “but it was a difficult restoration. Evan’s thirst for detail guided our mission to make it as close to the original as possible. And then to have a happy customer and win our class at Amelia, that was the icing on the cake.”

Despite all the time and effort to restore the Godsal, owner Morris decided it was time for the Godsal to be explored and enjoyed by a new owner. “It’s a beautiful piece of art that has a certain cachet,” he says. “I often go into the garage just to take a look at it.” The process of its acquisition and restoration was, despite the expense and effort, very much worth it.

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“I had a very rich and rewarding experience researching the history, working with Wayne, and meeting the extended Godsal family—that was a pretty full boat in terms of experience,” Morris continues. But it is time for the Godsal to be passed on to a new trustee. “I have to develop a strong attraction to my cars,” he says, which include an eclectic mix of an E-type, Kaiser Darrin, Messerschmitt, and 1932 Model 42 Pierce Arrow. “Otherwise I turn them over,” he says. And that turnover will take place at Amelia Island once again this May, as the Godsal’s legacy enters a new chapter.

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Above: Months of research and effort were rewarded with a first-inclass win for the Godsal.

Right and below: The Godsal as it was meant to be, restored to its original color and body contours. Note fender fillets that match the central rear ridge.

Preselector gearchange can be seen on the right of steering column.

images above and below courtesy of Michael Furman

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The Brumos Collection THE ICONIC BRUMOS BRAND—for decades a preeminent name for Porschephiles and endurance racing fans alike—generated international acclaim in January 2020 with the opening of the stunning Brumos Collection in Jacksonville, Florida.

But less than two months later, the collection closed to the public, as the COVID-19 pandemic threw a proverbial “monkey wrench” into the strategic plans of Executive Director Brandon Starks and his team.

Undaunted, Starks and his colleagues took to social media, establishing a monthly video series called Inside The 59 to keep a global audience of car lovers and racing fans updated on all things Brumos. That popular video series continues while the doors to this magnificent collection have, thankfully, reopened to the public.

Housed in a purpose-built, 35,000 square foot facility meticulously designed to pay distinct homage to Jacksonville’s Model T manufacturing roots, the collection showcases the technology, innovation and historical significance behind some of the world’s finest automobiles.

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The Brumos Collection is an interactive museum full of cars, parts, and once cutting-edge technology. The design of the building is inspired by the Jacksonville Ford Model T assembly plant, which at one time boasted production of 150 cars per day. images by Josh Sweeney/SFD

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The Four Not to Miss: 1914 Peugeot L45 Between 1912 and 1914, Peugeot made a handful of racecars with the world’s first dual overhead camshaft engines. In the early 20th century, Peugeot racers ruled the scene with some of the sport’s greatest drivers: Jules Goux, the first foreigner to win the Indy 500; Georges Boillot, the first winner of the French Grand Prix, and Italian driving ace Paolo Zuccarelli. Of those early Peugeots, this is one of only two that remain.

1979 Porsche 935 Peter Gregg won six IMSA Camel GT championships and scored 41 victories in the 1970s. In 1979, he won his final, and perhaps finest, season as he earned a record-setting eight wins and eight straight pole positions. The #59 Brumos Porsche 935 was Gregg’s last race car and is now believed to be the last remaining unmodified 935 still in existence.

1923 Miller 122 Grand Prix Miller was the first American racecar bought solely to race in Europe. This 1923 Miller 122 Grand Prix was driven by Bugatti racer Count Louis Zborowski, who raced it in England, Spain, and France. Returned to the US 89 years later, this is considered among the most complete surviving Millers.

played integral roles in bringing these beautiful cars to international acclaim,” said Starks. “This is especially evident in the interactive kiosks placed by each vehicle, which takes guests on a virtual tour throughout the decades, with detail explaining why these cars are so historically significant.”

The collection takes guests on a trip through automotive history, with the adventure beginning with a “Forerunners” section that offers displays of pristinely-conditioned road cars from trailblazers like Peugeot, Miller, Duesenberg, and Bugatti. Then it’s off to “Frontrunners,” with an up-close look at the profound impact of Porsche design and engineering on endurance racing. From Sebring to LeMans and all points in between, “Frontrunners” recaptures the well-chronicled successes of Jo Siffert, Peter Gregg, and occasional visitor Hurley Haywood.

Beyond the abundance of memorabilia and deeply informative kiosks that provide historical images, video, and data for each collector car on display, the treasured vehicles are, of course, the stars of this show. And while both experts and novices alike will contend that each car is iconic in its own way, we’ve hand-picked four as our particular favorites, given their historical significance.

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1972 Porsche 917-10 Powered by a twin-turbocharged engine capable of 200+ mph speeds at 1100 hp, the 917-10 was the first race car to carry the iconic white, red, and blue livery with the famous Brumos Racing “sweeps.”

For more information, please visit www.thebrumoscollection.com.

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image by Kobus Reyneke

THE CONVERSATION

with Randy Nonnenberg

Randy Nonnenberg is the co-founder and CEO of Bring a Trailer, the online auction marketplace and enthusiast community founded in 2007. interviewed by John Nikas

FROM WHAT BEGAN as an interesting diversion, Bring a Trailer has evolved into one of the most influential voices in the collector car hobby, changing the way our treasured automotive companions are bought and sold online. After becoming a full-time venture in 2010, Bring a Trailer introduced an auction component four years later that succeeded beyond all reasonable expectations.

With almost 10,000 vehicles sold each year and a rabid, informed online community numbering in the hundreds of thousands, BaT, as it’s known, is the watering hole that enthusiasts gather around each day, posting their opinions, insights, and advice to help bidders pursue the cars of their dreams.

Randy studied Mechanical Engineering at Stanford University with hopes of working in the auto industry and worked for Audi AG and BMW AG for 10 years following college. He also earned an MBA from the Haas School of Business at UC Berkeley. Randy’s car passion comes from many hours spent in the garage as a child with his father, and from their restoration of several cars together including early Mustangs, Alfas, Land Cruisers, and a 1963 Corvette. His daily driver is a Renault R5 Turbo 2.

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John: You were born in the Bay Area of California, right? How did you first fall in love with cars?

Randy: Yeah, I was born in Saratoga, California, near San Jose. My dad was always into cars before I came along. I have two older sisters and I was the son he wanted to finally show up. He always loved doing car stuff and started taking me to the track. We lived exactly halfway between Laguna Seca and Sears Point, which was the perfect spot to get exposure to both SCCA and vintage racing. We loved that environment.

So as I grew up, my Dad and I would mess with cars and detail them, initially on a small scale. And then when I turned 14, we got a real car to play with; a truck, actually. It was a Land Cruiser that we could tear into and open the transmission and start taking things apart. So that’s how the journey started for my Dad and me.

John: What was the first car you owned or the first car you drove to school?

Randy: The FJ40 was technically the first car I had, which my Dad and I purchased from Truck Trader in Pleasanton.

But my interest in perusing classified ads started much earlier, when I was around 10 or even younger. I would read the classifieds in the San Jose Mercury News. That, plus my Dad’s monthly Road & Track, was my pleasure reading. We’d get the paper in the driveway and I’d

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tear out the classified section and tell my Dad, “Look, here’s a ‘65 Mustang in east San Jose for two grand.” And it turned into this hobby where my dad and I would actually go look at cars that we weren’t going to buy, but we’d go look anyway. So hunting for cars became a sort of hobby, even before I had a license.

John: And what was the first sports car you had?

Randy: I bought a ‘66 Mustang Fastback out of the print version of Autotrader, red with a black interior – sort of a Shelby clone. And I drove that to high school for a couple of years. By then I was out of trucks and into cars, the sort of B-Sedan, SCCA race cars that I would see at the track all the time and that I idolized.

And then after that, I got a 2002tii.

John: Then you went to Stanford—what did you study?

Randy: I didn’t know what I wanted to do when I went there. I was German, I learned the German language, and I liked fiddling with cars; hands-on type stuff.

So that steered me towards an engineering track, not really computers as much as mechanical engineering. I wound up getting a summer internship with Audi and then with BMW, and then I started working for BMW straight out of school over here. They actually had an office in the Bay Area, scouting technology to put into their cars, and they needed a mechanical engineering person to integrate all that into the car. This was 2000-2001 when a lot of tech was flooding into cars; it was kind of a mess and we were trying to navigate that. Then I worked on the technology side for a couple of years and moved into the field, where I started educating dealers on new products and how to troubleshoot them. I was always product-focused at BMW. I loved that era of 2000 to 2010 BMWs and it was an amazing time to be at that company.

John: So how did Bring a Trailer get started?

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Randy: Well, back then, I would go home, eat dinner, put my kids to bed, and start looking for cars. And the buddy I would always talk about this with would say, “You’re pulling all this stuff off the Internet and then it just goes nowhere. We ought to write this down so somebody can read it.” So the birth of BaT was something I was doing anyway.

And frankly, I’m still doing that today, for whatever neurotic reason.

John: When did you know that it was something more than just a hobby, writing down the stuff that you were already talking about?

Randy: We turned it on in 2007. Those listings are still on the website, but we went months and months with only a few comments here and there – and if we got one, it was a banner day. The real “light bulb” moment for us was when community members would say, “Hey, you picked up my car on Craigslist and it went crazy. Can I just list it on your site instead, and then you just send it to your list?” My response was, “I don’t know—let’s try it.” So we kind of made it up and came up with this hokey handshake deal that said, “Hey, if I list it, and it sells, why don’t you send me a SPRING 2021

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done it a year earlier, but I was making sure everything was covered for the family, the house, and whatever else.

But then we decided to go all in on it; in October 2010, both Gentry and I quit our day jobs and said, “We’re doing BaT. Let’s go.”

John: How long did it take you to do your own auctions?

Randy: Auctions launched in 2014 and we ran that full time with fixed-price listings, and then we took in advertising and a few other revenue streams that we sort of cobbled together. At first, we relied on BaT Exclusives. We tweaked

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you’ve got your Healey 100-6. you think it’s worth $80,000, but I don’t think it’s worth $80,000.” So we’d agree on $57,500 and there would be 47 emails in the morning saying, “I want the car.” But then the seller would come to us ask us what to do – it was a nightmare experience for them. Sometimes we would miss high, with a listing for say, $75,000, and then the seller would ask, “What do I do? Do I drop the price?”

In the meantime, I’d been going to the auctions in Monterey and saw people get excited about bidding and getting to a fair price. With no reserve, it’s the

We lived exactly halfway between Laguna Seca and Sears Point, which was the perfect spot to get exposure to both SCCA and vintage racing. We loved that environment.”

hundred bucks?” And the community said, “Deal!”

Pretty soon, my wife was calling me and saying, “Randy, people are sending you checks in the mail – what’s going on?” So my buddy Gentry (Underwood), whom I started it with, and I asked ourselves if we could build some sort of online classified site where we could feature these cars.

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the University of California at Berkeley, and people would ask me, “What’s the most important thing you learned at Haas?” And I would respond, “The most important thing I learned was to be inspired and to follow in the footsteps of these speakers that they brought in.” I also learned that busting out and doing something on your own is not at all in my nature because I am pretty conservative. I wanted to stay with BMW for

the rest of my life. But doing something crazy was what led all these business leaders to success.

At the time, my buddy was whispering in my ear, “Don’t bother with biz school.

We should start a business together.” But my preference at the time was to stay within the corporate environment and fill up my 401K, etc. Then all these people started listing cars on BaT and I thought, “Let’s take a risk and see what happens.”

So by 2010, another year-and-a-half after I was done with Haas, we were listing all these cars. We called them BaT Exclusives. At that point we knew it was time to take the plunge.

John: Were you making enough money to survive, or was your wife going to shoot you?

Randy: Thankfully, I was done with the degree program and BMW was a good living. But, as you know, California’s expensive. BaT was not quite replacing the corporate salary, but there was a line of sight so it could get there if I could put some time into it. For a while I did them both side-by-side. I probably could have CLASSICS

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that model; we kind of grew it up a little bit. We started doing a couple of those a day. We started to do hundreds of those, so that was cool. And we still had a pretty elementary model; there were no percentages or anything. I think we went to $250 instead of $100 bucks, but it was still on a sort of handshake basis and pretty low-key, doing things on PayPal on the side. It wasn’t a finely tuned machine, by any means.

We drove a lot of traffic because there started to be a big audience—from 2010 to 2012, it grew like a hockey stick.

People were all over us for cars because there was nothing else; nobody was really doing this in the car space really, anywhere. That was totally new for people. And we were really leaning into that with fresh stuff every single day that brought people to the site.

John: How long did it take and what was the impetus for going to auctions?

Randy: It started with leaning on sellers to have fairer prices on their cars, which nobody did then. It went like this: “Okay, WWW.THECHASEMAGAZINE.COM

most efficient way to set a price; start at a dollar and see where it goes. Well, with a typical car auction there are 100 people in the tent – but what if there were 200,000 people in the tent? The more people who are there ready to spend their money, the better it’s going to go for the seller. So the Internet is a brilliant complement to auctions.

We wanted to solve that whole pricing pressure issue. It was becoming easier for us to get the good cars, but setting the price was the biggest hassle – and, frankly, the biggest user experience challenge. So we had to solve that, and the best way to solve that was to create an auction that would eliminate all the bad parts of auctions, if we could. So that’s what we set up.

John: When did you realize that you’d essentially killed eBay Motors?

Randy: I don’t know if we’ve killed them... the shocking thing is they’re pretty much the same as they’ve been for a long time, but I think the momentum was fading for them even before

we showed up. Look, they were the place to find so many good cars for a really long time. All those early BaT stories, I had to fight to make those not all be off eBay because it was the low-hanging fruit. I always made sure that we were looking at dealers, and UK sites and all the other stuff that’s buried because eBay was almost too easy.

Curation is the key to any auction.

When you just throw open the gates, you get a lot of junk that’s not great. I think they were diverging away from enthusiast audiences as early as 2008 or 2009, and that’s too bad. But I’m glad that we were able to do it a different way.

John: But aren’t you now potentially in the same position? There are now multiple sites on the Internet—and you’ve basically created an entire industry of online auctions. How does that make you feel?

Randy: Elevating the ability to transact is something that needed to happen in the marketplace. So that’s why we instituted the transparency, the depth of the listings, and the storytelling. Has that changed the whole industry? I don’t know, but it certainly spawned other copycats. I’m just really pleased in that the general transparency, thoroughness, and storytelling have all been elevated, and that’s my favorite part.

John: You have these fantastic commenters and the community is well-informed.

And then occasionally you get the crackpot who thinks he knows more than everybody else. Have you ever thought about policing it? Does it worry you?

Randy: We’ve policed it for over five million comments. You can police it strictly and not let anybody in the door and then you kind of have a dead environment. We now have all these systems in place in the backend, watching who people are, their accounts, and tracking everything.

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Randy Nonnenberg with his father Alan, spending some seat time together on the Going to the Sun Vintage Car Rally in Montana.

thing you start saying is abusive, idiotic, or condescending, your microphone gets turned off and we have a discussion with you about that’s not how it’s done here. Then you get another chance and if you blow it again, you don’t get to come back. It’s a lot of work to monitor that closely.

There are some comments that are on the verge. For example, there could be a nice car on the site selling right now and somebody says something dumb or funny or that is just factually wrong.

The community that we’ve wanted to foster is that when somebody is wrong, you try to correct them and create an attitude of willingness to be corrected.

A lot of times people will say, “Oh, okay, thanks, that’s interesting.” Maybe they learned something. If it’s very restrictive, it’s not egalitarian enough to be a meaningful conversation. It’s really hard to do that and we’ve slowed our growth by paying so much attention to that over time.

John: So what are the big challenges you face now?

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Randy: The biggest one is just scaling.

The cars on BaT are super special, but there’s a line around the block of people who want to use BaT now as a result of all the publicity and all the growth. And then you get huge results that happen, and it just feeds off itself. It’s like an operational challenge because you want to have that specialness for every single listing, but you have to move these things through because there’s a lot of people who want to use this service.

I hate the thought of having to turn people away, so we’re trying to build out. We’ve built up our team, but there’s something like 370 cars on the site today. It’s bananas, it’s totally crazy, but we have that every week and so we’ve now got this drum beat of operations on the production side.

The other challenge when you get to that sort of size is maintaining specialness at scale, something most businesses don’t do. If we went to twice as many cars as we have now, how do we make sure that you see that one special car that you, John, want to see? How do we

surface that? How do we build in that experience and make it still feel welcoming and communal and really cool, while also being able to have a lot more vehicles? It’s a tricky challenge. We have some cool stuff coming, and that’s going to help with it.

John: So what’s the purpose of the podcast? Is it just pure entertainment? Is it trying to make it more media oriented where BaT is a bigger brand than just auctions? What’s the thinking there?

Randy: It’s sort of fun, a little bit of a time machine. We’ll have guests and other cohorts later, but these first few have been Howard (Swig) and me, and that was BaT in 2014, when we turned on auctions. You and I could build an auction website and turn it on, but that BaT community is what sets us apart.

Anything we can do to double down on that differentiation is really cool. Howard just interviewed the 29-year-old guy who’s running the Indianapolis Motor Speedway Museum. He’s a fascinating guy. We’re going to talk about people who have won Commenter of the Year, CLASSICS

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people who have sold a car, people who are influential in the car universe, and not the same car people “dog and pony” show that you see everywhere.

John: What was behind the decision to sell to Hearst? And what was the trepidation, I guess, that you had to weigh when making that decision?

Randy: The Hearst deal was June of last year, but honestly, as soon as we had a viable set of sales start to take place, we could do our balance sheet on the back of a napkin. Think about it; the fees are very transparent, and with the number of cars on the site, you can get a pencil and go tally all the cars that sold last week and you can kind of figure out what our revenue was. And as soon as you have a viable marketplace that is transacting very visibly, like ours was, the phone starts ringing. In 2016, the phone started ringing with every banker under the sun. And frankly, there were also a lot of people from the BaT community, where there are some wellheeled folks who are wise. The reason they own a lot of Ferraris is because they’re good at investing and identifying companies.

We were a couple of guys doing this totally on our own, building a little team. And we, thankfully, held that off for a long time. Amazingly, there were zero competitors through all those years. We were just planning to run this thing for a while. It’s my passion project, I didn’t want to leave—I still don’t want to leave. So we weren’t looking for an out, but we talked about Hearst early on. The Road & Track and Car and Driver guys are cool and in the car universe, so I like taking calls from them and talking to them.

Then there was the question about our growth—2019 became one of the first years where it was like, oh man, the volume was going up and with the tech required to service it, there started to be some challenges where WWW.THECHASEMAGAZINE.COM

we thought, this isn’t fun anymore. It wasn’t the picking cars and writing about cars and riffing with Howard about it. It was servers and ops and vendors and all the things that we had to do to actually start supplementing the operation in a meaningful way.

So while there were a lot of different people we could have teamed up with to do that, the coolest thing about Hearst is the infrastructure capability and tech chops that they have. There were a lot of people who came to us and said, “I’ll give you a pile of money and you just fix it yourself.” That would have meant that I would have had to go build a big tech team and I didn’t want

to do that. So Hearst was a very good fit because they have a ton of capability and they can solve a lot of problems like that for us.

The silver bullet was their audience reach through all of their magazines and online, which is staggering. All the stuff they have in terms of audience is amazing. So steering all of that and focusing that on the BaT marketplace through a bunch of their other brands is just taking root now, seven months in, and it’s going to start to get really interesting because there will be a lot of visibility. You list your car on BaT and there’ll be a lot of visibility through multiple channels.

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RESURRECTION DAY A Ford GT40 Mk IV Returns to Form words by John Nikas

A trio of GT40s at the 24 Hours of Le Mans in 1964, where none would finish. (Ford Motor Company image)

Grudge Match

A telegram containing news that the potential union between Ford and Ferrari was no longer under discussion. The aftermath of those failed discussions became the stuff of motorsports legend. (Ford Motor Company image)

Among the honored denizens in the pantheon of American racing icons, none have achieved the Ford GT40’s record of international motorsports success or threatened the vaunted position that it still holds in the hearts and minds of enthusiasts around the world. Born from the animus arising from the Dearborn-based conglomerate’s unsuccessful bid to gain a controlling interest in Ferrari during the first half of 1963, the GT40 was Henry Ford II’s revenge on his counterpart in Modena, whom he thought had leveraged his firm’s interest to strike a better deal with another suitor.

Intent on beating il Commendatore at his own game, Hank the Deuce directed his subordinates to “go to Le Mans and beat his ass,” which launched the program that spawned the GT40.

Possessing scant internal racing experience, Ford turned to Roy Lunn, a British expatriate who had been involved with Aston Martin’s team at Le Mans in 1949. Within a matter of weeks, Lunn had prepared an action plan “to create a high performance, two-seater prototype” that could win at the Circuit de la Sarthe. With no time available to build something from scratch, Lunn went to England and met with Lola Cars’ Eric Broadley, who agreed to sell him two examples of the new Mk6 GT to use as the foundation for Ford’s new racecar.

With John Wyer, Aston Martin’s former racing team boss, hired to supervise the entire effort at Slough in the United Kingdom, things looked promising, but troubles soon appeared once the GT40 reached the track.

Although the vehicle could reach 200 mph, it was dramatically unstable at 170 mph, while reliability issues prevented it from finishing the first three races it had entered, including Le Mans. Discord between the Americans and the British saw the operation move to Kar Kraft in Dearborn, Michigan, while Carroll Shelby was brought in to lead the competition effort from his shop in Southern California.

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In its first appearance in France, the J-Car (named after the FIA rules) set the fastest times at the Le Mans trials in April 1966.”

Mission Accomplished

Ken Miles and Lloyd Ruby were at the wheel for the GT40’s first victory at Daytona in 1965. (Ford Motor Company image)

Renderings of the original J-Car concept, with rear “bread van” bodywork and large scoops behind the doors. (Ford Motor Company image)

Back in October 1965, not long before work had begun on transforming the original model into Mk II specification, Ford approved the development of a variant with greater domestic content, rather than the Anglo-American hybrid that Ford Advanced Vehicles had built at Slough. As Ford’s unofficial specialty fabricator, Kar Kraft was directed to make the desired revisions. It retained the Brunswick Aircraft Corporation to fabricate an innovative honeycomb aluminum racing tub, which would provide impressive strength and rigidity despite its modest weight, while

Recruiting the erstwhile chicken farmer worked wonders, as did a switch to the 7.0-liter engine that was used in the Cobra. Now in Mk II form, Ken Miles secured the GT40’s first win at Daytona in 1965, but the results from its second outing at Le Mans were disappointing, with all five examples failing to finish.

As we all know, however, Ford’s fortunes eventually turned, with a podium sweep the following year at Le Mans and further victories at the fabled race in 1967, 1968, and 1969.

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aerodynamic enhancements promised to yield even more speed.

Forced to comply with the FIA’s recently enacted ‘Appendix J’ regulations, the cockpit’s dimensions were tight, resulting from the need to use a narrower windscreen, although it improved the aerodynamics, an important factor to increase top speeds down the Mulsanne Straight. In its first appearance in France, the J-Car (named after the FIA rules) set the fastest times at the Le Mans trials in April 1966. This set the stage for another Le Mans win the folSPRING 2021

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seriously damaged, ending its racing career on ignominious terms.

Better Than New

The J-Car during aerodynamic testing in the wind tunnel. (Ford Motor Company image)

lowing year with Dan Gurney and A.J. Foyt, after the J-Car was renamed the Mk IV after additional body modifications were implemented.

Ford eventually constructed 12 chassis to Mk IV specification, the initial quartet completed with the earlier bodywork, with the next tranche of four built with the revised, definitive Mk IV bodies. Two of the first four were destroyed during testing, while the second group all competed at Le Mans and other races during the 1967 season. Four additional chassis were under construction when the FIA announced rule changes for 1968 that limited engine displacement to five liters for 1968, rendering them surplus to needs.

Open for Business Two of the final four chassis that were built would remain unfinished until the 1980s, but the remaining pair (J-9 and J-10) and a host of spare parts were sold for $1 in February 1969 to Charles Agapiou, who intended to complete them for competition in the Can-Am series. A British expatriate of Greek heritage, Agapiou had worked as a mechanic with Ken Miles and later served as a crew chief on Shelby American’s Cobra and GT40 racing teams.

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With his brother Kerry, Agapiou had recently formed a private racing team for the Can-Am and needed the two chassis to build his cars. The completed vehicles, renamed G7-As, possessed larger fuel tanks, adjustable rear wings, and special aluminum three-valve Ford V8 engines.

But what really set them apart from their Le Mans-winning siblings were their open bodies, which looked right at home with the rest of the Can-Am grid.

As matters transpired, J-10 carried the Agapiou flag into competition, with J-9 used mainly for testing.

Despite a roster of drivers that would put most teams to shame, including such illustrious names such as Peter Revson, Vic Elford, George Follmer, Jack Brabham, Lee Roy Yarbrough and David Hobbs, J-10 was snakebit, recording just a single finish in 10 races across the 1969 and 1970 seasons. Despite all the talent that Agapiou had hired to drive J-10, a relative unknown named John Cannon was the only one to run until the checkered flag dropped in a race, recording an impressive second overall at the Fuji 200 in November 1969. Unfortunately, Cannon was also at the wheel the following year in Riverside, when the vehicle was

After Cannon’s accident, J-10 was sent to the United Kingdom for repairs at John Thompson’s TC Prototypes, where the tub from the bulkhead forward was restored to repair the damage from the shunt. After two decades with the Agapious, J-10 was sold to Martin Yacoobian, a real estate developer from Los Angeles. An enthusiastic owner, he commissioned a complete restoration of the vehicle to return it to GT40 Mk IV standards, but the work remained incomplete when the project passed into the care of Peter Portante, who saw the work through to the end.

With help from Ken Thompson, a panel beater who had worked on GT40s with Holman-Moody, a new body was fabricated, which was finished in the livery worn by the Le Mans winner in 1967. In addition to a complete restoration of suspension, a correct engine was fitted and paired with a Kar Kraft T-44 transaxle. Returning the J-Car back to GT40 specifications was a labor of love for Portante, one that was rewarded when it appeared to a warm reception at the Amelia Island Concours d’Elegance in 2018. While never as successful as some of its siblings, J-10 did its best under arduous conditions against stiff competition. Somewhere, Hank the Deuce, Roy Lunn, John Wyer, and Carroll Shelby are smiling.

Following its life in Can-Am competition, J-10 was painstakingly restored to GT40 Mk IV specifications, looking resplendent in the livery that was made famous at the 24 Hours of Le Mans in 1967 with Dan Gurney and A.J. Foyt at the wheel.

Looking similar to the Lola T70s, with which it shared common roots, the J-10 in G7-A form might have been a contender but for frightening unreliability. (Pete Lyons image)

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AMELIA ISLAND

2020

Last under the wire, first out of the gate.

JUST THINK HOW OFTEN going forward we will use the cliché, “If hindsight were 20/20...” and it will take on a double meaning? The year 2020 will be “one for the record books,” and for most of us, “best seen in the rearview mirror.” Ok, enough cliches! To Bill Warner, chairman and founder of the Amelia Island Concours d’Elegance, 2020 has perhaps more significance than most. The Concours, traditionally held the second weekend in March at the Ritz-Carlton resort, celebrated its 25th anniversary in 2020. words by Bill Rothermel

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Last year, the Players Championship was scheduled for the second weekend, necessitating the concours’ move to the first weekend. For Warner, it proved a blessing as the Amelia Island Concours took place; essentially the last major “car” event to escape the COVID-19 crisis of 2020. “Had it been the second weekend it would most likely have been cancelled,” says Warner, as COVID-19 warnings caused the postponement of most events moving forward. Warner quips, “God likes car guys better than golfers.”

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prise a first-class weekend—a road tour, new car display along with ride and drives, various auctions from the major players, seminars, autograph sessions, vendors and artists, a Saturday Cars & Coffee, and the all-important golf course venue. There is even the requisite banquet on Saturday night prior to the Sunday concours. Yet, the Amelia Island Concours is somehow different.

The difference is Warner. The affable chairman has a Rolodex (millennials, please Google) unlike any other in the hobby. Bill’s years as a collector, racer, photographer, and journalist put him

at the right place at the right time. He has somehow crossed paths with everyone and anyone important in the racing world, and eventually they appear at Amelia Island. Last year, Roger Penske was the Concours honoree. Says Bill, “I met Roger in 1960 and we have maintained a friendship ever since. My dream was to have him as our honoree, and he was just marvelous.” Laughing, Bill adds, “Roger’s wife asked me how I managed to get him for three days when she says she can’t get him for three hours!”

A great concours features great antique, classic, sports, and race cars and CLASSICS

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Warner uses his connections to get them. He is the kind of guy you want to please and for whom you want to do things when asked. Admittedly, he uses that to his utmost advantage. If you are going to honor Roger Penske, you need the right vehicles in order to properly tell the story of Penske’s unparalleled success in SCCA, NASCAR, IndyCar, Trans Am, and the American LeMans series. And, for 2020, the show field encompassed more than 30 different Penske cars displayed among four different classes—those that Penske raced himself, Team Penske, Team Penske Sunoco, WWW.THECHASEMAGAZINE.COM

and Penske Indy Winners.

Amelia’s judging team reads like a “Who’s Who” in the car hobby—designers, writers, museum directors, auto execs, race car drivers, and marque and history experts. And Warner knows each and every one personally. He introduces them—name, hometown, and a brief bio—all 118 of them, one-by-one, without notes or prompting, at Sunday’s awards ceremony.

Give Warner credit for thinking outside the box, too. He’s had some crazy classes over the years that both entertain and amaze—Yellow Cars, Etceter-

ini, Hunting Cars, Cowboy Cars, Beach Cars, Cars of the Rock Stars, and “What Were They Thinking?” in 2013—a mix of the most bizarre wheeled contraptions EVER to take the road—to name a few.

Warner has amassed a dedicated staff who share his take-charge, can-do attitude. They also manage and coordinate the countless volunteers (over 650 in 2020). Imagine what it takes to choreograph an event of this magnitude?

In both 2017 and 2018, with a two-day notice of a rain-out, Warner’s team managed to shift Sunday’s concours to Saturday. Says Chris Brewer, Amelia’s SPRING 2021

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director of communications, “In 2017, when Bill announced that we’d be moving the show from Sunday to Saturday because of rain, my initial reaction was sheer panic. Fight or flight set in. Minutes later, I was drafting a press release and an email to the more than 600 volunteers. Amazingly, one hour and fifteen minutes later, everyone had been notified and the wheels were in place to begin the monumental task of changing the show from Sunday to Saturday.”

The lobby of the Ritz-Carlton serves as ground zero for the weekend. Automotive celebrities and race car drivers mix with corporate execs, adoring fans, and your average, everyday car hobbyist and collector. A quick stop to say hello to friends or acquaintances (invariably meeting new ones along the way) can easily turn into a half hour (or longer) discussion. Warner is quick to say, “It’s not about the cars, it’s about the people.” And that friendly, approachable attitude sums up the Amelia Island Concours experience.

Since 2005, the Concours has given two Best in Show trophies. This past year, Best in Show Concours d’Elegance was presented to a stunning 1929 Duesenberg J-218 Town Limousine, from the Lehrman Collection of Palm Beach, Florida.

It is credited as the first vehicle to have doors that curved upward into the roofline of the car. The aluminum-bodied car is finished in black and white; the colors are separated by a polished aluminum beltline. The cowl and windshield are cast of one piece. They feature a myriad of compound curves and angles along with vent doors to match those on the hood, which combine to visually lengthen the already massive car.

The car was initially owned by George Whittell, Jr., a bon vivant and heir to a California gold rush and real estate fortune. Whittell, who loved things that went fast, claimed ownership of seven Duesenbergs, the most owned by any individual. In addition to his escapades with women and his ownership of exotic animals, Whittell is best known for 84

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cashing in his $50 million stock portfolio just weeks before the Wall Street crash in 1929.

The 2020 Best in Show Concours de Sport honored Rob Kauffman of Charlotte, North Carolina and his 1973 917/30 CanAm Spyder. Finished in Team Penske Sunoco livery, Kauffman’s 917/30 is a

pristine example of what is considered the most powerful circuit racing car ever produced. The car dominated the CanAm series during the 1973 season and, along with driver Mark Donohue, took six checkered flags in eight races.

Powered by a 5.0-liter twin turbo flat 12, the 917/30 was capable of speeds in excess

image below right by Deremer Studios LLC

Roger Penske

Brooks Stevens’ Scimitar

T

he 1946 Willys Jeep Station Wagon (considered to be the first all-steel car-size station wagon), the 1962-64 Studebaker Hawk GT, the 1963-66 Studebaker Wagonaire, and the neo-classic Excalibur: all are the work of legendary industrial designer Brooks Stevens. Much less familiar to most folks is the Scimitar concept he designed and built for Olin Aluminum to showcase the functional and stylistic use of aluminum in automobiles.

The Scimitar shares its underpinnings with a Chrysler New Yorker, including its 413cid V-8 and TorqueFlite automatic transmission.

Three cars were constructed by Karosseriewerk Reuter in Stuttgart, Germany, including a Town Car Phaeton, Hardtop Convertible, and All-Purpose Sedan (station wagon).

They were first shown at the 1959 Geneva International Motor Show.

Jerry and Cathy Gauche own the Town Car Phaeton, which is believed to be the only sedan built

with a sold roof panel that fully retracts into the trunk. The three-position top can be configured as an enclosed sedan, open convertible, or an open-front town car.

The Scimitar EX All-Purpose Sedan is in the possession of the Petersen Automotive Museum in Los Angeles, California. It debuted the sliding steel roof panel over the cargo compartment which Stevens later used on the Studebaker Wagonaire.

The hardtop convertible with its retractable roof is part of the National Automotive Museum (formerly the Harrah Collection) in Reno, Nevada. According to automotive historian Dr. Paul Sable, the name Scimitar was chosen because the side panels and design conform to the shape of a Turkish Scimitar sword. The unique cars utilized removable aluminum anodized quarter panels as well as anodized and brushed aluminum interior and exterior trim and aluminum grille, bumpers, and wheel discs.

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Nicknamed “The Captain” by one of his early pit crews, Roger Penske was noted for his calm demeanor regardless of what was happening on the chaotic and fast-paced racetrack. Today, Team Penske is credited with a record 18 Indianapolis 500 wins, three Trans Am championships, a successful NASCAR team, and wins in both the 24 Hours of Daytona and 12 Hours of Sebring. In all, his drivers are credited with more than 500 wins, 591 pole positions, and 34 championships.

Penske won his first championship in SCCA D Modified in 1961 racing a Maserati T61 and Cooper Monaco. Sports Car Illustrated named him “Driver of the Year.” He retired from racing with 51 victories in 130 races and 60 top-five finishes.

Today, Penske presides over his namesake Penske Corporation, a multi-billion-dollar enterprise involved in real estate, transportation and, of course, auto racing.

the facts

Amelia Island Concours Founder and Chairman: Bill Warner Staff: 11 employees Volunteers: 650+ in 2020 Number of cars on the Show field: 300 (reduced to 230 for 2021) Donated to charity since inception: $3.75 million Years Old: 25 in 2020 On the Calendar: May 20-23, 2021 www.ameliaconcours.org

The 2020 Best in Show Concours de Sport honored Rob Kauffman of Charlotte, North Carolina and his 1973 917/30 Can-Am Spyder.

of 200 mph, though its top speed was never recorded. The 917/30 set a closed course speed record of 221.16 mph at Talladega in 1975, a record which stands today on the steeply banked Alabama superspeedway. Amelia Island special classes for 2020 included Lozier Automobiles, the Cars of Harley Earl, and a class of mid- and rear-engine Corvette prototypes to celebrate the 2020 launch of Chevrolet’s long-awaited mid-engine Corvette.

Loziers were the luxury elite among automobiles when new. Production began in 1900 and ended in 1915 when the 86

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company declared bankruptcy. Loziers were at one time America’s most expensive automobiles with 1910 prices ranging upwards of $7,750. Seven of these rare automobiles encompassed the Lozier class at Sunday’s concours.

The Cars of Harley Earl showcased the design icon’s role as chief of styling at General Motors. Among 14 vehicles, most significant was an appearance of the LeSabre from the GM Heritage Collection. Considered to be one of the first concept cars, it previewed many design and engineering features later used on production cars.

One rear-engine and nine mid-engine Corvette concept cars offered an amazing retrospective to the introduction of the new C8 mid-engine Corvette introduced for 2020. CERVs I, II, and III, the 1968 Astro II, 1972 Reynolds Aluminum Corvette, 1973 Aerovette, and 1986 Corvette Indy were among those displayed. In a surprise move, Warner accepted delivery of his own 2020 Corvette with the keys given to him by GM Design Chief Michael Simcoe and GM President Mark Reuss, who both served as judges earlier in the day.

In total, more than 300 cars among 37 classes competed for 130 awards preCLASSICS

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sented at Sunday’s awards ceremony.

Automotive Historian Beverly Rae Kimes once said, “Every car has a story.” You’ll see amazing cars, each with its own unique story that you never knew existed both on and off the show field during the Amelia weekend. If you’ve been to the Amelia Island Concours, you’ll be back. If you haven’t yet been there, you owe it to yourself to experience one of the automotive hobby’s greatest events.

The 26th Amelia Island Concours d’Elegance is scheduled for May 20-23, 2021.

For more information and a list of winners, go to www.ameliaconcours.org.

WWW.THECHASEMAGAZINE.COM

Best in Show Concours d’Elegance was presented to a stunning 1929 Duesenberg J-218 Town Limousine from the Lehrman Collection of Palm Beach, Florida.

Start your engine.

Fuel your dreams.

ACROSS THE POND Mike Brewer

Some Good News From the United Kingdom

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£17,000 ($24,000) was needed to take home a lovely 1978 Ford Escort Mk 2.

Amongst the British sports cars was one of my favourites, a beautifully restored Triumph TR5 that fetched £48,840 ($69,000)—a little above its lower estimate—while a 2004 MG ZT that had covered just six miles from new was bought for £12,210 ($17,200). And there were more impressive Rover results, including a lovely 1970 P5B that more than doubled its lower estimate with the buyer paying £45,510 ($64,100). Auctions were firing on all cylinders, if you pardon the pun.

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Key classic car makes by ranking of number of vehicles and average value, 2019

Rank by value

W

hilst spending the past six years diving into the US classic car market, I’ve always kept one eye on what’s happening with the market across the pond. Now that I’ve returned to the UK to continue making my TV shows, I can confirm first-hand that the global pandemic has only increased the market for classic car sales in my motherland and Europe.

I see a couple of reasons for the good news.

First, millions of people in the UK and Europe were told to stay home and that the government would pay 80% of their income. That meant many people turned to their garages to finally finish those projects they started years ago. It’s estimated that, just in the UK, 80% of all classic cars are languishing in garages waiting to be finished.

Second, many of these finished projects made it onto the market, particularly into auctions, where record sales and profits were reported. The UK’s premier auction house, Classic Car Auctions (CCA), had a resounding success with their December 2020 sale, with 88% of “everyman” classics offered finding new owners and a total sales rate of £2.2 million ($3.1 million).* An exciting range of vehicles went under the hammer and there were plenty of highlights from which to choose. The enthusiasm for fast Fords shows no sign of slowing. The most expensive car of the sale was a 1987 Ford Sierra RS500 that fetched a stunning £100,000 ($141,000). A 1993 Ford Escort RS Cosworth made a similarly impressive £65,490 ($92,200), while a mid-estimate

Above: Research indicates that as much as 80% of classic cars are languishing in garages awaiting attention, which certainly drove aftermarket spending during the pandemic.

Auction sales were also robust, as evidenced by this TR5 (known as the TR-250 on our side of the pond) that sold for £48,840 ($69,000).

Below: Report from the Historic Endurance Rallying Organization (HERO) compared volume and value of UK’s approximately three million-unit classic car market (bubbles indicate relative volume x value); results for marques like Ford, Peugeot, and Vauxhall (low value but high volume) were surprising.

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Rank by volume Graph from the HERO-ERA Report *Values at time of publishing.

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Value of classic car fleet by manufacturer, 2019, graph from the HERO-ERA Report The chart from the previous page was based on HERO-ERA’s ranking of classic cars by volume and aggregate value.

Left: The combined value of the top five brands is £3.6 billion (about $5 billion), indicating a robust opportunity for classic cars and their upkeep.

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conducted a lengthy survey to get a snapshot of the UK classic car industry and what it means to the economy (full copy of the report here: https://heroevents.eu/article/impact-of-brexit-on-the-historic-and-classic-motor-vehicles-industry/). The results are frankly mind-blowing. HERO-ERA reckoned that the UK classic car industry generates £18.3 billion ($25 billion) in turnover! That’s just one of the impressive figures contained within the report, which also estimates that the vehicles themselves are worth £12.6 billion ($17.7 billion), with the historic vehicle industry providing some 113,000 jobs and £2.9 billion ($4.1 billion) in tax revenues.

Whilst the economic contribution is clear, the report also took a closer look at classic cars themselves and the results are fascinating. The report estimates that there are 1.6 million classic cars in the UK, with a total value of £8.7 billion ($12.2 billion), and, when broken down by manufacturer, it’s Porsche that tops the list.

Those Porsches are worth £1,177,402,814 ($1.7 billion), followed by Jaguar with a total value of £723,342,788 ($1.02 billion). In terms of models, the total stock of 911s is estimated to be worth £911 million ($1.3 billion), followed by the Jaguar 90

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E-Type at £370 ($521 million), and the Mini at £309 million ($435 million).

All really impressive, and remember that’s just the UK, not our European neighbours. It’s safe to say that things are looking good here over the pond and the classic car market will come out of this pandemic better than when it went in. Classic cars are enduring and are here to stay. I’m so pleased that the likes of Wayne and myself are blessed with working in such a great industry.

Ta La (an old London way of saying goodbye) for now. See you next time from across the pond.

Carini Collection Porsche came out the clear winner in the study, with nearly 45,000 cars on the road, and a total value of £1.2 billion, or around $1.7 billion.

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