THE END OF THE INTERNAL-COMBUSTION TRACK WEAPON: THE PORSCHE CAYMAN
GOING GREEN
Brookline Police Mach-E, Transitioning to Green Power !
MEET CARL HANSON LIFELONG JOURNEY WITH CARS
THE QUARTERLY JOURNAL OF THE LARZ ANDERSON AUTO MUSEUM
THE END IS NEAR • PAGE 8
Porsche’s new all-electric 718 Cayman and Boxster signal the start of phasing out internal-combustion 718 models.
MEET CARL HANSON • PAGE 18
Carl Hanson’s journey from Iowa model cars to restoring a Jaguar XK120 and leading automotive restoration at Larz Anderson Auto Museum.
ASTON MARTIN WORKS • PAGE 21
Restored 1981 Aston Martin V8 Volante at AMW—an unforgettable experience with Aston Martin’s heritage and craftsmanship.
LETTER FROM THE EDITOR
From the Desk of Sheldon Steele, UpShift Executive Editor
As we transition into the fall, I want to take a moment to reflect on what has been— and continues to be—an incredibly exciting season of outdoor activities. Our Lawn Events, Cars and Coffee gatherings, and Drives have all been met with tremendous enthusiasm. It’s been a thrill to see our community of members and friends come together to celebrate the beauty and innovation of vintage and enthusiast car culture.
In this issue, we’re excited to bring you the latest news from the Great Lawn, along with highlights from across New England and beyond. But what I’m most eager to share with you is our Porsche GT4 TapKat Sweepstakes! This is an incredible opportunity to support the museum and its programming, all while standing a chance to win an extraordinary vehicle.
Make sure to check out all the details on page 8. Entering the sweepstakes is quick and easy, and remember—you can’t win if you don’t play. So please, make your donation today and help us continue to deliver the events and experiences you have come to love.
Thank you for your ongoing support, and for reading and enjoying UpShift. We often hear from many of you with words of appreciation and enthusiasm for the magazine and the stories within, and we’re grateful for that. I look forward to seeing you at an upcoming event.
Warm regards,
Sheldon
SHELDON STEELE Executive Editor
UpShift
EXECUTIVE EDITOR
Sheldon Steele
EDITOR-IN-CHIEF
George Kennedy
ART DIRECTOR
Jenn Corriveau
CONTRIBUTORS
George Kennedy
Natalie Harrington
Ryan Phenegar
Jim Travers
Andrew Newton
MaeLynn Hill
COVER PHOTO
Jenn Corriveau
PHOTO CONTRIBUTORS
Ana Malone Oliver
BMW
Carl Hanson
Ethan Pellegrino
George Kennedy
Jenn Corriveau
Nate King
Paul Knutrud
Rob Siegel
Sacrilege Motors
The Wilbraham Hill Climb
UpShift
Quarterly Publication of the Larz Anderson Auto Museum
Larz Anderson Auto Museum
Larz Anderson Park 15 Newton St. Brookline, MA
02445 | larzanderson.org 617-522-6547
Find us on socials!
IG: @larzanderson
FB: @larzandersonautomuseum
Photos: Jenn Corriveau + Ethan Pellegrino
Museum about the
STEP INTO THE HISTORIC CARRIAGE HOUSE, HOME TO “AMERICA’S OLDEST CAR COLLECTION,” AND EMBARK ON AN IMMERSIVE JOURNEY THROUGH THE RICH HISTORY OF AUTOMOTIVE INNOVATION.
The Larz Anderson Auto Museum is located in the lavish and original 1888 carriage house on the grounds of the former Weld Estate, now Larz Anderson Park, in Brookline, Massachusetts. The building was inspired by the Chateau de Chaumont-Sur-Loire in France and designed by Edmund M. Wheelwright, the city architect of Boston. First constructed as a working stable, it later served to house and maintain the Andersons’ growing collection of motorcars.
Larz and Isabel Anderson began their love affair with the automobile before the turn of the century. In 1899, soon after they married, they purchased a new Winton Runabout, a true horseless carriage. From 1899 to 1948, the Andersons purchased at least 32 new motorcars in addition to numerous carriages, thus creating “America’s Oldest Car Collection.”
As each car became obsolete, it would be retired to the Carriage House. By 1927, the Andersons began opening the building to the public for tours of their “ancient” vehicles. When Isabel Anderson passed away in 1948, it was her wish that the motorcar collection be known as the “Larz Anderson Collection,” and that a separate non-profit organization be created to promote the mission of preserving the collection and automotive history. The grounds of Larz Anderson Park include a romantic pond, a picturesque view of the Boston skyline just four miles away, acres of lush open space with walking paths throughout, and an ice skating rink that is open to the public during the winter months. Today, the Carriage House is on the National Register of Historic Places. A landmark within the community and both a cultural and educational hub in the automotive world, it continues to house and preserve the fourteen motorcars that remain in the Larz Anderson Collection.
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near the end
Porsche Cayman, the last true Porsche Experience
Words: Ryan Phenegar Photos: Jenn Corriveau
With the unveiling of the all-electric 718 Cayman and Boxster, the sports car giant Porsche has announced that this is the beginning of the end for internal-combustion-powered 718s. The revised 718, scheduled for a 2025 release, will be the third car in the Porsche lineup to undergo electrification. As rumors fly speculating that the internal combustion variants will end production in mid-2025, let us look back and remember the Porsche Cayman.
With the sales success of the 911, Porsche was looking to hit the ground running at the turn of the century. The Porsche Cayman, unveiled in 2005, was a part of the brand’s eventual revival of the 718 moniker. The 718 name gained notoriety when Porsche entered the original car in the Targa Florio race, winning overall in 1959-60. The 718 lineup of cars (Cayman and Boxster) is reserved for lightweight, mid-engined sports cars, known for outmaneuvering the heavier, more powerful cars on the track. Featuring a lower base price combined with a smaller footprint, 718 models quickly became a sales success, offering a more obtainable and arguably betterdriving Porsche for entry-level enthusiasts.
In 2015, Porsche finally gave their smallest car the chance to outperform its older sibling, the 911, by offering the rawest, lightest, and most powerful variant: the Cayman GT4. Inspired by the 718’s heritage of a nimble and fast sports car, the Cayman GT4 quickly became the choice car for enthusiasts looking for the perfect Porsche. With optional Porsche Motorsports roll cages, fire extinguishers, and bucket seats, the Cayman GT4 could easily be specced as an out-of-the-box, trackready weapon.
In 2020, Porsche refreshed the GT4 by increasing engine displacement from 3.8 liters to 4.0, which bumped power output from 385 to 414 horsepower. In today’s world of high-powered turbocharged cars, 414 may not seem like a huge number. But the powertrain’s lack of turbos leads to the ultimate, pure, driving experience. The 4.0-liter, naturally aspirated motor revs to 8,100 RPM. With peak power delivered at 7,600 RPM, drivers are encouraged to rev out the high-strung flat-six, without the woes of turbo lag and muffled exhaust notes. Paired with the standard six-speed manual transmission, or the optional, lightning-fast automatic (PDK Dual-Clutch), the Cayman GT4 is one of the last, true compact-sized sports cars.
With the end of internal combustion variants merely a year away, now is the time to pick up your own Cayman, before it’s too late.
This year, the Larz Anderson Auto Museum has partnered with McGovern Automotive Group and Tapkat Sweepstakes to offer a chance to win one of the greatest-driving Porsches ever made. Offered with Porsche’s PDK automatic and the GT4 Bucket seats, this 2021 Cayman GT4 is ready for any enthusiasts lucky enough to get the chance to win this car. Enter today by clicking the link to the right.
Words: Ana Malone Oliver
TAKES ON CALABOGIE THE WEEKEND WARRIOR: N
estled deep in Ontario, Canada, you will find one of the most picturesque, charismatic, and challenging racetracks in North America. Allow me to introduce you to Calabogie Motorsports Park, the longest racetrack in Canada, which boasts a 3.13-mile-long road course snaking through the surrounding hills and woodlands. A road course that stays true to the land’s topography creates a track with both high-speed and slow corners and thus, one that is challenging to master. It’s no wonder Calabogie is a favorite amongst track enthusiasts and racers alike, and why I plan on returning next year.
For me, Calabogie has always been a bucket list track, and this year, all the pieces came together to warrant the eight-hour drive into Canada. I do most of my driving with Porsche Club of America, and they hosted the three-day event at Calabogie. The event was an advanced driving weekend, meaning that only advanced solo drivers were invited to attend. This policy meant the amount of time on track was tripled from a “standard” track event. For example, each day, I had the opportunity to drive a minimum of 3.5 hours on track. Additionally, attendees had many opportunities to drive with professional driving coaches each day, which would not only improve lap times at Calabogie but also elevate overall driving skills.
Preparations began at home in the days leading up to the trip. First, I had to track-prep the daily driver. I began by packing a spare set of track tires, because so much track time was promised in three days, I was guaranteed to go through my first set. Second, I needed to pack all the tools required to swap brake pads, because I’d need track pads once I arrived. I decided to drive to Canada on stock pads because my track pads are designed to be driven at high temperatures: I did not want to make a long journey on these pads for safety reasons. To help carry all these extra supplies, I invested in a roof rack and roof basket, and so the weekend warrior was ready to drive to Canada.
Because Calabogie was a brand new track to me, I also had to mentally prepare myself by memorizing the track corner-by-corner, watching numerous online videos and studying track maps. I was intimidated when I first arrived on track, because the method of attacking certain corners was not intuitive or straightforward. Additionally, many of the corners are “blind,” which means you cannot see the apex of the turn, or, in certain areas, you cannot see the open track past the apex. For example, as you are barreling down the track at full throttle, you must trust that there is ample track available to you after the blind corner. It is quite literally blind trust in your driving skills, your race line, and the racetrack.
However, the trip was a marvelous success, to say the least. The moment I started driving on track, the turns just mentally clicked. One turn seamlessly leads into the next. The track is not harsh or choppy. It is smooth and elegant, but it demands perfection in car control. Even what appears to be the simplest of turns requires an advanced driving skill.
For example, turn 6 at Calabogie reminds me of turn 7 at Palmer Motorsports Park because they have similar levels of camber. Once you get the car hooked into the corner’s camber, you can carry a large amount of speed through the turn.
However, at Palmer, at least in my front-wheel-drive car, I do not want to rotate the back end through turn 7 because it will destabilize the front end in such a cambered corner. But, at Calabogie, going through turn 6, I want to rotate the car as much as possible moving through the corner, because it will ensure a faster cornering speed without compromising the stability of the car.
Another unique corner at Calabogie is turn 8, also named “Temptation.” This corner is a double apex turn; however, rather than approaching the turn with a strong brake initially and then carrying maintenance throttle, or even throttle steering, through the turn, “Temptation” requires the driver to apply a gentle
brake upon entry, then transition to trail braking to modulate the speed and rotation of the car until midway between the first and second apexes.
By exercising patience and not jumping to the throttle too early, you can carry a lot of speed and rotation throughout this corner, maximizing the efficiency of the line, the work of the car, and, most importantly, the slip angle of the tires–all of which equates to a quicker lap time.
The only challenge faced in Canada was the fuel conundrum. My GTI has a stage 1 tune and requires 93-octane fuel for engine reliability. However, Canada does not carry 93 octane. After a bit of research, my solution was to use an octane boost additive to bring Canada’s 91 fuel up to the 93 level. This solution worked well for the car without issue.
After the track weekend, I swapped the brake pads back, and the weekend warrior made the long trip back to the United States without complaint. This car continues to prove how versatile, dynamic, and reliable she is. Not only did the GTI drive aggressively on track, but she safely took me to and from Canada, solidifying the title “Weekend Warrior.”
AIR CONDITIONING
Reclaiming the Joy of Vintage Air conditioning: A DIY Enthusiast’s Guide to Extending the Driving Season
in vintage cars
Words: Rob Siegel
ihave a passion for automotive air conditioning that occasionally raises eyebrows here in temperate New England. I’ve found that rejuvenating old a/c systems or retrofitting them from scratch dramatically increases my enjoyment of my cars, as it extends New England’s already-short driving season. Many do-ityourselfers regard air conditioning work as taboo, but part of the joy of a/c work on an old car is that, like other vintage mechanical configurations, their a/c is simple. There’s no climate control, no servo-actuated blend doors, no bazillion little sensors. Instead, it’s just the compressor, the evaporator assembly under the dash, the condenser and fan in the nose, the dryer (a desiccant container), four hoses connecting them, and a few switches and wires. If you have to pay someone to retrofit air into a vintage car, it’ll probably cost about six grand, but doing it yourself is typically under a thousand bucks in parts. Rejuvenating an existing system is easier, and well within the capabilities of many garage wrenchers.
Resting pressure on a hot day should be in the ballpark of the air temperature in °F, but you’re just looking for it to be non-zero.
I think of a/c systems in older cars as falling into five broad categories: Working, nearly working, dead but complete, partially removed, and starting from scratch. If it’s working, you don’t need me. If it’s nearly working, meaning it blew cold last September but it isn’t now, odds are strong that there’s a leak somewhere that’s caused the refrigerant to escape. You need to buy or borrow a manifold gauge set, connect it to the car’s charging fittings, and see if there’s any “resting pressure.” If there is, turn the compressor on with the a/c switch (or, if necessary, hot-wire it to the battery), and see if the reading on the red gauge increases and the blue gauge decreases. If they do, then the system is working and you can probably get it to cool by adding refrigerant. But if there’s no resting pressure, there’s a major leak that must be located and repaired. If you’re lucky, it’s one leaky o-ring or hose. Anything else immediately gets expensive if you have a shop do the repairs.
A word on refrigerant: Cars built before 1992 used R12 (Freon). It was found to damage the Earth’s ozone layer, so it was discontinued and replaced with R134a, which doesn’t cool as well unless other improvements are made. The exception is large American cars, many of which have a/c systems that were so overbuilt when they were new that they still cool acceptably with R134a flowing through their original components. Enthusiast forums are a good place to search for opinions on whether your car is one of them. The subject of R12-to-R134a conversion is a lengthy one, but if you own a pre-1992 car with working a/c, it’s likely already been converted.
If you buy an old car with an a/c system that’s complete but hasn’t been switched on since the Carter administration, the odds of it working are slim due to leakage and component failure. Reviving it usually means replacing every component other than the under-dash evaporator assembly (evaporator core, expansion valve, and blower fan), and using new R134afriendly parts that cool better. If a previous owner removed part of the a/c system and the hoses were left uncapped, any remaining components would be contaminated. If an a/c system isn’t spotless inside, the expansion valve will get clogged. In this case, the evaporator
assembly under the dash needs to be removed and disassembled, the evaporator core needs to be flushed with solvent, and the expansion valve needs to be replaced. Once that’s done, you need to rebuild the rest of the system with new components.
If you’re starting from scratch with a car that never had a/c, it’s more work with more choices. If your particular model was available with factory- or dealer-installed air, you can try to find a system out of a parts car, but as per above, be aware that the only pieces you’ll use are the evaporator assembly and the console; the compressor, condenser, dryer, and hoses are paperweights. But if nothing original exists, you need to go the resto-mod route. Vendors like Vintage Air and Old Air Products specialize in a/c kits and parts for vintage cars. If you own a common vintage American car like a Mustang, you’ll have many choices, but if you’re looking to cool off, say, a 1954 Citroën Traction Avant, you’re on your own. You’ll need to find a bracket that allows a modern rotary-style compressor to be bolted to the engine block, as well as an evaporator assembly that both mounts under the dashboard and has a look and feel that’s in harmony
with the rest of the car’s interior.
A big question with retrofit is whether to use a stand-alone evaporator assembly or a new, modern climate-control box that combines heat and a/c into a single unit. The arguments against the latter are that installation is more invasive, as the car’s old
new condenserhigh-thermal-efficiency and big fan mounted in the nose as part of an a/c
With the compressor engaged, the high-side (red) pressure should go high, and the low-side (blue) should go low.
A
rejuvenation.
heater box needs to be removed, and these units typically don’t offer fresh flow-through cabin air, thus rendering the car’s original vent controls useless. The plus side, though, is that these systems are designed to use R134a and typically have fans that move a LOT more air than the anemic 50-year-old fan in an original evaporator assembly. Folks I know who have installed them love the results, but I’ve never wanted to alter the unique Teutonic feel of my early 1970s BMWs to accommodate one. When I retrofitted the a/c into my 1973 BMW 3.0CSi 25 years ago, I initially thought that I didn’t care what the system looked like as long as it was cold, but with the rising value of the car, I’m glad that I sought out a factory evaporator assembly and the rare-as-hen’s-teeth air-conditioned console that surrounds it.
—Rob
(Rob Siegel has been writing the column The Hack Mechanic™ for BMW CCA Roundel Magazine for almost 40 years, and is the author of eight automotive books, including Just Needs a Recharge: The Hack Mechanic Guide to Vintage Air Conditioning.)
Go forth and be cool!
Originality was the right call for this car.
The under-dash evaporator assembly showing the core, expansion valve, and blower fan.
A custom bracket holding a new compressor to an old BMW block.
The County Seat
The Land Rover Defender County Edition blends nostalgia with sophistication and utility
Words & Photos: George Kennedy
The Land Rover Defender has a long-standing reputation as a go-anywhere vehicle built for the toughest conditions. When reintroduced in 2020, it took a more modern and sophisticated approach. This new direction aims to appeal to a different audience—those who seek a blend of adventure and luxury. Overlanding, the trend of venturing into remote areas with off-road vehicles, has seen a significant rise in popularity. The 2024 Defender is perfectly tailored for this trend, offering the necessary off-road capabilities along with a stylish and robust design that appeals to Overlanding enthusiasts. Whether planning a long expedition or just outfitting your vehicle for weekend adventures, the Defender stands out in both form and function.
The 2024 Land Rover Defender retains its iconic, boxy silhouette while incorporating modern elements that connect it to the rest of the Land Rover family. Its angular headlights and rugged stance give it a commanding presence. Inside, the Defender leans towards durability and practicality, with a layout
similar to a Jeep Wrangler’s or Ford Bronco’s, but with softer, more refined materials.
Available in three body styles—twodoor 90, four-door 110, and extendedwheelbase four-door 130—the Defender offers a variety of configurations. Our test vehicle, the 110 P400, featured the County visual package with striking white wheels and vintage graphics along the sides. This nostalgic design choice aligns perfectly with the Defender’s heritage, but there are plenty of other styling options for modern tastes.
Each Defender body style comes in multiple trims, including S, X-Dynamic SE, X, Carpathian Edition, and Outbound. The S trim is well-equipped with 19inch alloy wheels, power-adjustable and heated front seats, partial leather upholstery, dual-zone automatic climate control, and a panoramic glass roof. Additional luxury features such as premium Windsor leather upholstery, tri-zone climate control, and heated rear seats are available.
The Defender offers a range of powertrains. Starting with the turbocharged four-cylinder engine in the P300, it delivers 296 horsepower and 295 pound-feet of torque. Our P400 test model featured a mildhybrid turbocharged 3.0-liter inline-six engine, producing 395 horsepower and 406 pound-feet of torque. For those seeking even more power, there are two supercharged 5.0-liter V8 engines available. The P500 generates 493 horsepower and 450 pound-feet of torque, while the P525 delivers 518 horsepower and 461 pound-feet of torque. All engines are paired with an eight-speed automatic transmission and full-time active four-wheel drive.
The Defender’s fuel economy is not its strongest suit. The most efficient configuration, the Defender 90 with the mild-hybrid six-cylinder engine, achieves 18 mpg city, 22 highway, and 20 combined. Our Defender 110 P400 averaged 16.3 mpg in mixed driving conditions. The least efficient model, the Defender 110 with the powerful V8, returns just 14 mpg city, 19 highway,
and 16 combined. All engine options require premium fuel, adding to the overall cost of ownership.
The most powerful V8 in the Defender 110 Carpathian Edition propels the SUV from zero to 60 mph in just 5.1 seconds. However, the Defender truly excels at lower speeds with its exceptional off-road capabilities. Models like the Defender X include advanced features such as an adaptive air suspension system and the Terrain Response 2 system, optimizing performance across various terrains. Our P400 test model handled well on highways and
temperature and fan speed adjustments. Depending on the configuration, the Defender can seat between five and eight passengers. The Defender 110 offers a small optional third row suitable for children, while the Defender 130 provides more space with three seats in the third row, although it’s still limited for adult passengers. Cargo capacity varies by model, with the Defender 130 offering the most space, followed by the Defender 110 and the two-door Defender 90. Our test model featured practical hard plastic surfaces in the cargo area, making it easy to clean after carrying gear. This setup underscores the Defender’s blend of luxury and utility.
off-road trails, although there was a slight lurch when starting or stopping due to its off-road-focused gearing.
The L663 Defender strikes an impressive balance between luxury and functionality. The interior features plenty of soft-touch materials alongside practical elements such as grip handles, rubberized floors, and numerous cargo compartments. This makes it versatile for both city driving and off-road adventures. However, the multifunctional climate control dials can be a bit cumbersome, requiring an extra step to switch between
The Defender’s technology setup is straightforward and functional. It includes a 12.3-inch fully digital instrument panel and an 11.4-inch touchscreen. While this screen may seem small compared to the larger displays in some modern vehicles, it fits well with the Defender’s utilitarian persona. Standard tech features include navigation, Apple CarPlay, Android Auto, Bluetooth, satellite radio, HD radio, and a 10-speaker Meridian sound system. This simple-yet-effective layout ensures that the interior remains user-friendly and uncluttered, appealing to those who prefer a more intuitive interface. Safety is a priority for the Defender, which comes with an extensive list of standard driver-assistance features. These include forward collision warning, automatic emergency braking, lanedeparture warning, adaptive cruise control, pedestrian detection, blind-spot monitoring, and rear cross-traffic alert. Additional safety tech includes traffic-
sign recognition, automatic high beams, rainsensing windshield wipers, and a 360-degree parking camera system. However, the lanedeparture warning and lane-keeping assist systems can be overly sensitive, sometimes interfering when driving past certain obstacles. Fortunately, these features can be easily deactivated if they become a nuisance.
The Defender’s fuel economy might not be its strong point, but it offers a compelling package for those seeking a blend of rugged capability and luxury. Starting prices for the 2024 Defender are $56,400 for the two-door 90, $60,600 for the four-door 110, and $69,100 for the extended-wheelbase 130. Our well-equipped Defender 110 S with the P400 powertrain started at $67,900 and included numerous options, bringing the total to $81,103.
The 2024 Land Rover Defender stands as a testament to the brand’s legacy of blending offroad prowess with luxury. While it comes at a premium price and isn’t the most fuel-efficient, its rugged design, advanced tech, and versatile interior make it a top contender for those who value both adventure and refinement in their SUV.
CARL HANSON’S LIFELONG JOURNEY WITH CARS
From the Oldest Jaguar Coupe in America to Full-Circle with Old Fords
Words: George Kennedy
Carl Hanson’s love for cars began in the unlikeliest of places—a small town in Iowa, where the roads were dominated by farm trucks and sedans, and the sight of a sports car was a rare and thrilling event. “When I was 8 years old, back in 1951,” Carl recalls, “I used to build model cars…and I never saw sports cars in the early 1950s.” His fascination was sparked by occasional trips to Sioux City, the nearest big town. “When we would visit, I would see a neat car like an MG,” he says, “and I built a model of a Jaguar XK120 Roadster. The picture on the box—I thought it was the most beautiful thing I’d ever seen.”
That childhood dream stayed with Carl throughout his life. He chased it to Boston, where he attended MIT and earned Master’s and Ph.D. degrees in mechanical engineering. “Engineering was always part of my interest,” Carl explains. But life at MIT was demanding, leaving little time for hobbies. “When I got to college, I had no time for
[cars],” he admits. “MIT is a rugged place to get through.” Yet, Carl’s passion for cars never waned. Before college, he had customized a 1949 Ford during his teenage years, and after his academic journey, he returned to his first love.
After completing a postdoc overseas in Norway, Carl found a new outlet for his automotive passion in the form of a Triumph TR6 that needed restoration. “I had a lot of fun with that car,” he reminisces. “It was a great car to fool around with, easy to work on, and it got me back into the hobby.” But he was still searching for something special—a car that would reignite the spark he felt when he first built that Jaguar model as a child.
His quest led him to a barn in Urbanna, Virginia, where he found a 1951 Jaguar XK120 roadster just like the one he made as a kid. “It was a rust bucket,” Carl admits, “but the seller had another car in the barn—a Fixed-Head Coupe.”
That car, it turns out, was more than just a rusty relic. It was the oldest coupe in the United States, the 11th coupe made, and it became Carl’s labor of love. “I restored it in my garage,” he says proudly. “I took welding lessons at night. It took me 10 years, from 1996 to 2006, and that’s the car we have now.”
Carl’s Jaguar isn’t just a showpiece; it’s a car that gets used. He and his wife have driven it to shows in Stowe, Vermont, and even brought it to Halifax when the Nova Scotia Jaguar Club invited them. “In 2014, Jaguar wanted my XK to display next to their newest F-Type coupe at the Amelia Island Concours,” he shares, “so they flew us down and put us up for that event.” The car is currently part of a museum exhibition, but Carl’s connection to it goes beyond mere ownership, just as his involvement in the automotive world extends well beyond his garage. In the mid-1990s, he became more involved with the Larz Anderson Auto Museum, where he eventually served as a Trustee. His dedication to the museum and the car community has been unwavering, even after stepping down from his board position to spend more time with his wife, who passed away last August. “I’m still very active in trying to bring people to the museum and get more people involved,” he says.
Carl’s passion for cars has come full
circle, from building models as a child to restoring classic vehicles and fostering a community of like-minded enthusiasts. After the Jaguar, he restored a 1949 Ford pickup. His current project? A 1949 Ford tractor that he found in Maine, “well-used, ridden hard, and put away wet,” as Carl describes it. It’s both a nod to his roots and a continuation of his lifelong love affair with machinery. Someday, he plans to haul both the truck and the tractor to a show, a fitting tribute to a lifetime spent under the hood.
In Carl’s eyes, the future of automotive restoration lies in the hands of the next generation. “I wish we could get more people at tech schools, like teenagers, involved in automotive restoration,” he says. It’s a call to action, a way to ensure that the passion that has fueled his life continues to burn brightly in others. After all, as Carl knows all too well, it only takes one spark to ignite a lifelong journey.
Bayerische Motoren Werke AG has never been the first name in two-seater convertibles. Instead, the brand with the beachball logo mostly made its reputation on engaging sports sedans and slick-but-practical coupes. Small roadsters have made their way into the BMW catalog, though, and the first-generation Z4, which replaced the 1996-2002 Z3, helped bring the company into the twenty-first century. Twenty years on, they don’t have a huge following and are stuck in that middle ground where they’re old enough to be outclassed by newer designs but not quite old enough for people to consider them “classics.” It’s when cars are in that middle ground, though, that they make the best buys for value-minded folks.
The Z4 (aka the E85, because BMW people tend to speak in chassis codes) debuted at the Paris Motor Show in 2002. It had the proper profile of a sports car, with a long hood up front and pert Kamm tail at the back, but the odd mix of creases and curves throughout the body made little sense and got mixed reviews in the press. That said, the shape is aging pretty well, at least in this writer’s opinion. Underneath, buyers had a choice of 2.5- or 3.0-liter straight-six engines with BMW’s VANOS variable valve timing. Transmission options for the firstgeneration Z4 were 5- or 6-speed manuals as well as a 5-speed automatic or 6-speed SMG-II auto-manual. All Z4s got multi-link rear suspension which, along with its much stiffer chassis, reportedly made it less skittish in the corners than the semi-trailing-armed Z3. When it was new, the Z4’s main competitors were similarly small import convertibles like the Audi TT, Nissan 350Z, Porsche Boxster, and Honda S2000.
In 2006, the Z4 got its first significant update, with some suspension improvements, upgraded engines, and the introduction of a coupe model (aka the E86). The 2006 model year also saw a new Z4 M model, in both coupe and roadster forms. It was powered by BMW’s brilliant S54 engine, which was shared with the
contemporary M3 and rated at 330 hp and 262 lbft in the Z4 M models. It replaced the original and ran until 2016 before being replaced by the current -generation Z4, which was developed alongside the fifth-generation Toyota Supra as part of BMW’s partnership with the Japanese company.
Future CLASSICS
2003-08
BMW Z4 | THE BAVIARIAN ROADSTER EVOLVES
Words: Andrew Newton | Photo: BMW
BMW built the first-generation Z4 at its South Carolina factory and sold nearly 200,000 examples, including barely 17,000 of the much rarer coupes. Base, non-M Z4s were always more fun cruisers than serious sports cars. Enthusiast buyers and track daygoers shopping for 2000s convertibles typically gravitate toward BMW’s rivals like the Porsche Boxster or Honda S2000, a trend that has boosted the prices of those cars but has kept Z4s cheap. Today, you’d be hard-pressed to spend more than $20K buying a non-M Z4 of any spec, and most decent ones aren’t far into the teens, which seems like a decent value since you could easily spend over $40K on one of these (not adjusted for inflation) when they were new. Z4 M models, meanwhile, are a fair bit harder to find and significantly more expensive. A decent one will cost well into the $30K range and a clean coupe well into the $50K range. Regardless of budget, it’s worth setting aside a few grand for expensive, unexpected fixes (what 20-year-old German car doesn’t have those?), but even after that, there is still plenty of fun and style per dollar here. And it’s hard to imagine these two-seat Bimmers getting any cheaper than they are right now.
ASTON MARTIN How
Words and Photos: Paul Knutrud
BRINGING A V8 VOLANTE HOME AND AN INTERVIEW WITH AMW PRESIDENT, PAUL SPIRES
I purchased a 1981 Aston Martin V8 Volante in the Netherlands that had not been driven in at least 5 years and had it shipped to Aston Martin Works (AMW) for recommissioning and mechanical work to bring it back to life. I timed the shipment to coincide with my visit to AMW and had what one could call the experience of a lifetime.
As a little background, Aston Martin is a storied car brand made famous in part through its association with the James Bond film franchise, alongside a rich and varied racing history including victory at Le Mans. It has seen more than its share of ups and downs, too, with numerous near-bankruptcies and
several changes in ownership over the years. The most famous owner was Sir David Brown, who purchased the company in 1947 for about 20K Pounds sterling. In 1955 he moved the company from its then base near London to the village of Newport Pagnell in Buckinghamshire, which is still home to Aston Martin Works today. Aston Martin Works is the home of the brand’s heritage service department and the place where limited-edition continuation cars such as the DB4 GT Zagato and the DB5 Goldfinger were built. Below is the iconic Aston Martin Works heritage showroom, which started life as an aircraft hangar!
The history of the Aston Martin site at Newport Pagnell starts with the custom coach-building company Salmons & Sons, founded in 1830 to build horse-drawn carriages and then custom car bodies for companies including Rolls-Royce. This building, shown below, still stands today. David Brown brought Aston Martin here to take advantage of that coachbuilding expertise and history.
The site also includes a very modern sales office and a new car showroom where some beautiful new cars are on display.
My contact at AMW was David Nash, a service engineer for the heritage division. He took me out
to a large workshop housing many vintage Aston Martins, with the engine build shop to the side. My car was being driven onto a lift for us to take a closer look. I was very excited to see the car up close with the experts at AMW.
It was here I met up with Paul Spires, president of Aston Martin Works. He didn’t just give me an interview but a full-fledged tour of the facilities. We started outside where he pointed to the quaint house across the street which, it transpired, was not only David Brown’s office but also the global HQ of Aston Martin until the early 2000s. Much of the rest of the original at Newport Pagnell factory was sold off, demolished, and the land used for housing. My interview with Paul has been edited for clarity and length. We talked for almost an hour and then he gave me an eye-opening tour.
Aston Martin Works (AMW) in Newport Pagnell is a unique facility, deeply rooted in the heritage of the brand. As Paul Spires explains, “We are a one-stop shop for everything Aston Martin.” From sourcing parts for classic models like the DB5 to purchasing a new Valkyrie, AMW handles every aspect in-house, including trim, engines, chassis, bodywork, and paint. This level of integration is rare in the industry.
Many customers bring their cars to AMW not just for service, but to reconnect with the brand’s history. “Many come here to bring their cars back ‘home,’” says Spires. AMW’s ability to restore cars using original patterns and jigs, like the bronze jig from the 1980s for a Volante, ensures that restorations are true to the original. “This is the only place you can come where you can get the car restored to be correct,” he emphasizes.
The connection to history is central to AMW’s appeal. “It’s almost a date stamp in time,” Spires reflects, highlighting the significance of preserving a car’s provenance when it returns to Newport Pagnell. This heritage isn’t just in the cars; it’s in the people. AMW is training 12 apprentices across various departments, ensuring that the skills and craftsmanship that define the brand are passed on to the next generation.
Aston Martin’s cultural impact, particularly through its association with James Bond, is another key aspect of AMW’s legacy. “When you think about Aston Martin, lots of people either think about James Bond,” Spires notes, with the DB5 Goldfinger Continuation car being a recent project that honors this legacy.
However, AMW is not a museum. “This is a proper living, breathing operation,” Spires insists. Everything at AMW is authentic, with the site itself predating the internal combustion engine, originally manufacturing horse-drawn carriages in the 1850s. The ties to the local community are deep, with many locals having generational connections to the company. “We are a massively integral part of the local community,” Spires adds.
David Brown’s decision to move Aston Martin to Newport Pagnell was both bold and visionary. Spires recalls, “It was a hotbed of artisan design skills that he wanted to incorporate into the Aston Martin business to build the finest sports cars in the world.” Brown’s investment led to the creation of some of the most iconic cars of the 1960s, solidifying Aston Martin’s legacy in the automotive world.
After our chat, Paul then gave me a great tour of the shop. We saw the huge bay of the modern service shop. In the back corner was a Valkyrie. Wow! The trim shop was right at the side there, too, where they make all of the interiors for historic restorations and repairs including, of course, the Connolly leather hides for the seats and panels. A full paint shop had several bays for prep, final paint, and baking. Finally, we came to the large workshop where
the Continuation cars were built. Paul explained that this is where they made the DB5 Goldfinger cars and could do any kind of restoration or service work on vintage cars. The heritage shop splits pretty cleanly at the last cars that were built in Newport Pagnell and the last hand-built Aston Martin, the Vanquish, with the last car being built in around 2000.
Paul showed that bare sheet metal was crafted into body panels by hand with the English Wheel and fitted to the DB5/6 buck you see here in green, to the body taking shape on the right-hand side of the image. They used the same buck for the DB5 and DB6, just adding a center section for the DB6.
Tony, the engine builder, was working away in his shop rebuilding a DB in-line six with a keen attention to detail. Each cylinder head is etched with the Aston Martin Works logo.
We then got to see a DB5 Goldfinger Continuation car up close being prepped for a customer. This one had all the gadgets, including the removable passenger roof panel, and all the switches that work. Paul explained that they had to re-engineer all of the gadgets because the movie car was not designed for longevity and these gadgets had to work every time perfectly. The oil slick from the film is replaced by a water jet, for obvious reasons, and the ejector seat does not dispose of the passenger!
Likewise, there are no real bullets in the front-mounted machine guns but everything else works, including the smoke screen.
Finally, we got back to my car which was waiting for its photo op with the Author, David Nash, and Paul Spires. Thank you, Paul, and your outstanding team for allowing me to see the inner workings of Aston Martin Works. Now I eagerly await the arrival of my car back in the States so I can bring it to the next Cars and Coffee and British Car Day at the Larz Anderson Museum.
green GOING
Electrification in Modern Day Policing
many of you are familiar with a variety of electric car manufacturers.
Words: Ryan Phenegar | Photos: Jenn Corriveau by now,
With brands like Audi and Porsche announcing the electrification of their fleets in the coming years, it seems to some that a full transition to all-electric power is inevitable, but is it?
The Ford Motor Company jumped on the electrification wave early, unveiling their all-electric Mustang Mach-E in 2019. The Mach-E was met with a fair share of both praise and controversy when first introduced to the public, with some upset about the new application of the Mustang name while others praised its sleek looks, comfort, and practicality. In an industry primarily dominated by Ford since the introduction of the Crown Victoria Police Interceptor, it was a no-brainer for Brookline Police to reach out to its long-time procurer of Police Interceptors, Colonial Ford.
Starting with the 2020 model year, the town of Brookline began the transition away from internal combustionpowered cruisers, changing its fleet to hybrid Ford Explorers. The transition to hybrid powertrains sparked the department’s conversation about electrifying its fleet. This year, Brookline Police Department’s Community Service division began the testing, ordering three new Ford MachEs to be a part of their fleet. One of these is driven by Sgt. Robert Disario.
Upon initial impressions, Sgt. Disario was impressed with the range of the Mach-E. Driving this cruiser daily, Sgt. Disario often sees ranges of between 200-300 miles per charge. The town of Brookline currently has four EV charging spaces at the police station to ensure that their electric fleet is charged at all times. Since the cruisers can be charged while the officers are not on shift, the Mach-Es are always ready at a moment’s notice.
When comparing the Mach-E to the department’s predecessor, the Ford Explorer, Sgt. Disario noted that the first major change was the weight and acceleration.
“I can feel how much heavier it is just by driving it…like if you’re responding to a call and you take a corner fast. With the weight of the Mach-E, compared to the lightness of the Explorer, you have to take the corner differently than you would in this… If I’m responding to a call and I get on the gas, you feel it right away. There’s no delay”.
As a part of the department’s Community Service Division, the Mach-E has been getting a lot of exposure across town. Sgt. Disario reports that community and department impressions have been generally positive, with many folks impressed by the car’s sleek looks, fast acceleration, and advanced infotainment technology. “People like the way they look; everyone says they look cool. Everybody wants to take it for a test spin. People love the fact that it’s electric. It’s an engagement piece, and it’s just one little thing that allows us in the community service division to engage. It allows me to talk to somebody that I wouldn’t normally speak to, and it’s because we’re both interested in cars or we’re both interested in electric cars,” says Sgt. Disario.
The Brookline Police Department currently does not have plans to replace the hybrid Explorers used on patrol with a full complement of Mach-Es, but the pilot program shows promise that the town of Brookline may have an all-electric future in the coming years.
MEETS THE FUTURE VINTAGE
This
Electric Porsche 911 is a Sacrilege
To a certain segment of the Porsche faithful, the only vehicles worthy of the name are uncompromising sports cars built in a two-door, coupe layout, ideally rear engined and air cooled. To suggest anything else would be a Sacrilege.
That’s exactly what longtime Porsche enthusiast and ’93 Porsche Turbo owner Phil Wagenheim thought too, at least until one fine day when he decided to go for a ride and the Turbo wouldn’t start. Not a man to take this sort of thing sitting down, Wagenheim immediately called Bobby Singh, a noted Porsche specialist in the greater NY metro area.
“Let’s build an electric Porsche,” he said, weary of the ongoing maintenance and reliability issues associated with a 20-something-year-old sports car. Seven months later, they had one, and Sacrilege Motors was born.
Based in Lakeville, CT, close to the Lime Rock racing circuit in a building once used by the Skip Barber Racing Team, Sacrilege Motors was founded with the vision of serving owners like Wagenheim who want the performance and style of a vintage Porsche, but with modern creature comforts and the reliability of a new, electric powertrain.
The process begins with sourcing a suitable donor car, meaning a wide-body 911 built between the 1974 and 1994 model years. Sacrilege sources only clean examples with no rust or body damage, but ideally with mechanical issues requiring major work, because who cares? The powertrain is then removed, and the transformation begins.
Their first project started as a 1992 America Roadster, a limited production model built for just two model years. Just 250 examples were built, all with 911 Turbo bodywork but a normally aspirated engine. In place of the original engine, the Roadster is now motivated by a powertrain from Australian supplier Fellten, a company specializing in high-end electric motors and systems for vintage and collector vehicles.
To say that the result is increased performance is an understatement at best. With 500 horsepower and 500 Nm (368 ft-lbs) of torque on tap, acceleration is impressive, with immediate response and seamless power that pulls effortlessly from a standstill to thoroughly antisocial speeds. Acceleration from 0-60 mph takes less than four seconds, and the range is about 200 miles.
Other modifications include 3-way adjustable Penske Racing shocks in the rear, and 2-way inverted shocks in front, along
Words: Jim Travers | Photos: Jim Travers & Sacrilege Motors
with Brembo 6-piston disc brakes. Custom Fikse wheels wear Michelin Pilot Sport PS2 performance tires, measuring 235/40ZR-18 in front and 295/35ZR-18 in back.
The interior also gets a makeover, combining an original appearance with numerous upgrades. The cabin is lined in hand-stitched Italian leather, built to the owner’s needs and tastes. Round vintage look instruments further the period look while monitoring the electric drivetrain. Discrete modern touches include Bluetooth audio and a center-mounted MagSafe phone charger.
Perhaps most impressive is that with all the modifications necessary to accommodate the electric powertrain and other upgrades, the Sacrilege Roadster weighs some 200 pounds less than it did before the transformation. And in the interest of keeping those Porsche faithful happy, Sacrilege assures us that no part of the conversion involves cutting or drilling, and everything could be put back to stock if desired. But at $850,000 apiece and offering big gains in reliability and performance, odds are most owners will like the Sacrilege just as it is.
& Crustaceans CARS, COMMUNITY
Words and Photos: Chris Teague
INSIDE THE NEMPA AWARDS AND RAGTOP RAMBLE TRADITION
There are several automotive media associations across the country, but only one conducts rigorous winter testing of the vehicles in its fleet. Each year in February, the New England Motor Press Association (NEMPA) gathers to put new vehicles of all types through their paces on the rough, cold, and often snowy streets of Massachusetts. Members recently revealed this year’s category winners at the annual awards dinner, which is always followed the next day by the Ragtop Ramble, a halfday drive from the Larz Anderson Automotive Museum to the beautiful coast of Kennebunk, Maine.
The NEMPA annual awards dinner is an opportunity for industry professionals, including journalists and their public relations colleagues, to meet and share a meal while discussing the top-rated makes and models from winter testing. Some of the winners in the 2024 winter testing evaluations include:
• 2024 Subaru Outback: 2024 NEMPA Winter Car of New England
• 2024 Jeep Grand Wagoneer: Best Premium Full-Size SUV
• 2024 Ford F-150 Raptor: Winter Truck of New England
• 2024 Toyota Grand Highlander: Winter SUV of New England
• 2024 Kia EV6: NEMPA EV of the Year
Of course, the automotive industry is just as much about the people as it is about the cars, which is why NEMPA also honors the industry professionals who make their jobs possible. This year, Hyundai’s Michelle Tinson won NEMPA’s “Camel’s Back Award,” which honors the communications professional who went the extra mile to help the Association and its members succeed.
While the awards are exciting, the real party kicks off the next day during the annual Ragtop Ramble. Starting at the Larz Anderson Automotive Museum, NEMPA members, and colleagues have the opportunity to pilot new models from across the auto industry, including some that rarely make the trip to the northeast. The fleet included a Chevrolet Corvette E-Ray, a Rolls-Royce Spectre, a Nissan Z Nismo,
and more.
Early arrivals were welcome to tour the museum, which houses America’s Oldest Car Collection. Current exhibit in addition to the Permanent collection include Revolutionizing the Road: Post World War II Car Design in Europe and America. E Two NEMPA members have deep involvement with the Museum: Natalie Harrington is a Trustee, and George Kennedy is the Editor-in-Chief of UpShift Magazine.
Leaving the Museum, attendees hit the highway for a cruise north, with stops at rest areas along the way for vehicle swaps and driver changes. Most NEMPA members teamed with communications and other industry professionals, and everyone got to experience the latest models.
The drive from Brookline, MA, into Maine isn’t the most challenging day at work, but members needed to be fed before the long highway cruise. Charlestown, MA’s The Bacon Truck provided breakfast with hearty sandwiches, coffee, and sides. After a leisurely drive up the coast, members arrived at The Colony Hotel in Kennebunk, ME, where rounds of lawn games and activities preceded a lobster lunch.
If there were ever any doubts about New Englanders’ love of lobster, the Colony Hotel lunch put them to rest. NEMPA members can consume a shocking amount of shellfish, though their industry colleagues can do plenty of damage on their own. Finishing the day is the annual pie raffle, a favorite among members and others.
While the NEMPA Annual Awards Dinner and Ragtop Ramble are both a great time, the real work happens year-round, with members evaluating new vehicles, attending firstdrive events, and covering the latest news from around the industry. Even more than that, the support staff who ensure clean vehicles and handle the complicated logistics behind the event are the driving forces behind making it a success. The Winter Vehicle Awards are just the tip of an iceberg that takes dozens of people and an entire industry to support.
ONE HUNDRED YEARS of speed
THE WILBRAHAM HILL CLIMB AND ITS PLACE IN RACING HISTORY
Words: Natalie Harrington | Photos: The Wilbraham Hill Climb
Just an hour and a half
west of America’s Oldest Car Collection, on a Saturday morning in early May, you’ll find America’s oldest hill climb. Many people associate this style of time-trial motorsport with the Pikes Peak “Race to the Clouds” held annually in Colorado Springs. But the Wilbraham Hill Climb in Wilbraham, MA is this country’s first event of its kind, pre-dating Pike’s Peak by nearly a decade.
The Wilbraham Hill Climb was first held in September of 1908 as a competition among the many automobile manufacturers based in western Massachusetts and northern Connecticut. (These included Springfield Rolls-Royce, the Stanley Motor Carriage Company, and Stevens-Duryea, among many others.) 72 early cars ran that mile-long race up Monson Road’s 23% grade, covering an elevation of roughly 750 feet, contending with a switchback curve halfway up, and entertaining more than 5,000 spectators.
The Hill Climb was revived in 2013 as part of the Town of Wilbraham’s 250th anniversary celebrations, through the efforts of George Holman and the Vintage Sports Car Club of America (VSCCA). In 2022, Holman asked Jeff DeMarey to take over as Chairman of the event. DeMarey is known to many in New England car culture as a Classic Car Club of America (CCCA) Director, a friend of the Larz Anderson Auto Museum, and the founder of the Springfield to Boston Education Foundation, which aims to foster the appreciation of antique automobiles. “It’s helping anybody to get into the hobby of car collecting,” says DeMarey, who cultivates connections among members of all ages and enthusiasts of all stripes. He was just the person to take the Wilbraham Hill Climb to the next level. The annual event now comprises not only the race but also a spectacular and diverse car show, as well as a plant and craft sale, truly offering something for everyone.
The whole event has a relaxed and surprisingly carefree feel for something that certainly requires quite a bit of care to organize. A vast stretch of Wilbraham’s Main Street is transformed for the day to something resembling Cars and Coffee, with exactly the kind of variety seen on the Great Lawn at Larz on those special Saturdays once a month. Attendees can stroll the length of the show at their leisure, picking up snacks from a local food truck or restaurant along the way or pausing for refreshments in the beer garden. Highlights of this year’s show included an immaculate Testarossa, a beautiful Porsche 928 GTS, a Lotus Europa, and an eclectic mix of hot rods and customs. The Pioneer Valley GTO club had a large presence, as did Palmer Motorsport Park.
Then, of course, there’s the main event: the Hill Climb itself. Here, again, the variety impressed. The official list of 21 racecars entered skewed heavily pre-war, though about a third of the vehicles were more recent. Ed Owen of European Auto Solutions, a longtime LAAM supporter, campaigned the 1931 Chrysler Series 70 he’d acquired for that express purpose. Wayne Carini of Chasing Classic Cars fame drove his Moal Speedway Special. Nick Grewal entered his 1929 Chrysler 75 LeMans Special. Other treasures included Sandy Leith’s 1931 Bugatti Type 37, the Mercer Raceabout of the Heritage Museum & Gardens, and Benn Bragg IV’s 1935 “Old Grey Mare” special. To call the experience of seeing these cars in action “incredible” would be to miss the opportunity to use the term “mind-boggling.”
After the official race concluded, a handful of trusted drivers made their way to the starting line for demonstration runs in modern-day vehicles. It’s a way, says DeMarey, to cultivate “a different kind of excitement.” And boy did the sound of Ron Savenor’s Porsche 911 GT3 cup car echo around the town as he roared up the hill.
Amazingly, the Wilbraham Hill Climb is free to attend, thanks to its sponsors. Luso Federal Credit Union in particular is a substantial donor which has backed DeMarey’s efforts since the beginning. “I couldn’t do it without them,” he says. He intends to keep the event free, even as he makes plans to expand. Possibilities include safe, controlled access to points along the course, as well as live streams attendees can watch from their phones.
For those who might like to compete, DeMarey says that cars should skew lower powered and less modified and should date to the mid-1950s or earlier. As potentially the only hill climb to feature a return road, Wilbraham is a unique experience for drivers as well as observers. “All of the drivers will tell you that the track’s great, but the return road’s the best,” he says. The route from the finish line back to the start comprises six miles of winding road ending with a jaunt through town where “you’re a celebrity. You’re one of the racecar drivers.”
Those interested in supporting the Springfield to Boston Education Foundation can donate; both cash and cars are welcome.
Save the Date!
WILBRAHAM HILL CLIMB IS ON MAY 10TH, 2025.
The Contributors
GEORGE KENNEDY EDITOR-IN-CHIEF
From open-wheel racecars to off-road vehicles, George Kennedy has driven it all. As a career automotive journalist, he has contributed to esteemed publications like Consumer Reports, Boston Magazine, Autoblog.com, and Hemmings Classic Wheels. Co-founder of Cartender, he now writes for the Boston Globe and U.S. News & World Report and hosts CarGurus.com on YouTube. Kennedy brings this extensive experience to the Larz Anderson Auto Museum.
These dedicated creatives form the core group that has been diligently contributing to Upshift since 2019. Through their hard work, Upshift is what it is today!
JENN CORRIVEAU ART DIRECTOR
As a child, Jenn accompanied her “Car Guy” dad to car events across New England, so it’s fitting she now serves as the Lawn Events Manager at Larz Anderson Museum. In college, Jenn studied Graphic Design and discovered a passion for various design forms, from photography and logos to brochures and wedding invitations. Her skills and role at the Museum are key to shaping its image and message.
RYAN PHENEGAR EDITOR + CONTRIBUTOR
Influenced by a childhood surrounded with his father’s passion for modified German cars, Ryan has always had a love for all things German. Joining the Larz Anderson family in 2022, Ryan is the newest addition to our team. As a recent graduate from Bridgewater State University, he’s already making a name for himself as the go-to guy for all things audi-related. When he’s not tinkering under the hood or cleaning one of his cars, you can find him running car registration at all the Museum lawn events, ensuring every car is ready to go on the lawn.
NATALIE HARRINGTON EDITOR + CONTRIBUTOR
Natalie Harrington, a Boston-based motorcyclist and auto enthusiast, has been an active LAAM member since moving to Massachusetts in 2009 after graduating from Wellesley College. She values LAAM’s unique collection and inclusive spirit. Recently certified in Professional Fundraising from Boston University, Natalie plans to leverage this in her role on LAAM’s board. While she enjoys car shows and auto museums worldwide, she considers LAAM’s community and collection unmatched and is eager to promote them.
ANDREW NEWTON CONTRIBUTOR
Andrew came of age around old cars and vintage racing, and first came to the museum through an internship while attending Clark University. He then served as the Education Manager at Larz Anderson while writing about cars both old and new for Sports Car Digest, James Edition and CarGurus. In 2014, Andrew joined Hagerty as Auction and Valuation Editor to cover the collector car market worldwide and contribute to the Hagerty Price Guide. Andrew has written hundreds of articles on classic car values, market trends and history for Hagerty as well as hosted webinars and attended dozens of auctions each year. He currently lives in Houston, Texas, but gets back to Larz Anderson as often as he can.
ROB SIEGEL CONTRIBUTOR
Rob Siegel has written the monthly column The Hack Mechanic™ for Roundel, the magazine of The BMW Car Club of America, for 35 years, and writes weekly online for Hagerty and BimmerLife. Rob has also written for Road & Track, Sports Car Market, and Forbes, and is the author of eight automotiverelated books, including The New York Times-reviewed Memoirs of a Hack Mechanic. Rob has owned over 70 BMWs, most of them 1970s-era cars. He currently owns 13 cars including eight vintage BMWs and a Lotus Europa, and yes, his wife knows where all of them are.
ANA K MALONE OLIVER, VMD - CONTRIBUTOR
Ana Malone Oliver is a native Rhode Islander with a deep passion for driving fast. She works predominantly as a college professor at both Roger Williams University and Bristol Community College, but her career began as a veterinarian, and she continues to practice in the Rhode Island area. In her free time, Ana is either under her car performing upgrades or on track perfecting laps. When she isn’t obsessing over cars, you can find her nose buried in a book.
JIM TRAVERS
SEASONAL CONTRIBUTOR
Jim Travers is a lifelong gearhead, and a freelance writer, editor, and photographer specializing in all things automotive. A classic car enthusiast and collector, Jim is a regular judge on the car show circuit and is the author of the Smithsonian Institute’s Extreme Cars. His work has also appeared in Automobile, Autoblog, BBC Autos, Car and Driver, Cars.com, Car Talk, Consumer Reports, Hagerty, The NY Daily News, US News, and others. He lives in Duxbury, Massachusetts, a town known for both its beach and its dump. On weekends, Jim can often be found at one or the other.
When traveling, we encourage you to explore and support other auto museums. Below, you’ll find a list of auto museums in New England. For a comprehensive list, visit automotivemuseumguide.com.
Connecticut
New England Auto Museum Norwalk, CT 06851 neautomuseum.org
Maine
Owls Head Transportation Museum Owls Head, ME 04854 owlshead.org
Seal Cove Auto Museum
Seal Cove, Mount Desert Island, ME 04674 sealcoveautomuseum.org
Maine Classic Car Museum
Arundel, ME 04046 mainecarmuseum.com
Massachusetts
Springfield Museums Association Springfield, MA 01103 springfieldmuseums.org
Larz Anderson Auto Museum Brookline, MA 02445 larzanderson.org
Heritage Museums & Gardens Sandwich, MA 02563 heritagemuseumsandgardens.org
Rhode Island
Audrain Automobile Museum Newport, RI 02840 audrainautomuseum.org
Piston Palace Warwick, RI 02886 pistonpalace.com
Vermont Z Motorsports Car Museum South Hero, VT 05486 zmotorsports.org
