LETTER FROM THE Executive Editor
Dear Readers,
With a mixture of sadness and deep gratitude, we announce the departure of our beloved UpShift Editor-in-Chief, George Kennedy. Since the magazine’s inception, George has been an unstoppable force—shaping its identity, voice, and heart. His sharp editorial eye, unwavering dedication, and masterful storytelling have elevated UpShift into something far greater than a museum member publication: it became a conversation, a community, and a celebration of everything we love about the automotive world.
George took us into garages, racetracks, design studios, and personal histories— bringing to life the stories that make our shared passion so rich. From his thoughtful features to the behind-the-scenes magic that kept each issue cohesive and compelling, his imprint will be felt on these pages for years to come.
Though we’ll deeply miss his creativity and friendship, we’re proud to share that George has taken on an exciting new role as Product & Technology Communications Manager at Kia America. George, thank you for everything—you’ll always have a home here at UpShift and at the Larz Anderson Auto Museum.
And now, I’m thrilled to share some exciting news about our future.
Please join me in welcoming Andrew Newton as our new Editor-in-Chief.
If you’ve spent any time immersed in the collector car world, chances are you’ve come across Andrew’s work. A respected automotive writer, historian, and market analyst, Andrew has authored hundreds of well-researched, insightful articles for publications like Hagerty, Classic & Sports Car, and Automobile. His expertise spans everything from rare vintage marques to modern market trends and concours-level craftsmanship— always delivered with a sophisticated blend of insight, clarity, curiosity, and deep enthusiasm.
Andrew brings not only an encyclopedic knowledge of automotive history, but also a keen understanding of where the collector car world is headed. His voice is fresh yet grounded, and he shares our belief that car culture is just as much about people and stories as it is about machines.
We couldn’t be more excited to have him take the wheel. As we shift into the next chapter of UpShift, I’m confident that under Andrew’s editorial leadership, the magazine will continue to inform, inspire, and ignite the same sense of wonder that George so skillfully helped cultivate.
Here’s to new roads ahead—with gratitude for where we’ve been, and excitement for where we’re going.
Warmly, Sheldon
Sheldon Steele Executive Editor, UpShift Executive Director, Larz Anderson Auto Museum
EXECUTIVE EDITOR
Sheldon Steele
EDITOR-IN-CHIEF
George Kennedy
ART DIRECTOR
Jenn Corriveau
CONTRIBUTORS
George Kennedy
Natalie Harrington
Ryan Phenegar
Jim Travers
Andrew Newton
Clifford Atiyeh
COVER PHOTO
Ethan Pellegrino
PHOTO CONTRIBUTORS
Ana Malone Oliver
Clifford Atiyeh
Ethan Pellegrino
Ford Archives
George Kennedy
Jaguar
Jenn Corriveau
Rob Siegel
Sean Mathis
The Danberg Family
Wayne Carini
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
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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 Château 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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Retracing the Legacy of a Beloved Porsche 356
Photos: Jenn Corriveau
Words: Ryan Phenegar |
THE PUDDLE JUMPER
By now, many of you may have heard of the Porsche 356 at some point in your lifetime. The 356 and its subsequent generations (A, B, and C) played a pivotal role in reshaping Porsche’s post-war image, establishing the brand as a world-renowned sports car manufacturer.
The origins of the 356 trace back to the Volkswagen Beetle, a car designed by Ferdinand Porsche in 1938. Using the Beetle as a foundation, Porsche engineers developed their first production sports car, the Porsche 356. This lightweight and nimble vehicle was powered by a Volkswagen-derived 1.1-liter, air-cooled, four-cylinder boxer engine. Its rear-engine, rear-wheel-drive layout gave it the now-iconic Porsche handling characteristics, quickly earning it recognition in the growing sports car market.
Among the 356s produced, one car carries a unique and compelling history. In the summer of 1957, the American Colonel Ernest Cragg (retired as a Major General, serving as the Chief of Staff of the Allied Air Forces Southern Europe) purchased a Porsche 356A directly from the Porsche factory in Stuttgart, Germany. While serving in the U.S. Armed Forces, Maj. Gen. Cragg drove the car extensively, competing in numerous rallies and embarking on long journeys across the globe. His deep attachment to the car saw him transport it across the Atlantic multiple times—traveling between Europe and America in August 1950, July 1963, and July 1966—courtesy of the United States Air Force.
Maj. Gen. Cragg brought the car back to the United States for the final time. He continued to drive and cherish his beloved Porsche until 1972, when the 356A met an unfortunate fate. While being driven by his son, the car was involved in a severe accident, suffering significant front-end damage. Unable to part with the car,
Cragg retired it to his garage, where it would sit for decades, waiting for its next chapter.
In 2007, the long-dormant 356A was given a new lease on life when it was purchased by Porsche enthusiast Tom Tate. Recognizing the car’s historical significance and potential, Tate embarked on an ambitious restoration project. The meticulous restoration process began almost immediately, with the Porsche undergoing a full disassembly. Every inch of the car was carefully examined, ensuring that no detail was overlooked.
Over the next five years, the 356A was painstakingly restored to its former glory. The body was completely stripped down to bare metal, revealing years of wear that needed expert craftsmanship to repair. Specialists worked tirelessly to preserve as many original components as possible while seamlessly integrating new parts where necessary. The interior was carefully replaced, staying true to the car’s original design. Finally, the Porsche received a fresh coat of paint, bringing it back to life with a factory-correct finish.
Once the restoration was complete, the Porsche 356A was ready to reclaim its place on the
road. Under Tate’s ownership, the car became a rallying legend once again, participating in numerous events and showcasing the enduring spirit of the classic Porsche 356.
For those who appreciate the art of automotive restoration, we invite you to join us on Thursday, March 13th, for The Forgotten Porsche: A Restoration Story. This special event will take you behind the scenes of the painstaking restoration process, from the thrilling moment of discovery to the delicate craftsmanship required to bring this iconic vehicle back to life.
Tom Tate personally shared his experiences, offering an insider’s perspective on the challenges, triumphs, and dedication involved in reviving such a historic automobile. From expert metalwork to an intricate interior rehab, witness the remarkable transformation of a forgotten relic into a stunning masterpiece. Don’t miss this opportunity to gain insight into the world of classic car restoration and celebrate the legacy of the Porsche 356A.
Listen to the full recording of the event, here.
A NIGHT AT THE
Museum
Words: Ryan Phenegar | Photo by Michael Discenza on Unsplash
Many of us put our cars into hibernation during winter, lusting after the warm summer days out on the great lawn. Although the Lawn Event is in hibernation (but fast approaching!), there’s still plenty of fun at the Larz Anderson Auto Museum. The Museum remains a vibrant hub throughout the winter, hosting Tours, our Automotive and Community Speaker series, and the anticipated Spring Exhibit reveal.
In addition to our educational offerings, we host an annual gathering for our Larz Anderson family, and there’s no gathering like the Museum’s Member’s Party! This cherished event provides a special opportunity to honor the community that fuels the Museum’s spirit. That energy was in full force on a brisk Saturday night, as over 100 of the Museum’s most devoted supporters came together to revel in the warmth of camaraderie.
Guests enjoyed an array of mouthwatering dishes straight out of a 1950s diner. Fabulous appetizers were provided by BG Catering Concepts, delicious entrees by Johnny Burke Catering, and a delightful ice cream sundae bar courtesy of Dylan and Pete’s Ice Cream. DJ Thomas Sheehan kept the energy alive as guests indulged with ‘50s music, dancing, and hula hooping. To round out the festivities, Roche Brothers handled the bar service, including Raspberry Lime Rickeys.
Once again, the Museum’s members proved that their passion extends far beyond automobiles. No winter freeze can dull the warmth of this gathering, demonstrating that the Larz Anderson Auto Museum is a community bound by more than just a love for cars.
S tarving for Green AN
ESCAPE INTO THE LUSH WORLD OF LOGEE’S
When was the last time you prioritized YOU? Does to-do the list ever end? Most of us are just moving through life at lightning speed, trying to get everything done—bills, family, work, house projects, and more.
When writing Starving for Content, I typically bring along a friend or family member. But for this article, I decided to take myself on a little date to a place I’d been wanting to go for about a year.
Most Museum members collect, well… cars. I don’t have a vast car collection, but I do have the collector’s bug—except my collection is houseplants. Around 50 of them. My house resembles a jungle. I’ve visited almost every garden center in the MA and RI areas, and I had heard about a place in Danielson, CT, called Logee’s. It’s about a 45-minute drive from me, and on Valentine’s Day, I finally made the trip.
THE STORY OF LOGEE’S
Logee’s was founded by William D. Logee in 1892 as a flower shop, but everything changed when he purchased a Ponderosa lemon tree. His oldest son, Ernest, became fascinated with plants—especially begonias. He started hybridizing them, creating what became known as the Mother Goose Series. Some of his hybrids include Lucy Locket, Pied Piper, Goldie Locks, Mother Goose, and Pistachio. Today, Logee’s still has a vast collection of
begonias. Naturally, I purchased one myself.
After Ernest died at a young age, his sister, Joy, eventually took over the business when their father passed away. She ran it with her husband—also named Ernest—and they focused on growing geraniums, begonias, and other houseplants.
Today, the business is run by Joy’s son, Byron, and his wife, Laurelynn. They’ve expanded the greenhouse space and even built a passive solar greenhouse to capture nature’s energy for heating.
THE JOURNEY TO LOGEE’S - A TRISTATE ADVENTURE
The drive wasn’t particularly exciting—just a stretch of highway through MA, RI, and finally CT, filled with people speeding around, likely grabbing last-minute Valentine’s gifts. Not me. I was on a mission for a specific plant.
I arrived around 11 AM. From the outside, Logee’s didn’t look like much—just a white building with a small sign in a quiet residential neighborhood. Was I in the right place?
The moment I stepped inside, I was consumed by lush greenery. Warm and tropical, it felt like I had walked into a rainforest. There were houseplants everywhere—but not just any houseplants. These were mature, larger-than-life plants, the kind you’d see growing wild. Every greenhouse
had a personality, with step-ups and step-downs leading into different spaces filled with flowers, orchids, and even fruit-bearing plants (though picking the fruit is not allowed).
Even if you’re not a plant nerd like me, I truly believe you’d enjoy this place.
A PERFECT ENDING
After grabbing the plant I had driven 40 miles for–Scindapsus Pictus, or ‘Silvery Ann,’ if you’re curious–I treated myself to a coffee at Logee’s newest addition, The Rose Room Café. It’s their third location, with others in Webster, MA and Providence, RI. I ordered a latte and a mini blondie loaf, which made for the perfect end to my solo excursion. I have a feeling I’ll be back soon.
Logee’s is located at 141 North St, Danielson, CT 06239. It’s open 9 AM - 5 PM, Wednesday to Sunday. It is Closed on Monday and Tuesday. You can find more information at Logees.com
HONORING HISTORY BUILDING THE FUTURE
Help Sustain our Museum through Vehicle Donations
Words: Ryan Phenegar | Photos: Jenn Corriveau
In late 1954, Jaguar introduced the XK140, a refined successor to the groundbreaking XK120. Designed to enhance both performance and comfort, the XK140 featured several key improvements. A conventional rack-and-pinion steering system replaced the earlier recirculating ball setup, providing more precise handling. The lever-arm dampers were upgraded with telescopic shock absorbers, increasing travel and improving ride quality. Additionally, Jaguar increased interior legroom by three inches, making the car more comfortable for both drivers and passengers. The XK140 also featured larger, more prominent bumpers, giving it a more robust appearance. Like its predecessor, it was available in multiple body styles, including an open two-seater roadster (OTS), a Drop-Head Coupe (DHC) convertible, and a FixedHead Coupe (FHC) hardtop.
On December 1, 1955, Ernest Cassis purchased this XK140 for $3,270, selecting the OTS model with Jaguar’s MC performance upgrade. This made his car an especially high-performance roadster, equipped with enhancements such as Jaguar C-Type camshafts, larger SU carburetors, and wire knock-off wheels. These modifications boosted the engine’s power output from 190 brake horsepower (bhp) to an impressive 210 bhp, making it an ideal choice for competitive driving and in-period racing.
Ernest Cassis had a lifelong passion for mechanics, which began in his youth. In his late teens, he joined the United States Navy, serving as an Electrician’s Mate 2nd Class in the 125th Naval Construction Battalion and as a proud member of the U.S. Navy Seabees during World War II. Following his service, he pursued a career in automotive mechanics,
becoming a highly skilled machinist and later a specialized mechanic in the New York Formula Vee racing series. He also served as Chief Technical Inspector for the New York chapter of the Sports Car Club of America (SCCA), a role that placed him at the heart of the region’s competitive racing scene. His career eventually led him to work alongside legendary racing driver and team owner Briggs Cunningham. It was during this time that he developed a deep appreciation for European sports cars, which inspired him to establish Kinematics, a specialized foreign car repair shop that he owned and operated for over four decades. Over the years, Ernest’s XK140 provided him with countless hours of driving pleasure. Eventually, he chose to “semiretire” the car, storing it in his root cellar. The car spent decades in hibernation before Ernest embarked on a fullscale restoration in the early 2000s, meticulously bringing his beloved Jaguar back to factory-fresh condition. It remained a cherished possession throughout his life.
Upon his passing in 2023, Ernest’s estate made the heartfelt decision to donate the car to a museum that would honor his legacy. After carefully evaluating several institutions along the East Coast, the family selected the Larz Anderson Auto Museum as the ideal home for Ernest’s cherished Jaguar.
By donating your automobile, you too can help support America’s Oldest Car Collection. If you are interested in contributing to the Larz Anderson Auto Museum, your donation of a car, truck, or motorcycle may be eligible for a tax deduction. For more details, call 617-522-6547 x21 or visit www.larzanderson.org.
HOW SEAN MATHIS TRANSFORMED A SINGLE CAR INTO A THRIVING AUTOMOTIVE MUSEUM.
Unexpected THE
MUSEUM FOUNDER
Words: Natalie Harrington | Photos: Sean Mathis
Sean Mathis is not what you’d expect. If you picture the founder of an automotive museum, or the creator of a website that catalogs such institutions worldwide, or even the owner of a 1959 Cadillac Coupe de Ville, I can almost guarantee that the image you have in your head does not match Mathis–and yet, all of these descriptors do.
Mathis is the youngest person to have ever established an automobile museum. He founded Miles Through Time (MTT) in Clarkesville, Georgia at the age of 32 on the strength of a single car–the aforementioned ‘59 Cadillac his grandfather had owned since new–and no museum experience whatsoever. Today, MTT has 132 vehicles, more than 5,000 model cars, and a whole town and gas station replica on display in a facility that averages one thousand visitors per month. Mathis is now a Director on the boards of the National Association of Automobile Museums (NAAM) and the World Forum for Motor Museums.
I’ve spoiled the ending of this success story deliberately because, compelling as those statistics are, they’re nothing compared to the journey that brought Mathis and MTT to this point. That’s where the real story is.
MTT opened its doors in 2017. “For the first three years,” Mathis recalls, “if the museum was open, it was because I was there doing everything.” By 2019, he had decided to close. “I just didn’t have the bandwidth to do what I thought needed to be done in the location I was in.” Fortunately, the opportunity to move to a new, larger location arose just in time. “I basically started over from scratch in 2020 and built it again, and then immediately started accumulating more cars.” Mathis has since further expanded MTT and has also established an antique store to support the museum’s overhead.
Without his own museum experience to fall back on, Mathis started by researching other automotive museums.
“That’s where you find the big ones–the Petersen, Henry Ford, Gilmore. They’re great reference points, but I can’t do what they do.” Seeking out smaller institutions to emulate, he discovered that many were under-publicized. That led him to create the Automotive Museum Guide, a free online resource that compiles the research he’d conducted for MTT into a directory anyone can use. “I hoped it would benefit everybody,” he says, and also create an opportunity for smaller museums to “kind of piggyback on the big ones.”
MTT is a co-op museum, which, in Mathis’s words, means that it has “no wealthy benefactor behind it, no funding whatsoever. Everything on display is because someone made a decision to get involved,” either with a donation or a loan. MTT does not turn down the former, although space constraints mean they may have to sell gifted vehicles that don’t meet the museum’s display standards (Mathis ensures donors are well aware when this is the case). Loans are generally welcomed with open arms as well. Ultimately, Mathis says, he is more interested in sharing stories than stats. “Museum quality means nothing when you don’t have a budget to go buy museum-quality cars. I’m left to whatever somebody’s willing to donate or loan to the museum. So I find the story that makes it interesting enough to justify being on display.”
The result of this open policy is an exceptionally varied display that is always evolving. Asked for career highlights to date, Mathis mentions two specific cars: A 1935 Mathis EMY4S Cabriolet and a 1967 Shelby GT500. The former is a rare French automobile and the only example in the country. The latter was originally owned by Carroll Shelby and appeared in period TV commercials with Shelby’s wife behind the wheel. “That’s probably the most historically significant car we’ve got on display,” says Mathis.
It seems unlikely, though, that the Shelby will prove to
be the peak of either Mathis’s or MTT’s career. After all, they’ve made it this far. But the challenges are ongoing and considerable. Mathis generally recommends that those interested in a similar career consider supporting an existing museum rather than attempting to establish a new one. “It’s easy to create a museum and a room full of stuff to see. It’s very difficult to get people in the doors to see it,” Mathis says. “There is no museum that generates enough revenue from admission alone to sustain itself. None of them. Not even the biggest ones or the smallest ones. So you’ve gotta find funding some way.”
Mathis aspires for MTT to transcend its bootstrapped origins. ”I’m responsible for so many people’s stories and their automotive history,” he says. “I need to make sure that the museum can sustain itself.”
At this point, MTT’s future hinges on a new facility. Rent increases can take a significant toll, and the fear
of falling to the same fate as the Sarasota Classic Car Museum, which was unceremoniously ousted from its home when the New College of Florida opted to terminate its lease without warning, is very real for all institutions operating on borrowed space. “I know the formula that works for our scenario,” says Mathis. “Now the next step is to put it in a forever building.”
Those who wish to support MTT can do so by sharing it, by making a donation, or by visiting. Mathis promises, “you will see something different every time you come.”
Retro Electric A 1960
ISETTA WITH A MODERN EV
Words: Jim Travers | Photos: The Danberg Family
Vicki Danberg grew up on Martha’s Vineyard, where her first car was a 1958 BMW Isetta 600. Her father reasoned that the tiny and easy-to-handle car, with its well-intentioned if not particularly robust 12.5-horsepower engine, would make an ideal choice for a new driver navigating narrow island roads, even if it brought some other concerns.
“My friends used to play tricks. A bunch of guys would pick it up and wedge it into weird places. We had a lot of fun with that car,” she said.
Not surprisingly, when Vicki and her husband, John, started going electric with their daily drivers, converting an Isetta to electric power was the logical choice for their new Vineyard wheels. Combining its tidy dimensions and funky style with the reliability and added power of an electric motor and maybe just a touch of nostalgia, another Isetta could serve as a modern interpretation of Vicki’s first car.
Conveniently, they just happened to already have another Isetta, a 1960 300 two-seater that had been a surprise 40th anniversary present from John. He’d wrapped it in a bow and parked it in front of their favorite Edgartown restaurant, and when they arrived for the celebratory dinner, Vicki spotted it immediately and suggested they have a closer look.
“If you’re going to have a closer look, take the key,” said John.
This Isetta was found in Maine after a bit of searching, and it was small enough to be delivered in the back of a pickup truck. But any 65-year-old car has needs, especially a vintage model that never sold in big numbers and has long been out of production. Isetta mechanics and parts supplies are not easy to find on the island, adding to the challenge.
POWERTRAIN
“EVEN OUR SNOWBLOWER IS ELECTRIC,” SAID JOHN, REFLECTING ON HOW THEIR PASSION FOR SUSTAINABLE LIVING EXTENDS FROM TESLAS TO MICROCARS, WITH THE ELECTRIC CONVERSION OF THEIR ISETTA BRINGING A NOSTALGIC TWIST TO THEIR MODERN, ECO-CONSCIOUS LIFESTYLE.
The decision to go electric was an easy one for the Danbergs, who are no strangers to EVs. They still have the first Tesla they bought ten years ago, and it worked out so well that a new Rivian R1T pickup joined the Tesla in the family garage in December 2024.
“Even our snowblower is electric,” said John with a smile, having just cleared the driveway with it on the snowy morning of our visit.
It turns out that the simplicity of the Isetta design and its compact dimensions help make the microcar an ideal candidate for EV conversion. That’s evident when you see
the body lifted off the frame, revealing not much more than a basic suspension and a slender rectangular steel chassis. A mechanically oriented friend in Newton was brought in to help with the conversion, having always wanted to build an EV. Once a few friends were gathered to lift the body off the frame, work began in earnest.
The body was pretty solid, but the Danbergs shipped it to Stanley’s Auto Body in Watertown for minor repairs and a respray in red and white. While that was going on, the Danbergs gathered up the various components needed for the conversion and ended up embarking on a full restoration. A whole new interior was sourced, with matching upholstery, along with various trim bits, a new top, shocks, and mechanical components. Many of the components came from the appropriately named Isettas R Us in Georgia.
The Tesla batteries and Curtis electric motor came from EV West of California, along with the controller and a new wiring harness. With the Isetta’s gas engine removed, a battery shelf was added and the new powertrain was installed.
The conversion was very much a hands-on project, and the Danbergs have been closely involved in the process. “It’s been a learning experience,” John reflected.
Now that the project is nearing completion and all the bits gathered up, the next steps are to reunite the body with the frame and assemble the interior. After that, it’s back to the Vineyard, just in time for summer cruising.
TRACKING YOUR DAILY
‘Tis the Season for Modifications
While the blustery weather and cold snows of winter seem to be a time when little activity happens with the daily-driver-turned-track car, winter is a time of deep creativity and rebuilding. It’s a time to go back to the drawing board: to rethink any problems that may have arisen during the track season, troubleshoot those issues, then build a new modification or find a new solution to that problem.
The winter season can be just as exciting and enthralling as the summer months for the at-home tuner and track enthusiast. Building the car and troubleshooting the issues can be a puzzle at times, but it’s often extremely rewarding to see your hard work come to fruition.
These modifications can get somewhat frustrating, however, for the daily driver. I speak from a place of experience. While our serious track friends are building out their track-exclusive cars with proper “race car mods” – modifications, let me add, that will never see snow; modifications that will never see normal street driving – we, the builders of the daily-driver-turned-track-car, must make difficult choices regarding which mods we can and cannot make to our cars. Meanwhile, we turn green with envy for our friends’ builds. It’s a difficult balance, but a necessary one. Let me illustrate with an example. This winter, one of my goals is to incorporate more camber into the car. To do so, I need to add camber plates to the front suspension – all to simply add 0.2-0.5 degrees of negative camber. Sounds like an excessive step to most, but that “minor” adjustment will give me better tire wear, better cornering speeds, and better handling overall as I track drive. When looking over options for an appropriate adjustable camber plate to purchase, I wanted to choose the beefiest, baddest, most aggressive camber plate on the market. I wanted the racing spec camber plate. However, the racing spec camber plate does
WINTER IS A TIME OF DEEP CREATIVITY AND REBUILDING—WHERE THE AT-HOME TUNER GETS TO GO BACK TO THE DRAWING BOARD, TROUBLESHOOT ISSUES, AND TRANSFORM CHALLENGES INTO REWARDING MODIFICATIONS.
not have rubber bushings. It is all metal. What is the downside to this? To a racecar – not one thing. The lack of rubber is ideal. A racecar will not see the salt of winter, nor the sand of the normal street. A racecar is trailered to and from the best tarmac tires will ever see. The daily-driver-turned-track car, on the other hand, will see the winter snow, salt, and sand. This particular car needs those rubber bushings in the camber plates to survive the rigors of salt corrosion which can occur during the winter months. So, as much as I want to install the best camber plates on the market, I need to sacrifice aggressiveness for practicality.
Such is the thought process with every modification installed in the car. This winter I am also upgrading my brake calipers – my second “big brake kit” upgrade. Transitioning from the classic VW singlepiston caliper to a more efficient, more aggressive 6-piston caliper should improve the pedal bite and braking aggressiveness and (hopefully) reduce overheating while braking on track. A classic Brembo 6-piston BBK (big brake kit) will have external rubber piston seals; however, I decided to purchase a new style of caliper – the Neuspeed 6-piston BBK. This caliper boasts internal rubber piston seals, claiming the new design is more resilient against the rigors of daily driving as well as the high temperatures of competition use. The design is unique to Neuspeed and, needless to say, I am nervous to try something new. However, the union between an aggressive style that harmonizes daily driving with competition-style driving is intriguing.
BALANCING PERFORMANCE AND PRACTICALITY IN A DAILY-DRIVERTURNED-TRACK CAR IS A CONSTANT PUZZLE—SOMETIMES THE MOST AGGRESSIVE MOD ISN’T ALWAYS THE BEST CHOICE FOR SURVIVING THE SALT, SNOW, AND STREET.”
But while building is critical, the car is still driven during the cold months. One question that I am frequently asked is, “What is it like to drive your car during winter?” People take one look at my car – the cage, the race seats, the torn-out back seat, the fender vents – and question its durability and reliability in the winter. Let me begin by saying that I lost the “luxury” factor when I ripped out my stock front seats, indefinitely losing my heated seats. Secondly, she is LOUD. There is no back seat to dampen noise, and in the winter, there is no shortage of strange sounds. The bushings groan like an old man getting up from his recliner, and everything creaks in the cold. That said, she is front-wheel-drive and manual, and with the perfect winter tires, I can drive this car in the worst winter storm without worry.
Winter is the time for creativity, for building, and for downright opening up your mind to inspirational builds. But we must rein ourselves in when working with our daily drivers and always think about the practicality of the mod versus the aggressiveness the mod will bring. Otherwise, we lose the reliability of the car.
Yes it’s gorgeous. Yes, it’s mine. Yes, I road-trip it. Yes, I’ve fixed it by the side of the road.
The Local Hack Mechanic
The Reliability of Vintage Cars
So. You adore your classic car (and for the purpose of this piece, by “classic” I mean pre-1975, before the EPA laid down smog regulations that caused everything to go fuel-injected). You love driving it on sunny Sundays and showing it off at Lawn Events at Larz Anderson. Maybe you’ve even road-tripped it to an event a few hundred miles away and felt the thrill that sailing further from shore brings.
Should you hit the road for real? Do you have a longer road trip? Make a vacation of it? Maybe spend two months hitting the national parks with your spouse?
Unless you have good mechanical skills, be careful. Not only is it not a new car, it’s also not a 15-year-old, 150,000-mile Honda. You need to expect that, at some point, a vintage car will wind up in the breakdown lane. If you’re not prepared to deal with that through some combination of side-of-the-road DIY repairs, tow trucks, and credit card flashing, you and the car might be better off sticking with local drives and events. In my opinion, this is true even if the car had a systematic restoration, or was purchased on Bring a Trailer because it had undercarriage photos in which it looked like new, or was prepped for the trip by a competent shop. I’ll give you six reasons why.
The first has to do with the step improvements in reliability that modern cars have and vintage cars don’t. I’ve practically made a career out of talking about “The Big Seven” things likely to strand a vintage car (ignition, fuel delivery, cooling, charging, belts, clutch hydraulics, and ball joints). I doubt that anyone would argue that the first three of these are not dramatically improved on newer cars. There is no question that modern electronic ignition is light-years more reliable than mechanical points-and-condenser systems, that modern electronic fuel injection gives cars instant twist-and-start capability even in cold weather, and that modern cooling systems are designed for the temperature extremes experienced
See?
in American summer traffic whereas the target use of the radiator in your ’67 E-Type was overcast drives up the Northumberland coast. You can (and should) retrofit an electronic ignition system and a bigger radiator and stronger fan into your classic if you want to avoid trouble, but those targeted improvements don’t completely get you out of the woods.
Having said that, I do fervently believe that a part of the appeal of vintage cars is their simplicity. You can open the hood, see every component, and know what they all do. If the car sputters to a halt, the odds are strong that the cause is something you can easily diagnose and fix, like an ignition coil wire that’s broken off its connector, or a clogged fuel filter. That is, if you have the DIY skills. If you don’t, then it doesn’t help you.
The next problem has to do with parts quality. As compared with new or recently-produced cars, our beloved enthusiast cars exist in minuscule quantities. They’re laughably long out of both production and warranty, so the manufacturer bears no responsibility for parts quality or even availability. And when parts are available at a dealer network, even if they come in a factory-logoed box, there’s absolutely no guarantee whatsoever that they’re what was on the car when it was new, or that they’re subject to the kind of quality-control standards that parts for new cars are when the dealer and the manufacturer have to eat the cost for under-warranty failure. All this gets even worse when you deal with aftermarket parts, which are often all that’s available
Problem number three is that no matter how
Usually the points simply close up due to wear and pitting, but here the failure was more obscure—the little braided wire grounding the distributor plate had pulled out of its crimped-on eyelet fitting. I got it running by jamming it underneath and bending it over.
systematic a professional restoration or a DIY mechanical rejuvenation is, you don’t ever replace everything. Instead, you replace what commonly breaks. But now that these cars are in their sixth decade of service, things are breaking that never used to. Subframes that were expected to last the life of the car begin cracking. The wheel-bearing mounting surfaces on stub axles go bad. If something like this happens on a road trip, it’s likely a long tow to a specialty shop, a long wait, and a large bill.
The next layer is that the issues of quality assurance and quality control don’t just apply to the individual parts, but to the entire car as a system. Restoration shops may have valuable opinions on which components are more failure-prone, but they simply don’t refurbish cars in sufficient numbers to do anything remotely resembling the kind of Deming six-sigma total quality management analysis that’s performed on new vehicles. They certainly don’t have fleets of test
These days, even when purchased at a dealer, you have no idea where the parts come from or what quality control was used during manufacturing.” (photo courtesy eBay)
The oversized radiator and fan I installed in my Lotus Europa were recommended on enthusiast forums and certainly help keep the car cool in traffic, but this is hardly a tested-in-volume solution.
cars racking up tens of thousands of miles in Death Valley.
Lastly is the issue of exposure. You likely love your vintage car for its looks and period panache. Even if it’s not in concours-winning condition, you probably beam with pride when people ooh and ah over it when you bring it to Lawn Events at Larz. But the more you use it, the more it gets exposed to the vectors of damage. Highway miles bring with them the risk of roadside debris ranging from stone chips to sheet-metal-bending impacts with shredded truck tires. Insurance will cover specific incidents but not the gradual erosion in condition. Jay Leno famously said that he likes to restore his cars to 100-point condition, drive them down to 90 points, and then restore them. Perhaps I’d do the same if I had Jay’s bank balance, but having done one outer body restoration on my 1973 BMW 3.0 CSi 37 years ago, I know that I can never afford another, so I do look at road-tripping the car with a highly-critical eye—I now take a different car if there’s rain in the forecast.
By all means, enjoy your vintage car in whatever way gives you pleasure. But be aware that there is risk in venturing into deeper waters, and if you’re not prepared to deal with it, there’s no shame in sticking closer to home.
—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.)
That time during a rainy road trip when my 3.0 CSi caught a clevis pin in the face. It smashed through the grille and impaled itself in the a/c condenser.
Future Classics
TAlong with the Mustang SVT Cobra, the 1993 F-150 Lightning was among the first high-performance products from Ford’s Special Vehicle Team (SVT), and about 12,000 original Lightnings were sold from 1993-95. After a brief hiatus, the Lightning package came back on the 10th-generation F-Series in 1999. Examples from the first generation of Ford’s peppy pickup are now sought-after collector vehicles, and the Lightning name is now relevant again thanks to the all-electric F-150 Lightning introduced in 2022. Meanwhile, the oldest of the 1999-2004 Lightnings are now over a quarter-century old. But are they considered “classic” or “collectible?” It’s starting to look that way.
When the second-gen Lightning came out in 1999, the idea of a sporty pickup truck wasn’t exactly new, although it was unusual. There were only a few from the past, including the old GMC Syclone and Chevy 454 SS, but those were out of production. High-performance luxury SUVs weren’t a thing yet, and Dodge’s Viper-powered Ram SRT-10 was still five years away. But, as Car and Driver noted in a period test, “Ford and SVT didn’t try to convince the world that the Lightning made sense…”
Ford sold the F-150 Lightning in a regular cab, step-side body style dressed up with a unique grille, unique fog lights, taillights with clear lenses, a lower ride height, and special wheels. While the first-gen Lightning used the venerable 351-cid Windsor engine, this new one used a 5.4-liter single overhead cam Triton V8 with forged crank and pistons paired to an Eaton supercharger and automatic transmission. Output was 360 horsepower and 440 pound-feet of torque. For 2001, it grew to 380 hp and 450 lb-ft, and the truck gained a beefier driveline, shorter gearing, and Bilstein shocks. The original MSRP was $29,355, nearly twice as much as the contemporary F-150 XL, and, adjusted for inflation, over $56K in 2025 dollars. In Car and Driver’s testing, the F-150 Lightning did 0-60 in 5.2 seconds and hit the quarter-mile in 13.8 seconds, which was faster than an SVT Mustang Cobra and only slightly behind the much more expensive Cobra R.
Ford offered the F-150 Lightning in Black, Bright Red, Oxford White, Silver Metallic, True Blue, Dark Shadow Grey, and Sonic Blue and sold over 28,000 copies from 1999 until 2004. The Lightning didn’t have a direct successor, and Ford’s next sporty pickup was the off-road-oriented Raptor. Lightnings depreciated like most used performance vehicles do, and pre-2020, even very clean examples were selling in the low-$20,000 range. Since 2020, prices have climbed considerably (as they have for everything) to the low- to mid-$40K range for excellent condition examples
WHILE THE 1999-2004 LIGHTNING WAS A BIT SILLY AND UNNECESSARY, SO ARE MANY OF THE CARS WE KNOW AND LOVE AND COLLECT. IT WAS ALSO ONE OF THE MOST POWERFUL VEHICLES MONEY COULD BUY BACK IN THE Y2K ERA—MAKING IT A TRUE COLLECTOR’S GEM AS NOSTALGIA FOR THESE OVERTHE-TOP TRUCKS CONTINUES TO GROW.”
and the low- to mid-$30K range for ones with a little more wear and tear. That’s still less than these trucks’ inflation-adjusted MSRP, however.
While the 1999-2004 Lighting was a bit silly and unnecessary, so are many of the cars we know and love and collect. The 10th-generation F-Series is a bit love-it-or-hate-it with its “aero” styling, but it is also the most emblematic pickup of its era, and the Lightning was the hottest spec. It was also one of the most powerful vehicles money could buy back in the Y2K era. Those are all collector car ingredients, and as nostalgia starts pulling stronger for these over-the-top trucks, expect interest in them to grow.
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.
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.
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.
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.
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.
CLIFFORD ATIYEH SEASONAL CONTRIBUTOR
Clifford Atiyeh is an independent writer, photographer, and creative consultant. He has reported for dozens of websites, magazines, and newspapers over a 20-year journalism career. A former Boston Globe staff writer, Clifford is a contributing editor at Car and Driver, a video co-producer for CarGurus, and a product editor at Forbes. He tests more than 50 new vehicles each year and is vice president of the New England Motor Press Association.
COLD-WEATHER CHAMPIONS NEMPA Winter Testing 2025
Words & Photos: George Kennedy
The New England Motor Press Association (NEMPA) 2025 Winter Vehicle Testing event wrapped up in mid-February, once again putting some of the latest models through their paces in New England’s brutal winter conditions. Held annually, this event is one of the most respected winter driving evaluations in the industry, providing valuable insights into which vehicles perform best when the roads are icy, the snow is deep, and the temperatures plummet.
From high-tech electric trucks to rugged off-road SUVs, this year’s testing saw a diverse lineup of contenders. As always, NEMPA’s panel of experienced automotive journalists pushed these vehicles to their limits, assessing everything from critical winter performance features to the small conveniences that make cold-weather driving more bearable. Its membership includes nationally published journalists and content creators. The group is also lucky to count CarGurus Lead Staff Writer and Larz Anderson Trustee Natalie Harrington among its ranks.
Winter driving is an entirely different beast compared to dry or even rainy conditions. Slippery surfaces, unpredictable storms, and below-freezing temperatures create an environment that challenges even the best-engineered vehicles. That’s why NEMPA’s winter testing is so essential—it goes beyond marketing claims and puts vehicles in real-world conditions that New Englanders face every year.
The most critical factors in winter driving include: Tires: Tires are the single most important component in a vehicle’s ability to handle snow and ice. While all-wheel drive (AWD) and four-wheel drive (4x4) systems help with acceleration, proper winter tires make all the difference in stopping and cornering on slick roads.
Ground Clearance: Deeper snow can quickly become a problem for low-riding sedans and crossovers. Higher ground clearance allows vehicles to plow through without getting stuck.
Traction Systems: Whether it’s AWD, 4x4, or an advanced torque-vectoring system, proper traction distribution is key to maintaining control. Vehicles with locking differentials and selectable drive modes excel in extreme conditions.
Beyond these essential performance factors, modern winterready vehicles also offer comfort and convenience features that make life easier in the cold. Remote start, heated seats, heated steering wheels, and windshield heating elements—found in
brands like Land Rover and Volkswagen—are all appreciated when temperatures dip into the single digits. While not critical for snow performance, these features enhance the overall winter driving experience.
Unlike some other vehicle awards that rely on short-term evaluations in controlled environments, NEMPA’s Winter Testing puts vehicles through real winter conditions over months of testing. As New England-based journalists, the members of NEMPA drive through everything from sudden blizzards to ice-covered backroads, experiencing firsthand how well these vehicles perform when the weather turns ugly.
Each year, the event culminates in an intense day of head-to-head testing at NEMPA’s headquarters in Middleborough, Massachusetts. By the time awards are given in May, the vehicles have been thoroughly evaluated across a range of conditions, ensuring that only the most capable models earn recognition.
EVs continue to be a growing part of NEMPA’s winter evaluations, though their cold-weather performance remains a challenge. Battery range takes a noticeable hit in low temperatures, sometimes dropping by 20-40% depending on the model. Charging speeds also slow in the cold, making long trips in freezing weather more of a logistical challenge.
Despite these hurdles, some electric models stood out in this year’s testing. The Rivian R1S, with its quad-motor AWD system and high ground clearance, proved itself as one of the most capable EVs in winter conditions. Rivian’s over-the-air (OTA) updates improved cold-weather battery performance overnight without requiring a purchase or a scheduled service appointment. The GMC Sierra EV also made a strong impression, showing that electric pickups are getting closer to matching their gas-powered counterparts in cold-weather usability.
With the testing now complete, the next phase will be selecting the winners for NEMPA’s 2025 Winter Vehicle Awards, which will be announced in May. The top honor—Winter Vehicle of New England—will go to the vehicle that excels across all categories, while other awards will recognize segment leaders among trucks, SUVs, hybrids, and electric models.
As winter-ready technology continues to evolve, vehicles are becoming better equipped to handle the challenges of cold-weather driving. From tough off-road SUVs to refined luxury crossovers and innovative electric trucks, NEMPA’s evaluations help ensure that consumers can find the best vehicle to tackle whatever winter throws their way.
Automotive AnLegacy
Legendary classic car expert and television personality Wayne Carini has spent a lifetime chasing automotive history, uncovering hidden gems in forgotten barns, and meticulously restoring some of the world’s most significant collector cars. Now, he’s bringing that passion to the Larz Anderson Auto Museum, where he will host an intimate evening of stories, insight, and nostalgia. The event coincides with the upcoming release of his book, My Life Chasing Classic Cars, a deeply personal reflection on his journey through the ever-evolving world of automotive restoration and collecting. With vivid storytelling and over 300 stunning images, the book captures the thrill of the chase—the long-lost relics, the painstaking restorations, and the friendships forged along the way. At our historic Museum, surrounded by its automotive heritage, Carini will share firsthand accounts of his experiences, from childhood days in his father’s restoration shop to his rise as one of the most trusted names in the classic car world.
The event, which is expected to feature a book signing and a Q&A session, will provide fans with a unique opportunity to engage with Carini in a historic automotive setting. Carini is well known for his work on Chasing Classic Cars and his experience through F40 Motorsports. His presence at the museum is sure to attract collectors, enthusiasts and industry insiders alike.
Throughout his career, Carini has built a reputation as one of the foremost authorities in classic car restoration and curation. His book delves into the early days of working alongside his father, his introduction to the collector car world, and his rise to prominence as a TV personality and automotive historian.
In a recent interview, Carini shared reflections on his upbringing in the automotive world. His father, a decorated World War II veteran, cleverly introduced him to classic car restoration when he meticulously restored a Model A Ford in the late 1940s. That car, initially intended for minor repairs, became the foundation for the Model A Restorers Club, a thriving organization that now boasts thousands of members worldwide.
“My father put a piece of sandpaper in my hand when I was eight and said, ‘Move back and forth. You’re hired,’” Carini recalled, emphasizing how he was immersed in automotive restoration from a young age. This hands-on experience ultimately led to his deep knowledge of pre-war and post-war classics, Ferraris, Packards, and even custom hot rods.
WAYNE CARINI’S LIFELONG PASSION FOR CLASSIC CARS IS A JOURNEY OF DISCOVERY, RESTORATION, AND STORYTELLING. JOIN US AT THE LARZ ANDERSON AUTO MUSEUM TO HEAR FIRSTHAND ACCOUNTS FROM ONE OF THE MOST RESPECTED FIGURES IN THE AUTOMOTIVE WORLD.
Through his extensive work in car restoration and experience brokering some of the world’s most valuable classic vehicles, Carini has cultivated a unique ability to spot hidden automotive gems. Whether uncovering forgotten treasures in barns or restoring concours-level classics, his passion for cars has remained unwavering.
Carini’s expertise has positioned him as a key figure in tracking the ever-evolving classic car market. In discussing shifts in collector interest, he noted the growing appeal of classic trucks and SUVs, like the Ford Bronco and International Scout, over traditional collectibles like prewar Packards and Model As.
“You can’t expect to restore a Model A and get your money back,” he said, highlighting modern collectors’ tendency
to lean toward vehicles that evoke nostalgia from their youth. Meanwhile, the auction circuit and particularly high-profile events, like those hosted by Barrett-Jackson, continue to shape the perception and value of certain models, often driving up prices to unexpected levels.
Beyond his book, Carini is embarking on an ambitious new chapter with the launch of SpeedVision, a streaming network dedicated to automotive content. As traditional networks shift their focus, Carini and his team are ensuring that authentic car programming remains accessible. His new show, Catching Classic Cars, will spotlight vehicles from his collection and stories behind some of the world’s most significant automotive finds.
With his deep industry knowledge and natural storytelling ability, Carini continues to inspire generations of car lovers. His book, My Life Chasing Classic Cars, is a testament to his journey, capturing the thrill of the hunt, the joy of restoration, and the camaraderie that defines the classic car community.
For those who have followed Carini’s career, this event offers a rare chance to meet one of the most respected figures in the classic car world. Whether you’re an avid collector or just a fan of automotive history, this evening at the Larz Anderson Auto Museum promises to be an unforgettable experience.
Carini’s book is available for pre-order now through major booksellers, including Barnes & Noble. Don’t miss the chance to own a piece of automotive history and hear firsthand from the man who has spent a lifetime chasing classic cars.
Event Details
What: Wayne Carini Live Event – Book Signing and Q&A
Where: Larz Anderson Auto Museum, Brookline, MA
When: TBD (May, in conjunction with book release)
Tickets: Information will be available via the Museum’s official website
The Pros and the Cons
JAGUAR’S BOLD LEAP
Con: Clifford Atiyeh (Photos + Words)
Pro: Natalie Harrington (Words) Jaguar Branding Professional Pictures
Words & Photos: Clifford Atiyeh
JAGUAR’S BOLD LEAP
was never Jaguar’s target demographic. I bought my F-Type coupe brand-new at 31, when the median F-Type customer was double my age and triple my income. The day I took delivery was a dream moment: A journalist drove home his favorite car and no one was coming next Tuesday to take it back (as is the fate of all the press loans that I review). The F-Type is a halo product—the flagship exuding a brand’s principles to the highest measure, influencing every model below it, and inspiring the direction of an entire company. Whether the halo product is a car or a dishwasher, it demonstrates mastery and establishes intent.
At this moment, Jaguar has neither.
Jaguar has everyone’s rapt attention, or at least had it for a few solid months before revealing the Type 00 concepts in December. Abstract illustrations, runway models walking in a pink void, two-word phrases with questionable grammar—was this an AI-generated spoof or a runup to something extraordinary? When design chief Gerry McGovern spoke to the press flanked by a pair of hot pink and baby blue coupes, Jaguar’s smokescreen was indeed serious. Gone were the Leaper logo and any immediate relation
to Jaguar’s winning racecars and sexy sedans. They were monstrous, brutalism on four wheels, rakish in the back and blocky in the front, the cars a future Cruella de Vil might drive, yet they proved after a decade building the F-Type that Jaguar could again shock the world.
I cannot criticize Jaguar for tearing off the bandage and daring to try something new. While the bulldozer face repels me—some have likened the grille to a window air conditioner—the Type 00 retains some hints of Jaguar’s finest work. The long hood and bullet-like profile echo the XJ, while the rear threequarter with its swelling haunches nods to the F-Type. I would have preferred traditional Jaguar paints like a silver and deep green instead of a pink-blue gender reveal theme, but Gerry wanted to party loud in Miami. I get that. After 13 years as an automotive journalist, I too am rebranding and pivoting from what brought me here. We should all welcome change if it comes with common sense.
How then, can Jaguar expect to market a $150,000 electric car when it has no mastery of electric cars? Its first effort, the I-Pace, was outpaced by Lucid and Rivian, two upstarts that each have a decade of EV experience and locked in the very limited customer base that Jaguar craves. The Lucid Air and the Rivian R1S already have, high performance, and novel technology that Jaguar has never produced. So do the Porsche Taycan and any Tesla. The Type 00 goes on sale in 2026, when better EVs will launch and EV sales will stay tenuous at best.
When Jaguar said in 2021 that it would go all-EV
by 2025, dozens of car brands made the same unrealistic claim. Now every brand except Jaguar has walked back. Regulations have softened. People of all stripes want a mix of gas, hybrid, and EV offerings. Jaguar’s platform is strictly for a battery-electric powertrain, and unlike competitors whose platforms can handle gas or electric, the company refuses to change course. And when the car is ready, how will Jaguar physically sell them when it closes a hundred dealerships in some of the wealthiest markets? The dealers that are left have only one model to sell. Due to severe depreciation, Jaguar leases—which make up the majority of luxury vehicle sales—are astronomically higher than competitors. What intent does Jaguar have, other than to put itself out of business?
I love Jaguar to my core and welcome a Jaguar EV, if a Jaguar EV was part of a broader lineup. The strategy is reckless. Jaguar is a boutique brand. Restricting itself to lower volume and higher prices, without any proof that Jaguar will be earthshattering in an established market filled with incredible EVs, is a weak sell for new customers. Changing its logo, burying its heritage, killing an entire lineup it spent the last decade building—loyal customers are walking. But after 17 years in the car business and eight years of Jaguar ownership, what do I know? Whomever Jaguar wants, it is not me.
Pro || A Necessary Reset
Words: Natalie Harrington | Photos: Jaguar Branding
JAGUAR’S BOLD LEAP
Jaguar’s rebrand has succeeded by one incontrovertible metric: It’s got people talking. With a single 30-second spot, the automaker has garnered more attention and generated more conversation than it’s received since the introduction of the F-Type. Unfortunately, public opinion seems to be mostly negative, with the new commercial, concept, and crest all in the running for the most-bemoaned component of this new corporate direction.
Complaints about the ad spot seem to hinge primarily on the fact that it doesn’t feature a car. Rather than performance, power, or even design, it sells vibes. This is truly an ad for a brand identity, something much more abstract–but also more fundamental–than a product.
Consider that perhaps the commercial doesn’t show a car because there is not yet a car to show. All we’ve seen so far is a concept, the Type 00, with a name that manages to both reference historic Jaguar naming convention and also allude to a wholesale, blank-slate reset. That’s clever branding.
Since the days of Harley Earl, automakers have used concept cars to show off new styling or promote new technological advancements. They are frequently outlandish, more design exercise than blueprint, and often executed in materials guaranteed by nature never to appear in mass production. It would be naive, if not willfully disagreeable, to assume that Jaguar’s Type 00 concept will prove highly representative of the end result, just as it would be foolish to imagine that more than one person at a time will ever own the Renault Filante Record 2025. Tesla Cybertruck aside, we have very few modern-day examples where the connection between the mass-produced, road-going car and the concept that preceded it is evident to any but the most expert eye. But we can hope, can we not, that the Type 00 does herald a return to the long, low silhouettes of Jaguar’s past?
As for the new logos, they’re more unobjectionable than groundbreaking. The rounded letters of the monogram feel like the product of a specific moment in time, much like the 1951-57 wordmark, and anyone who doesn’t like the mixed-case look probably only has to wait it out. And if you resent the wink inherent in the reversal of the direction the “leaper” has faced since 1982, that can only be because you find the symbolism just a bit too cute.
If you’re a current Jaguar owner who bought for beauty, you might find the brand transformation polarizing. You might also be dismayed that the automaker seems to have abandoned the principles that drew you to it in the first place. Perhaps you of all people should be pleased, not aggrieved. In the eyes of any kindred beholders, and there seem to be many, the value of your car just shot up. Even the F-PACE has suddenly become an artifact of the halcyon days that preceded November 19, 2024. Hold it for a few years (as many as ten!) and you’ll have prospective buyers clamoring whenever you’re ready to move on.
The bottom line is that Jaguar has seen years of dismal sales with little or no profit and is now at a pivotal, sink-or-swim moment. A brand loyalist who faults the automaker for any last-ditch attempt to keep its head above water is no loyalist at all.
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
Photo: Ethan Pellegrino