mod@tech

Your week is off to a great start because you made the time to check out this week’s Hemmings Auctions Roundup. Thirty-nine new listings ran through our online auctions between Sunday, February 19, and Saturday the 25th, and we saw a sell-through rate of 82 percent. Of the 32 that sold, 4 were post-auction Make Offer listings. View the latest consignments and consider placing your bids after subscribing to the daily Hemmings Auctions newsletter.

1992 Chevrolet Camaro RS

1992 Chevrolet Camaro RS

Reserve: $22,000

Selling Price: $23,100

Recent Market Range: $20,100-$28,500

This was basically a year-old 1992 Camaro RS, or as close as one could get to such a thing. The sole owner was selling the 8,145-mile car, which hadn’t been used in 31 years; it came out of climate-controlled storage and appeared damage-free, save for one ding and paint scratch; the seals, undercarriage, and trim looked great. So did the cloth-upholstered interior, which retained its “new-car” smell. The 170-hp 5.0-liter V-8 and automatic operated without issue or leaks, although the factory tires needed replacement if the car will be driven. Ample documentation was included. Considering how the Camaro’s original $15,871 price equates nearly $34,000 today, the hammer price was a bargain.

1959 Triumph TR3A

Reserve: $22,000

Selling Price: $39,375

Recent Market Range: $21,000-$34,000

There was a reason, beyond this classic British sports car’s tidy looks and fine presentation, that it handily exceeded its market range: the 1959 Triumph TR3A was auctioned with proceeds benefitting the Chesapeake Conservancy. It was described as an “excellent driver” that had a photo-documented 2017 cosmetic restoration over previous metalwork; its driveline, brakes, and suspension were inspected for correct functionality prior to the auction (minor oil weeps were noted), and Michelin tires dated back to 2020. A top and side curtains were included, and seatbelts were fitted; the fuel gauge was noted as reading incorrectly. A video showed the TR in motion and the 32nd bid sealed the deal.

1941 Chevrolet Half-Ton Pickup

1941 Chevrolet Half-Ton Pickup

Reserve: $35,000

Selling Price: $40,061

Recent Market Range: $32,000-$48,000

This prewar Chevy truck received a bold new paint scheme during its body-off restoration, which was finished in 2014. The seller included a photo of its appearance prior to the work, as well as of its original, 1940-dated title. The Half-Ton had been driven sparingly since the work, which included rebuilding the leak-free 216-cu.in. inline-six and three-speed manual gearbox. Its custom two-tone gold and black paint was reportedly the only change from as-built, and no blemishes or corrosion were reported. The Spartan interior looked as it should, the heater worked, and all bright trim shined. The seller engaged with interested parties, and the truck sold in the heart of its market range.

1966 Ford Fairlane GT

1966 Ford Fairlane GT

1966 Ford Fairlane GT

Reserve: None

Selling Price: $23,888

Recent Market Range: $13,000-$19,000

Ford had a winner in its new Fairlane GT for 1966, and this convertible example coming out of long-term ownership had all the right stuff to entice muscle car fans. Under its faux-vented hood was a rebuilt 335-hp, 390-cu.in. V-8 with upgraded parts that was mated to a four-speed manual. The Ford had a repaint and body repairs in its past but was said to present well; its convertible top operated properly too. The Parchment vinyl upholstery looked intact and clean, although the carpet was noted to have faded and the steering wheel rim was broken in sections; aftermarket gauges were mounted. Original engine components went with the car. The hammer price for this no-reserve listing was fair.

2016 Land Rover LR4

2016 Land Rover LR4

Reserve: $33,000

Selling Price: $36,759

Recent Market Range: $29,000-$45,000

The LR4 represented the third-generation version of Land Rover’s three-row, go-anywhere SUV, and this sub-57,000-mile 2016 example was one of the last of its kind. Excellent photography showed a well-cared-for truck with no major damage outside or in; no undue wear was revealed and the LR4’s many electronic systems were said to function as they should. Corrosion didn’t appear on the undercarriage or around the supercharged 3.0-liter V-6 engine and ZF 8-speed automatic transmission, the later pair looking tidy without leaks or lit warning lamps. The four-wheel-drive system should operate properly too. A Carfax and other documentation were included, and the Land Rover sold for an appropriate sum.

1967 Ford Mustang Shelby G.T. 500

1967 Ford Mustang Shelby G.T. 500

Reserve: $139,000

Selling Price: $150,150

Recent Market Range: $135,000-$175,000

Nearly 20,000 views showed this 1967 G.T. 500 was hot stuff. What garnered so much attention? Well, the white-striped Acapulco Blue livery –a circa-1985 reversal of the factory Wimbledon White with blue stripes– certainly helped, as did it having A/C and a dual-quad-topped 427-cu.in. V-8, which may have been original since it was reportedly a company car assigned to Shelby American’s engineering department. That V-8 was rebuilt some 1,500 miles ago, and it and the four-speed manual didn’t leak or smoke. Minor paint blemishes were divulged, as was some undercarriage corrosion that could be seen in photos; the black vinyl interior looked good. The auction result was good for all parties.

General Motors was on the top of its game in the 1950s. Each model that rolled off the factory lines was a unique piece of rolling art, with very little in the way of platform sharing. Many of the models from the marque featured different engines, transmissions, and other options. This pair of convertibles, a 1957 Cadillac Eldorado Biarritz and a 1957 Buick Roadmaster Model 76C are prime examples of what the fabulous fifties had to offer. Both vehicles are actively on auction as of the writing, but time is running out. Which would you choose?

1957 Cadillac Eldorado Biarritz Convertible

This restored 1957 Cadillac Eldorado Biarritz Convertible sits on a high-rigidity tubular X-frame chassis and is just one of 1,800 made during that year. According to the seller, the car runs as new and is in overall excellent condition with no leaks, no rust or paint blemishes, and light but appropriate aging on the red leather interior in the form of shallow creases. The dual-carburetor, 365-cu.in. OHV V-8 engine is reported to be numbers-matching and all-original with no rebuild history intact.

1957 Cadillac Eldorado Biarritz Convertible

This restored 1957 Cadillac Eldorado Biarritz Convertible sits on a high-rigidity tubular X-frame chassis and is just one of 1,800 made during that year. According to the seller, the car runs as new and is in overall excellent condition with no leaks, no rust or paint blemishes, and light but appropriate aging on the red leather interior in the form of shallow creases. The dual-carburetor, 365-cu.in. OHV V-8 engine is reported to be numbers-matching and all-original with no rebuild history intact.

1957 Cadillac Eldorado Biarritz Convertible

This restored 1957 Cadillac Eldorado Biarritz Convertible sits on a high-rigidity tubular X-frame chassis and is just one of 1,800 made during that year. According to the seller, the car runs as new and is in overall excellent condition with no leaks, no rust or paint blemishes, and light but appropriate aging on the red leather interior in the form of shallow creases. The dual-carburetor, 365-cu.in. OHV V-8 engine is reported to be numbers-matching and all-original with no rebuild history intact.

1957 Buick Roadmaster Model 76C Convertible

This award-winning 1957 Buick Roadmaster Series 76C convertible was recognized by the AACA with Junior and Senior awards, as well as a Senior Grand National Award around 20 years ago and is reportedly still in show-winning condition. It retains its numbers-matching 364-ci OHV Nailhead V-8 engine and the original Dynaflow two-speed automatic transmission and the R-coded rear axle, exclusive to the 1957 Buick. There are less than 500 miles on the rebuilt engine, and according to the seller, it starts easily, idles well and shifts smoothly. The paint, convertible top, glass, seals, trim and chrome appear to be in excellent condition, and the seller firmly states that there is no rust anywhere on the car. The red leather interior is described as being in exceptional condition, and unlike the Cadillac above, this car does have functional air conditioning.

1957 Buick Roadmaster Model 76C Convertible

This award-winning 1957 Buick Roadmaster Series 76C convertible was recognized by the AACA with Junior and Senior awards, as well as a Senior Grand National Award around 20 years ago and is reportedly still in show-winning condition. It retains its numbers-matching 364-ci OHV Nailhead V-8 engine and the original Dynaflow two-speed automatic transmission and the R-coded rear axle, exclusive to the 1957 Buick. There are less than 500 miles on the rebuilt engine, and according to the seller, it starts easily, idles well and shifts smoothly. The paint, convertible top, glass, seals, trim and chrome appear to be in excellent condition, and the seller firmly states that there is no rust anywhere on the car. The red leather interior is described as being in exceptional condition, and unlike the Cadillac above, this car does have functional air conditioning.

1957 Buick Roadmaster Model 76C Convertible

This award-winning 1957 Buick Roadmaster Series 76C convertible was recognized by the AACA with Junior and Senior awards, as well as a Senior Grand National Award around 20 years ago and is reportedly still in show-winning condition. It retains its numbers-matching 364-ci OHV Nailhead V-8 engine and the original Dynaflow two-speed automatic transmission and the R-coded rear axle, exclusive to the 1957 Buick. There are less than 500 miles on the rebuilt engine, and according to the seller, it starts easily, idles well and shifts smoothly. The paint, convertible top, glass, seals, trim and chrome appear to be in excellent condition, and the seller firmly states that there is no rust anywhere on the car. The red leather interior is described as being in exceptional condition, and unlike the Cadillac above, this car does have functional air conditioning.

Date: circa 1990s

Location: Washington, D.C.

Source: via Historic American Building Survey / Library of Congress

What do you see here?

When he was 11, Stephen Olvey’s father took him to his first Indianapolis 500. Like any Indy, it was full of pomp and celebration, and Olvey was excited to see his favorite driver, Bill Vukovich, contend for a third-straight win. Instead of seeing Vukovich make history that Memorial Day in 1955, however, he saw a thick cloud of smoke rise from the far side of the track and listened as the track announcer declared his hero mortally wounded. “I was wiped out,” Olvey said. Press coverage of the race bemoaned the fact that the crash meant slower speeds for the record books before it got around to mourning one of the best drivers of his time.

Olvey said the incident didn’t tarnish his love for the sport nor did it have a direct influence on his career path later in life, but nevertheless it remained a chilling introduction to the sport that he and others, including Dr. Terry Trammell, would transform into one far safer for drivers and far less tolerant of death and injury. For those efforts, the Motorsports Hall of Fame of America will induct the two into its ranks – placing them alongside dozens of racers whose lives they personally saved – early next month.

Dr. Stephen Olvey serving as a track communicator.Photo courtesy Rapid Response movie

Both Olvey and Trammell got their start in trackside medical response in similar fashion: Answering a bulletin board call for med students to help out at the Indianapolis 500 – Olvey in about 1969, Trammell in 1972. And neither found what they expected. “They posted me to the infield, taking care of people who got too much sun or had too much to drink,” Olvey said. While the track had a chief medical director – Dr. Tom Hanna – there was far less emphasis on treating injured drivers. The prevailing attitude was that racing naturally meant risking life and limb.

“The drivers I knew loved the sport and would do it come hell or high water,” Olvey said. “If they got killed, boom boom, that was it.”

Trammell encountered a similar lack of concern.

“It was more common than not for the drivers to avoid even making eye contact with me,” he said. “The word was that if a driver was seen talking with me that there was something wrong with him or her. Injury was an accepted inevitability, and if a driver raced long enough he or she would be injured or worse.”

The Indianapolis Motor Speedway’s Hanna Emergency Medical CenterPhoto courtesy Rapid Response movie

Hanna had built a basic medical center on the speedway grounds, but as Olvey noted, it wasn’t well equipped. The only initial response to crashes was the on-track fireman with no medical knowledge. If drivers were injured, they were simply loaded onto a gurney and into the back of the on-track ambulance, which doubled as the local hearse. Olvey, who became close with Hanna, told him he thought it was sad that medical professionals couldn’t respond to crashes. Hanna agreed, and suggested Olvey start hanging out on the track with the safety truck first, then the ambulance/hearse.

Trammell, then a sophomore med student, “sat in the back of the ambulance terrified that there would be an accident and that I would have to care for the injured,” he said. “That is when I recognized that I was woefully unprepared and would have difficulty opening a Band-Aid.” He decided to focus on orthopedics and wouldn’t return to the track in a medical capacity for several years.

The trackside ambulance/hearse combination car at the Indianapolis Motor SpeedwayPhoto courtesy Rapid Response movie

By the early to mid-Seventies, Olvey was able to put together a small team and started to add basic medical equipment – tourniquets, blankets, compressive bandages – to the response vehicles. “We developed as the highways developed,” he said. “When we started, there were no paramedics, no medical vehicles at the scene of highway crashes, not even in the big cities. But as paramedics developed, they became interested in working with us at the tracks. We were learning paramedic training at the same time the paramedics were. And we started treating crashes and injuries on the track rather than just waiting to get the drivers to the hospital.”

Trammell, by circumstance, found himself on call in Indianapolis on race day in 1981, the same day Danny Ongais crashed head-on into the wall and suffered compound fractures to both legs, among other injuries. “At that point in time, orthopedic practice for an injury such as he had suffered was amputation,” Trammell said. “A young gun cardiovascular surgeon saw me fretting about how I was not going to start out my practice by amputating a driver’s leg. We worked together and managed to save his leg.”

In part due to those efforts, he became the de facto orthopedic consultant to the speedway.

In the meantime, Olvey and his team convinced USAC officials to let them expand their trackside response model – now up to two fully outfitted trucks with four or five people in each – to other tracks. That model – and Trammell’s expertise – paid off when, in 1984, Rick Mears hit the inside guardrail during a race at Sanair Super Speedway outside of Montreal. With Olvey’s trackside response model, “we could keep things together, keep the bleeding under control, and get (Mears) to the helicopter to fly to the closest trauma center,” Olvey said.

Again, local doctors recommended amputation and again, Trammell intervened to save limbs after Roger Penske flew him to Montreal on his private jet. “Following the outcome of that trip, it seems that Mr. Penske determined that an orthopedic surgeon would travel with his team to all the races,” Trammell said. “I was that surgeon.”

A safety truck at a CART racePhoto courtesy Rapid Response movie

As both Olvey and Trammell noted, it didn’t take terribly long for drivers and others involved in the sport to change their fatalistic attitudes toward safety. “Mario Andretti was my greatest driver advocate,” Trammell said. “His acceptance of my concerns for the drivers’ safety and prevention of injury started to bring about change in the culture of motorsports. The drivers that had been injured were vocal about being protected from avoidable injury and were very supportive of real study into the science of driver safety into motorsports.”

They got their chance to move from injury response to injury prevention in 1992 when, after a number of crashes at that year’s Indianapolis 500, Trammell began working with Dr. John Melvin on post-crash analysis of the factors that led to the various injuries. “That was the first time that motion analysis and computer simulation was used to study racing crashes to better determine cause of injury,” Trammell said. A couple years later, following Ayrton Senna’s fatal crash, Trammell also joined the expert advisory group formed by Sid Watkins that eventually became the FIA Institute for Motor Sport Safety.

Even with crash prevention at the forefront, trackside response remained critical, and it was perhaps put to its greatest test in 2001 when, during a CART race at Lausitz in Germany, a crash sheared off the front end of Alex Zanardi‘s car and severed both of his legs at or above the knee. “The military wouldn’t stop and mess with that sort of injury on the battlefield because of the immediate loss of blood,” Olvey said. Indeed, as Trammell later told the Associated Press, the track was so slick with such a high volume of Zanardi’s blood, he initially mistook it for oil. Other drivers there that day compared the scene to a war zone. Yet Trammell’s quick response and Olvey’s decision to send Zanardi to Berlin rather than to a local hospital ended up saving Canard’s life. According to Olvey, that was the first time that anybody had survived an above-the-knee bilateral amputation.

Their efforts have led to a sea change in attitudes toward safety not only from the drivers but also from the racing organizations themselves. According to Olvey, when he first started in trackside safety, his entreaties to Indianapolis Motor Speedway management went ignored. “They’d say, ‘What does he know about motorsports?'” he said. “But when we go to the man in charge now, they listen right away. There’s no question of us showing off, it’s all scientific now.”

That cooperation from racing management has allowed countless safety devices to be incorporated into the sport, from the SAFER racing barriers at the Indianapolis Motor Speedway to the HANS device, which Olvey called the one big game-changer in terms of motorsport safety.

There’s still work to be done, too, Olvey said, particularly in preventing concussions and brain injuries in crashes. “We’re making progress, but it’s real tricky,” he said. “It’s not just helmets, it’s also how the seats are made, how the drivers sit in the seats, it’s all together as one system.”

However, as Trammell noted, the work that he and Olvey and other medical professionals have done also makes it more enjoyable for him. “I enjoy watching racing more now that I know that it is much safer than it was when I started listening to the 500 on an old RCA radio in the back yard plugged into a garage outlet with a wire antenna strung out on the clothes line,” he said.

The two will be inducted into the motorsports Hall of Fame of America under the Open Wheel category at the official induction ceremony March 6-7 at the hall in Daytona Beach, Florida. According to hall president George Levy, while other racers have been inducted in part due to their safety innovations – Bill Simpson, for example – Olvey and Trammell are the first to be recognized primarily for their contributions to racing safety. Other inductees in the hall’s class of 2023 include Corvette engineer Zora Arkus-Duntov, NASCAR crew chief Ray Evernham, NASCAR racer Fonty Flock, drag racer Darrell Gwynn, land-speed racer Ab Jenkins, longtime USAC official Henry Banks, and motorcycle racer Dick Burleson.

For more information about the Motorsports Hall of Fame of America class of 2023, visit MSHF.com.

The 2023 Ridler Award winner was announced at the Detroit Autorama on Sunday, February 26. The 1950 Mercury named “Maximus” owned by Luigi Deriggi of Toms River, New Jersey, stood out in the Great 8 finalists for its superior creative artistry, build quality, and ingenious engineering.

The 1949-1951 is arguably the most customized car in America. The Hirohata Merc is the embodiment of the custom car craze and possibly the most influential custom car of all time. Other iconic custom Mercs include the Buddy Alcorn Mercury, Jerry Reichman’s four-door ‘50 Mercury built by Barris Customs, the “Ruggiero Mercury” built by South City Rod & Custom, and Hell’s Chariot, a famous cinema car from the 1970s. Now Luigi Deriggi’s 1950 Mercury joins the ranks with the honorable Riddler Award.

The car was built to the max by the team at Pro Comp Custom. Underneath the outward artistry, a specialized Art Morrison chassis sits on air ride suspension for optimal ride and display heights. The engine bay is stuffed with a Ford Coyote V-8 topped with an alluring eight-stack Borla fuel induction kit, and a custom Kooks mandrel bend exhaust tickles the eardrums of anyone lucky enough to be present as it passes by.

Paul Atkins created the custom interior, which includes comfortable tan leather adjustable seats with matching door panels, headliner and carpets. A custom Sparc Industries steering wheel blends with the chrome and root beer dash and console details that match the mouth-watering Candy Root Beer exterior. Expertly airbrushed details are weaved along the sides of the Mercury, and asymmetrical panels highlight the engine bay in a symmetrical, eye-pleasing way. One-off wheels by Chris Boyd accentuate the build’s chrome details and complete the look.

While wandering through the rows of hundreds of customs, hot rods, muscle cars and pickup trucks at the 2023 Detroit Autorama, it’s nearly impossible to choose a favorite, let alone settle on the top eight greatest cars in the massive venue, but the judges of the Ridler Award Great 8 contestants did it again. They had a lot of work to do in a short amount of time, scrutinizing every last detail of some of the most high-end custom vehicles to determine eight finalists that will go on to compete for the 2023 Ridler Award. Celebratory cheers echoed through the building as each of the eight finalists were notified of their nomination.

A $1,000 cash reward is offered to each of the eight finalists, and $10,000 is awarded to the Ridler Award Winner, but it’s not necessarily the cash that is king. The Don Ridler Memorial Award is one of the most desirable awards for show car builders and owners. The vehicles are carefully judged based on craftsmanship, creativity and engineering, and the vehicles must adhere to one major rule: The customs should not be revealed to the public before the Autorama show, not even a single photo.

It’s the Great 8 finalists and the Ridler Award that makes Detroit Autorama one of the most anticipated car shows of the year. This year’s finalists did not disappoint. The Ridler Award winner isn’t announced until the last day of the show, but here is a sneak peek of the 2023 Great 8 Ridler Award finalists.

Kathy Cargill’s 1969 Dodge Superbee

David and Kenny Snodgrass’ 1955 Chevy Convertible

David and Kenny Snodgrass’ 1955 Chevy Convertible

David and Kenny Snodgrass’ 1955 Chevy Convertible

Tim Hampel’s 1953 Chevrolet 3100 Pickup

George Conrad’s 1978 Ford Mustang II

George Conrad’s 1978 Ford Mustang II

George Conrad’s 1978 Ford Mustang II

Shawn Nichoalds’ 1967 Chevy Nova

Jim McDaniel’s 1958 Chevrolet Cameo Pickup

Luigi Deriggi’s 1950 Mercury Coupe

Rejean Desjardins’ 1965 Ford Mustang

Rejean Desjardins’ 1965 Ford Mustang

The Sibley. The basement. Editorial. Those are the names we use for the first floor of the Hemmings building in Bennington, Vermont. Half of the floor is an editorial department cube farm; the other half holds 25 or so near-original classic and vintage cars and trucks in a small garage called the Sibley. Some of them run and drive, like the 1969 Chevelle and the 1987 IROC, but most of them have been sitting on flats for decades. Our plan was to walk down the rows and get them all running, then sell the ones that are too nice to drive or too weird to keep, while using the rest for road trips and fun. The first car in the row was a 1937 Hudson Terraplane delivery that was too nice and too rare to take out on the road. Leaving that for a future collector, we moved to the next vehicle: a 1932 Model B pickup truck that was parked 25 years ago. Will it run? The inspection sticker and the plates suggest it last saw the road in 1961 or ’62. The battery was missing, and no one here had ever heard it start. We decided it was the perfect vehicle number one.

What is a 1932 Model B?

Ford folks know that in March of 1932, the Model 18 was introduced with 221-inch V-8 that made 65 hp. The V-8 equipped Fords became known simply as a Deuce, ’32, or Ford V-8. That same year, the Model B was also introduced with the 200-inch four-cylinder that made 50 hp. Both the B and the Deuce shared the same basic body, front and rear transverse leaf spring suspension, and four-wheel mechanical brakes. This truck was a simple 1932 Ford Model B.

What is a Survivor?

Museums are full of survivors, or cars that are beyond their usefulness and have never been modified or rebuilt. In this case, the ’32 has what appears to be the original drivetrain and interior, paint, and plenty of dents and scratches that indicate it was used as a farm truck/snow plow until it wasn’t needed anymore. Our records indicate it was donated to Hemmings in the 1990s and pushed into a corner.

1932 Model B Suspension and Brakes

The Model B was a revolution for dirt-cheap transportation. Instead of rear brakes only, like the Model T, the B had four-wheel mechanical drums and two transverse (side-to-side) leaf springs for suspension. Our Shop Foreman Junior Nevison found that the brake linkage was frozen, and the grease was “concrete.” After lubing the parts, the brakes are now (relatively) safe. Later Fords featured hydraulic or “juice” brakes. If a brake update is in the Model B’s future, we didn’t want to go too far into working on the existing brakes. While Junior was working under the truck, he noticed that the I-beam axle was bent and the crossmember was broken into six pieces. In addition, he found that the kingpins, radiator, and fuel pump needed to be rebuilt. If you are lucky enough to find a ’32 in this condition, buy it anyway.

Getting a 1932 Ford Model B Truck Running

The upside to only having 4.6:1 compression is that the engine turns over easily. While grabbing the belt, we spun it through the four-stokes and didn’t hear anything scary. The distributor on the Model B has an internal timing advance. Sharp eyed Ford folks will note that the distributor is out of the engine in the photo. We found an original Model B distributor at Columbia Early Ford in Hudson, New York, and were in the process of the swap. The stock fuel tank was full of rust, so we bypassed it with a gas can and added a temporary fuel filter and fuel line. We also removed the distributor cap and turned the engine over to check for spark—after we found a set of reversed wires behind the ignition switch, we had it. With fuel, compression, and spark, it started and ran for about 30 seconds before we noticed water leaking out of the cylinder head.

Next Time in the Sibley Garage

The intention was to drive this truck to lunch or the golf course that day; a quick inspection of the cylinder head killed those plans. On the far right, you can see that the entire quench area of the cylinder head is missing. The damage there explained why there were exhaust fumes in the radiator and water in the cylinders. Despite this, the engine ran and idled.

Coming up next, we’ll scrounge a cylinder head, add fluids, repair the wiring, fix the brakes, and get it to idle and drive.