You may have heard some chatter about subscriptions in regards to new cars. Just when you couldn’t feel more old, along comes another way for automakers to change the way business is done. In particular, Volvo is finally offering Care by Volvo to California residents so they may have the option of a flexible subscription lease program that includes usage, maintenance, road hazard coverage, limited excess wear allowance and other common services — all via one monthly payment. Even insurance coverage is taken care of!
No word on whether the upcoming Volvo EX90 will have Care by Volvo available, but we anticipate it.
This program will roll out in February 2023 “in response to consumers’ increasing desire for simplicity and flexibility when it comes to ownership, whether it’s a mobile device, streaming channels, or a car.” The Care by Volvo subscription is an option that you can choose for your new Volvo, no different than adding a heads-up display or bigger wheels to the options list, whether you’re buying, financing or leasing.
“We are thrilled to give Californians the ability to subscribe to their cars,” says the Senior Vice President Americas and President and CEO of Volvo Car USA, Anders Gustafsson. “Volvo is about giving people the freedom to move in a personal, safe and sustainable way. The simplicity and flexibility Care by Volvo offers is unmatched.”
Volvo EX90
What distinguishes Care by Volvo over traditional leases is the lack of long-term commitment — you can cancel your subscription and return the vehicle after making your fifth payment (though some states like Illinois require 12 months). Up to now, Care by Volvo has not been available to California residents, but that’s changing in February 2023.
Volvo also has another subscription service called Polestar Engineered Optimization. Named after Volvo’s performance brand, this software-based upgrade allows you to download software that will make your Volvo faster and more balanced with a combination of “more engine power and torque with enhancing powertrain adjustments.” Fuel economy and emission levels are not affected, and neither is the warranty. There are up to six upgrades available for Volvo models.
To start the process for Care by Volvo, interested parties can visit www.volvocars.com to research and choose a Volvo model before visiting a retailer to review prices. Once an order is initiated, they receive a link to complete the application process from the comfort of their own home, local Starbucks or anywhere else. Approved Care by Volvo subscribers can choose a delivery date, visit the retailer to finish the paperwork and then drive off in their new vehicle.
Still confused what this new-fangled subscription thing is? Visit your local dealer to find out more.
“Gymkhana 2022” was a worthy addition to the popular gymkhana viral video series started by Ken Block, with plenty of insane stunts performed by Travis Pastrana in his 1983 Subaru GL wagon called the Family Huckster. But nearly every stunt in the video almost didn’t happen.
Subaru of America’s “Launch Control” YouTube show is doing a three-part behind-the-scenes look called “Road to Gymkhana 2022” showing just how much of a scramble it was to overcome injuries, mechanical issues, and plain old bad luck. Note that this second episode was filmed before the death of series creator Ken Block.
The problems started when Pastrana was injured attempting a BASE jump off a building in Fort Lauderdale for the video. A parachute malfunction led to a hard landing, which left Pastrana hospitalized and put shooting on hold for six months. Despite being bedridden, Pastrana was remarkably upbeat, owing to his years of experience putting his body on the line.
Travis Pastrana drives a Subaru in Gymkhana 2022
“Travis has an unusual amount of experience being injured,” William Stokes, Subaru of America motorsports manager, said in the video. So he had no problem getting back behind the wheel after his recovery.
Once filming restarted, there was an issue shooting a drag race between Pastrana and YouTube personality Cleetus McFarland, who drove a 3,000-hp Chevrolet El Camino. A fault in the Chevy’s engine mapping meant it refused to launch hard, and then the Family Huckster developed problems as well. This was especially problematic because the race was being filmed on a closed public street, with only a limited amount of time available to get the shot.
Another time constraint was daylight. By the time everything was set up to shoot Pastrana performing stunts in tandem with a monster truck, the sun was going down and the clock was ticking. That left time for two or three attempts, which could easily get eaten up during multiple takes looking for the right camera angles, or by mechanical issues.
In that high-pressure situation, Pastrana clipped a concrete barrier, damaging the suspension and rear axle. Switching to rally pit crew mode, Subaru’s mechanics descended on the wounded car and got it working again in time to get the shot.
If you’ve seen “Gymkhana 2022,” Subaru’s behind-the-scenes videos are definitely worth watching to see just how much effort goes into making something as dangerous and unpredictable as a gymkhana video.
This 1928 Ford Model A features a steel roadster body finished in black and was reportedly built in the early 1980s. Power is from a 350ci Chevrolet V8 mated to a Turbo-Hydramatic three-speed automatic transmission, and equipment includes a dual exhaust system with cutouts, Mustang II-spec independent front suspension, a removable black soft top, front disc brakes, a trunk-mounted fuel cell, and red-finished steel wheels. This hot rod was acquired by the seller around a decade ago and is now offered at no reserve with transferrable New York registration in the seller’s name.
The steel roadster bodywork is finished in black and mounted atop a red-finished Model A frame. Exterior details include a split windshield, a black fabric soft top, a custom radiator cap, and matte black-finished headlight buckets with custom pinstriping.
Red-finished steel wheels wear chrome trim rings and are mounted with whitewall tires. Braking is through front discs and rear drums, and the car rides on Mustang II-spec independent front suspension and a solid rear end with coil springs out back.
The cabin houses a bench seat trimmed in multicolor patterned fabric upholstery that also extends to the door panels. Lap belts are fitted for both occupants, and a thermometer is mounted to the passenger-side upper kick panel.
A banjo-style steering wheel with a brodie knob sits ahead of a column-mounted Mooneyes 8k-rpm tachometer and body-color metal dashboard housing a central instrument cluster that contains a fuel level gauge and a barrel-type speedometer. Auxiliary displays for coolant temperature, oil pressure, and fuel level are found under the dash. The five-digit odometer shows approximately 67k miles, around 1k of which have been added during current ownership. Total mileage is unknown.
The 350ci Chevrolet V8 is topped by a single Edelbrock four-barrel carburetor and features a trunk-mounted Wisco fuel cell, a Weiand intake manifold, and a Mallory distributor. Tubular stainless-steel headers feed a dual exhaust system with cutouts that exit ahead of the doors.
Power is sent to the rear wheels via a Turbo-Hydramatic three-speed automatic transmission that was rebuilt in 2022 by Atec Transmissions of Elma, New York. Additional underbody images are provided in the gallery below. Corrosion on the underside is noted.
The car does not have a title, as it is registered in a state that does not issue titles for vehicles of its age. It is being sold with transferrable New York registration.
This 1932-style Ford roadster was built under previous ownership with a Weiand-supercharged 350ci V8 and a four-speed automatic transmission. The steel and fiberglass bodywork is finished in yellow, while the interior is trimmed in cream-colored leather. Other features include a four-barrel carburetor, an electric fan, 14″ and 15″ wheels, Wilwood four-wheel disc brakes, side exhaust pipes, chrome suspension components, bucket headlights, and a tan soft top. The selling dealer acquired the car in late 2022. This hot rod is now offered with a clean California title that describes the vehicle as a 1932 Ford convertible.
The yellow car is said to use a steel front clip paired with a fiberglass-bodied cab and trunk lid. The exposed suspension linkage has been chrome-finished, and other features include side pipes, bucket headlights, tinted taillights, and a removable tan soft top.
Staggered-width 14″ and 15″ wheels with American Racing center caps are mounted with 195/70 Runway Enduro-706 front tires and 285/70 BFGoodrich Sport Truck T/A rear rubber. The four-link front and rear suspension makes use of a transverse leaf spring up front and adjustable rear coilovers. The car also utilizes a Wilwood four-wheel disc-brake system.
The cockpit features contoured bucket seats trimmed in cream-colored leather, with color-coordinated interior panels and beige carpeting. Speakers are positioned in the door panels, but the car has no stereo.
The steering wheel has a chrome center section and a light-colored rim. VDO instrumentation consists of a 120-mph speedometer, a 7k-rpm tachometer, and five auxiliary gauges spread across the dash. The digital odometer shows 30k miles, approximately 300 of which have been added by the selling dealer. True chassis mileage is unknown.
The trunk compartment is trimmed in material that matches the cabin. The fuel cell and the battery are housed under removable panels in the trunk.
The 350ci V8 features a Weiand supercharger topped by a four-barrel carburetor. Other equipment includes polished tubular exhaust headers, a Mallory distributor, an electric fan, a chrome-finished alternator, and polished valve covers. A coolant leak from the intake manifold is noted by the selling dealer.
Power is delivered to the wheels through a TH700 four-speed automatic transmission and a solid rear axle.
This 1939 Buick Roadmaster was acquired by actress Lynda Day George and her late husband, actor, and producer Doug Cronin in the 1970s. The car was later modified in the 1990s with work including repainting the body, reupholstering the interior, and installing a replacement front subframe, an aftermarket rear suspension, power front disc brakes, an Oldsmobile 350ci V8, and a TH350 three-speed automatic transmission. The car is finished in a color-shifting paint over black leather upholstery and features dual inset spare wheel covers, reverse-hinged rear doors, air conditioning, power front windows, power-assisted steering, 17″ American Racing wheels, aftermarket speakers, and a CD stereo. This modified Buick Roadmaster is now offered in Arizona by the seller on behalf of the owner with a Washington State title.
The body is finished in a color-shifting paint and is said to have been repainted in the 1990s. Features include a “waterfall” front grille, a missile-style hood ornament, venti-ports, Buick emblems, chrome bumpers and mirrors, rubber-covered running boards, headlight nacelles, dual inset spare wheel covers in the front fenders, reverse-hinged rear doors, and dual exhaust outlets that exit below the rear bumper. There are chips and scratches in the paint on the hood, doors, and fenders.
The 17″ American Racing Wheels are mounted with 245/45 General Exclaim tires. The car has been fitted with power steering, a replacement front subframe, and an aftermarket rear suspension with coil springs, shock absorbers, and a sway bar. Braking is handled by power-assisted front discs and rear drums.
The cabin features front and rear bench seats reupholstered in black leather joined by a color-coordinated dashboard, door panels, and carpets. Features include air conditioning, an analog clock, power front windows, a roof-mounted rear DVD player, aftermarket speakers, and a CD stereo.
The four-spoke steering wheel frames a 120-mph speedometer and gauges for fuel level, coolant temperature, oil pressure, and an ammeter. The five-digit mechanical odometer shows 3,500 miles, all of which have been added under current ownership. Total mileage is unknown.
The replacement Oldsmobile 350ci V8 was installed under current ownership and features an HEI-style distributor and a polished alternator, air cleaner assembly, and valve covers.
Power is delivered to the rear wheels through a TH350 three-speed automatic transmission and a 10-bolt Positraction rear axle. Corrosion is visible on exhaust system components.
The Washington State title lists an “Antique” brand.
Most people don’t go without experiencing their first automobile ride until the age of eight. Most people don’t experience their first automobile ride in a Tatra T77. Andy Simo wasn’t most people. However, he did display the same fondness that most people have for significant cars from their youth, a fondness that led to the no-expense-spared restoration of the early-build 1934 Tatra T77 that Amelia Island will auction this spring.
The T77 is really a car without precedent. Described as the first production car built with aerodynamic principles in mind (if one ignores Rumpler’s 1921 Tropfenwagen), Hans Ledwinka and Paul Jaray’s T77 – a larger and far more luxurious version of the V570 people’s car prototype they built for Czech automaker Tatra – had benefited from development in the same wind tunnels that Zeppelin used to test its rigid airship designs. Scale models showed that the T77’s design could achieve a coefficient of drag as low as 0.245 (about the same as a Tesla Model S), though when it debuted in 1934, its coefficient of drag measured 0.36 (comparable to a second-generation Volkswagen Jetta). Still, compared to its contemporaries, it was radically slippery, and Ledwinka took advantage of its reduced wind resistance to power the large car sitting on a 124-inch wheelbase with a relatively small 2968cc V-8.
Jaromír Czernin-Morzin’s Tatra T77 on its Italian Alps tourPhoto courtesy Million-Dollar-Tatra.com
How important was the Tatra T77?
Nor were the T77’s aerodynamics the car’s only compelling engineering feature. Ledwinka placed that V-8 in the rear of the car, thus negating the need for a driveshaft tunnel, allowing the passengers to sit lower in the car and improving the car’s handling with a lower center of gravity. He also specified a modified version of Tatra’s now-signature backbone chassis that incorporated independent suspension front and rear, hemispherical combustion chambers for the 59hp air-cooled dry-sump walking-beam overhead-valve V-8, extensive use of the same magnesium alloy that formed the body of the long-lost 1935 Bugatti Aerolithe, and – at least for the prototypes and some early production vehicles – a central driver’s position. Its top speed of 90 miles per hour was remarkable, but far more has been made of the influence that the T77 (along with other advanced vehicles of that era) had on Ferdinand Porsche and his air-cooled, rear-engine, streamlined vehicles.
Tatra built just 105 or 106 T77s before releasing the updated T77a with its larger 75hp 3377cc V-8 in 1935 (and then the thoroughly updated T87 in 1936), so the young Andy Simo’s first ride was in an exceptionally rare car. As with many vehicles in Czechoslovakia, particularly luxury cars, many T77s were appropriated by invading forces during World War II and by Communist Party leaders in the decades afterward, leading to a low survival rate and to minimal records regarding the ones that did survive. Of those 105 or 106, just four restored and drivable examples were known to exist. Simo’s now makes it five.
According to the Tatra Museum in Koprivnice, the car, chassis number 23014, was the ninth production T77 chassis. A Czech count, Jaromír Czernin-Morzin, bought it new with the specific goal of touring the Italian Alps as part of a dual-T77 excursion that, according to Simo’s research, turned into an informal reliability test and proto-reality show as the Czech public followed the Tatras’ travails, almost expecting one or the other to drop out due to the challenging mountain passes. Czernin sold the T77 in 1936, and Simo’s research doesn’t pick up its trail again until the mid-Seventies, when its then owner took it off the road and stored it away in a barn in Slovakia. German collector car dealer Axel Schütte then bought the T77 in 2005, displayed it at the Essen Classic Motor Show the year after, and sold it to Simo in 2007.
Just a couple of years after young Simo took that first Tatra ride, he and his family emigrated from their small village outside of Bratislava to the United States. He eventually graduated with a degree in aeronautical engineering from Purdue in 1961 after which, according to his biography, he worked for Boeing, Lockheed, and Martin-Marietta before a career pivot to designing and manufacturing archery products. Along the way, he collected a number of classics but, attributing his interest and expertise in aeronautics to the T77 he once rode in, always kept an eye out for a T77 to restore.
The Restoration of T77 23014
The one that he bought, which featured standard right-hand-drive steering and an optional Webasto sunroof, had indeed required a full restoration, one that would require more than just and engine rebuild and new paint and upholstery. Stripping it down revealed that at some point it had been in a “significant” collision with one chassis component looking as though somebody had welded it back together after stick of dynamite scattered it. Even worse, corrosion and cracking had compromised parts of the backbone chassis and though the original ash framing underneath the body panels remained, it had rotted so severely that much of it had to be replaced.
“So few T77s survived World War II that there was no available cache of parts from donor cars,” Simo wrote.
Nevertheless, in 2012 he had the T77 dismantled and examined before it was 3D scanned both with and without body panels installed to create a detailed CAD model of the wooden body structure. That model, along with the existing wood framing pieces, was sent to a specialist in France who replicated the rotted pieces. In 2016, Simo relocated the Tatra from its first restoration shop to International Auto Restoration in Oak Lawn, Illinois, where Dan McMahon and his team then reassembled the body panels to the wood work and proceeded to fabricate new box sections to splice into the undamaged sections of the chassis. Only two of the car’s original 16-inch steel disc wheels remained with it, so Simo had three new wheels fabricated to the originals’ specifications.
While the timeworn body remained in decent shape overall, it still required a scratch built engine cover, complete with fin, and Simo decided to fill in the sunroof opening rather than contend with the sunroof’s known fitment issues. While remnants of the original interior showed that it had been finished in light tan leather, Simo also chose to deviate from the car’s original specifications with gray leather, which was also available from the factory.
Fortunately, the engine and transaxle remained sound, according to Simo, though a number of components had to be replaced. Without a ready supply of replacement parts, Simo had new pistons, connecting rods, and valves machined, though he somehow located a new-old stock carburetor in the Czech Republic and found a replacement Bendix starter.
Simo, unfortunately, died in May 2017 and never got to see or ride in the completed Tatra. Rather than try to offload an in-progress restoration, his family decided to press on, ultimately finishing the car this past autumn, before putting the car up for sale. “His wife Cherie, daughter Melanie, and son Steven understood Andy’s passion for excellence and his love for this unusual automobile that had such a profound effect on Andy’s life,” according to Million-Dollar-Tatra.com, the website chronicling the car’s restoration.
The Tatra will cross the block as part of RM Sotheby’s Amelia Island auction, that auction house’s last sale at the Amelia Island concours weekend. RM Sotheby’s has not announced a pre-auction estimate for the Tatra, though the URL of the car’s website should give an indication of what the Simo family expects the car to sell for. The RM Sotheby’s Amelia Island auction will take place March 4 at 4171 Amelia Island Parkway in Fernandina Beach, Florida. For more information, visit RMSothebys.com.
Preface: When I initially had the idea to write a field guide of sorts on the caveats of discovering a car that is the bee’s knees, I thought a deep dive in the Internet could quickly be helpful for those out in the field. But the truth is that, even within the best websites, it’s difficult to find what you need without trial and error, which is time-consuming. In addition, the fact that factory documents don’t always agree with each other makes it even more difficult. Conclusion: read on!
When it comes to a car auction, you want to be prepared for the cars that interest you. But what happens when you stumble upon a car that piques your interest and you want to bid on it while knowing nothing about it?
When you see an auction on TV, the camera always makes things look better than what they may be. Having your eyes on a vehicle in person allows you to see the issues a car may have, yet your eyes are of no help if you are unfamiliar with a particular vehicle.
As long as your sobriety is guiding you, you need to think fast and figure out how to evaluate a vehicle. No, we’re not talking about whether the air cleaner is the correct unit or painted properly — that’s something that requires more experience or the assistance of an expert. With time running out before the vehicle goes on the block, what can you do?
Here’s some suggestions — a bit of structure to keep you focused and recommended pages to look up on your smartphone.
This is a 1971 Dodge Charger R/T. It looks sleeker than the 1968-70 Charger, and it looks wild thanks to its “High Impact” Citroen Yella (GY3) paint. This Mopar has curb appeal in spades for anyone passing by. Assuming you’re a seasoned car guy or gal, you can check body panel fit, paint and so forth on your own. Knowing whether it is legit may be beyond your acumen, but you have help.
If you’re not strong on Mopars, it’s good to bookmark www.hamtramck-historical.com. Go to the Library section and you’ll have access to original dealer literature, much of it tools for sales staff. It’s a good reference when going over this Charger, but first we must verify the VIN that’s listed in the auction description. After some trial and error, we can find Charger VINs in the Fleet data book. What does the Charger’s VIN say? WP29 is a 383-powered Charger SE. That doesn’t sound like WS23 for an R/T, does it?
If you look at the Charger section of the 1971 Dodge data book, you can confirm the R/T came standard with a 440 four-barrel, which is what this car now has. The more you peruse the site, the more you can learn what equipment distinguished the base Charger, Charger 500, Charger Super Bee, Charger R/T and Charger SE. Note the hidden headlights, standard on the SE but available on the R/T.
Note the correct taillights on this 1971 Charger R/T.
Two different taillights were available depending on the model, with this yellow car having the wrong taillights for an R/T, which should be louvered. Visiting the page that shows what’s new for 1971 says the 1971 Charger R/T had a standard louvered hood, taillights and doors (the latter simulated). What hood does this R/T have?
No, it doesn’t look louvered. The only other hood available on an R/T was the Ramcharger with ram air, so what’s this one? Per the description of “what’s new for 1971,” the Super Bee has a “performance hood with simulated valve covers.”
The correct doors.Decals without simulated louvers.
And the doors? R/Ts featured “simulated door louvers with black tape in depressions,” but look at this car — someone simply installed the tape on a door without the depressions. What does that leave us with? A Charger SE posing as an R/T with a Super Bee hood, the wrong taillights and the wrong doors. Do you want to overspend on this car without knowing this stuff?
It’s difficult to figure these things out with a limited amount of time. Even while preparing this story, I found a Mopar item that showed the Charger’s VIN to begin with X instead of W, like it was in 1970 and earlier. Clearly this was a pre-production document that was changed by the time 1971 cars were being built in August 1970, but how can you know when you’re out in the field and ferociously trying to learn as much as you can with a limited amount of time?
This 1970 Challenger R/T convertible had a similar issue. Checking the VIN on the Fleet data book for 1970 shows the prefix should be JS27. The sign on the windshield shows JH27, which means it’s a regular Challenger convertible and not an R/T. The engine code “L” means it’s originally a 383 two-barrel, which was not available on the R/T. Game over!
There are other things about this car that may or may not be red flags. See the white hood stripe? It’s a 1971 stripe in white, and the stripe was originally only available in black anyway. Plus, the side stripe has the R/T badge in it, which it shouldn’t have. A personalized car? A car restored by someone who didn’t know any better? It can run the gamut, and you can’t allow this to be a litmus test on whether something funky is going on, especially when the VIN alone is telling the tale.
Another thing to consider when scanning the landscape of vehicles is to take claims made about a car with a grain of salt. For example, check out this 1971 Oldsmobile 4-4-2 W30 convertible. It is documented that 110 were built, but the seller is claiming only 10 were built with air conditioning.
As a former owner of the 1970 version of this car, I’m pretty familiar with the level of information that exists for Oldsmobiles, so I know the 1 of 10 distinction is not documented. Even better, I know the guy who runs the 1971 W30 convertible registry, and he currently has 22 documented vehicles on record. If you are able to find a registry on a particular car, you may be able to find answers to your questions.
Let’s return to Mopars. A 1967 GTX is a great car, a substantial performer that only pales in comparison to the top engines in the era. If you didn’t know any better, you’d think this car presents well but, as luck would have it, it was parked next to another GTX. Compare the two. Notice what’s different? (hint: compare the stripes)
Having an eye to spot these things comes in handy, but experience is the best teacher. Otherwise, a resource like Hamtramck Historical will help you learn how the stripes should be configured.
Lesson to ponder: if you try to learn as much as you can within a few hours, you will be faced with resources that may not present everything about a particular vehicle, or will offer information that doesn’t agree with a similar resource (like the 1971 Charger VINs). Perhaps if you think of it as common stock, then you would never consider buying anything after properly researching it. Why should cars be any different?
Preface: When I initially had the idea to write a field guide of sorts on the caveats of discovering a car that is the bee’s knees, I thought a deep dive in the Internet could quickly be helpful for those out in the field. But the truth is that, even within the best websites, it’s difficult to find what you need without trial and error, which is time-consuming. In addition, the fact that factory documents don’t always agree with each other makes it even more difficult. Conclusion: read on!
When it comes to a car auction, you want to be prepared for the cars that interest you. But what happens when you stumble upon a car that piques your interest and you want to bid on it while knowing nothing about it?
When you see an auction on TV, the camera always makes things look better than what they may be. Having your eyes on a vehicle in person allows you to see the issues a car may have, yet your eyes are of no help if you are unfamiliar with a particular vehicle.
As long as your sobriety is guiding you, you need to think fast and figure out how to evaluate a vehicle. No, we’re not talking about whether the air cleaner is the correct unit or painted properly — that’s something that requires more experience or the assistance of an expert. With time running out before the vehicle goes on the block, what can you do?
Here’s some suggestions — a bit of structure to keep you focused and recommended pages to look up on your smartphone.
This is a 1971 Dodge Charger R/T. It looks sleeker than the 1968-70 Charger, and it looks wild thanks to its “High Impact” Citroen Yella (GY3) paint. This Mopar has curb appeal in spades for anyone passing by. Assuming you’re a seasoned car guy or gal, you can check body panel fit, paint and so forth on your own. Knowing whether it is legit may be beyond your acumen, but you have help.
If you’re not strong on Mopars, it’s good to bookmark www.hamtramck-historical.com. Go to the Library section and you’ll have access to original dealer literature, much of it tools for sales staff. It’s a good reference when going over this Charger, but first we must verify the VIN that’s listed in the auction description. After some trial and error, we can find Charger VINs in the Fleet data book. What does the Charger’s VIN say? WP29 is a 383-powered Charger SE. That doesn’t sound like WS23 for an R/T, does it?
If you look at the Charger section of the 1971 Dodge data book, you can confirm the R/T came standard with a 440 four-barrel, which is what this car now has. The more you peruse the site, the more you can learn what equipment distinguished the base Charger, Charger 500, Charger Super Bee, Charger R/T and Charger SE. Note the hidden headlights, standard on the SE but available on the R/T.
Note the correct taillights on this 1971 Charger R/T.
Two different taillights were available depending on the model, with this yellow car having the wrong taillights for an R/T, which should be louvered. Visiting the page that shows what’s new for 1971 says the 1971 Charger R/T had a standard louvered hood, taillights and doors (the latter simulated). What hood does this R/T have?
No, it doesn’t look louvered. The only other hood available on an R/T was the Ramcharger with ram air, so what’s this one? Per the description of “what’s new for 1971,” the Super Bee has a “performance hood with simulated valve covers.”
The correct doors.Decals without simulated louvers.
And the doors? R/Ts featured “simulated door louvers with black tape in depressions,” but look at this car — someone simply installed the tape on a door without the depressions. What does that leave us with? A Charger SE posing as an R/T with a Super Bee hood, the wrong taillights and the wrong doors. Do you want to overspend on this car without knowing this stuff?
It’s difficult to figure these things out with a limited amount of time. Even while preparing this story, I found a Mopar item that showed the Charger’s VIN to begin with X instead of W, like it was in 1970 and earlier. Clearly this was a pre-production document that was changed by the time 1971 cars were being built in August 1970, but how can you know when you’re out in the field and ferociously trying to learn as much as you can with a limited amount of time?
This 1970 Challenger R/T convertible had a similar issue. Checking the VIN on the Fleet data book for 1970 shows the prefix should be JS27. The sign on the windshield shows JH27, which means it’s a regular Challenger convertible and not an R/T. The engine code “L” means it’s originally a 383 two-barrel, which was not available on the R/T. Game over!
There are other things about this car that may or may not be red flags. See the white hood stripe? It’s a 1971 stripe in white, and the stripe was originally only available in black anyway. Plus, the side stripe has the R/T badge in it, which it shouldn’t have. A personalized car? A car restored by someone who didn’t know any better? It can run the gamut, and you can’t allow this to be a litmus test on whether something funky is going on, especially when the VIN alone is telling the tale.
Another thing to consider when scanning the landscape of vehicles is to take claims made about a car with a grain of salt. For example, check out this 1971 Oldsmobile 4-4-2 W30 convertible. It is documented that 110 were built, but the seller is claiming only 10 were built with air conditioning.
As a former owner of the 1970 version of this car, I’m pretty familiar with the level of information that exists for Oldsmobiles, so I know the 1 of 10 distinction is not documented. Even better, I know the guy who runs the 1971 W30 convertible registry, and he currently has 22 documented vehicles on record. If you are able to find a registry on a particular car, you may be able to find answers to your questions.
Let’s return to Mopars. A 1967 GTX is a great car, a substantial performer that only pales in comparison to the top engines in the era. If you didn’t know any better, you’d think this car presents well but, as luck would have it, it was parked next to another GTX. Compare the two. Notice what’s different? (hint: compare the stripes)
Having an eye to spot these things comes in handy, but experience is the best teacher. Otherwise, a resource like Hamtramck Historical will help you learn how the stripes should be configured.
Lesson to ponder: if you try to learn as much as you can within a few hours, you will be faced with resources that may not present everything about a particular vehicle, or will offer information that doesn’t agree with a similar resource (like the 1971 Charger VINs). Perhaps if you think of it as common stock, then you would never consider buying anything after properly researching it. Why should cars be any different?
Your week is off to a great start because you made the time to check out this week’s Hemmings Auctions Roundup. Thirty-eight new listings ran through our online auctions between Sunday, January 22, and Saturday, January 28, and we saw a sell-through rate of 63 percent. Of the 24 that sold, 6 were post-auction Make Offer listings. View the latest consignments and consider placing your bids after subscribing to the daily Hemmings Auctions newsletter.
1978 Pontiac Trans Am
Reserve: $22,500
Selling Price: $27,300
Recent Market Range: $20,100-$29,500
There’s no end to enthusiasts’ affection for the late-Seventies Trans Am, as this show-quality 1978 coupe proved. It sparked a flurry of comments (34!) and bids (11!) that resulted in it easily surpassing its reserve to sell well. The believed-numbers-matching Pontiac had one repaint with minor blemishes, and proudly sported the model’s trademark bold decals. Its Carmine velour-upholstered interior looked great and all its accessories still worked, although the speedometer was noted to read 5-mph low. This former-museum car’s 180-hp, 400-cu.in. V-8 and automatic transmission operated properly, and tires were reasonably fresh. Ample documentation, window sticker included, sealed the deal.
1951 Austin Atlantic A90
Reserve: $17,000
Selling Price: $26,250
Recent Market Range: $19,100-$21,500
Whether it was the stunning presentation of this Atlantic A90 Coupe that fascinated bidders, or the car itself, the little Austin managed to rocket past its recent market range. What caused the fuss? The reportedly never-rusted Canadian-market two-door came out of single-family ownership and enjoyed an extensive, expensive restoration circa-2000 that left it looking and running great. Minor noteworthy niggles included a bit of paint touch-up, some creasing in the leather seats, and cracks in the plastic steering wheel. A stack of documentation included maintenance records and restoration receipts. Bidders recognized what a special story this rare car represented and acted accordingly.
1928 Oakland Model 212
Reserve: None
Selling Price: $11,813
Recent Market Range: $7,000-$12,000
Few remember the venerable General Motors brand whose junior subsidiary, Pontiac, would outlive it by 79 years. Oakland cars were quietly powerful and enjoyed dignified styling, as this 1928 Landau Coupe demonstrated. It was a previously restored car that was driven, but its 228-cu.in. inline-six engine was immobile at the time of auction from an undiagnosed fuel or timing issue. While it generally presented very well with an intact mohair-upholstered interior, the car was noted to have some flaking exterior paint, old tires, and nonfunctioning lighting. The seller suggested re-lining the brakes before driving this Model 212, too. Despite those demerits, the rare Oakland sold strongly.
2004 Maserati Coupe
Reserve: $23,500
Selling Price: $25,463
Recent Market Range: $20,000-$31,000
While some cognoscente consider the Maserati Coupe to be akin to a four-seat Ferrari gran turismo, the Maserati’s value is a pittance compared to that of an equivalent product from Maranello. This 2004 model appeared nearly new, backed up by the sub-8,000-mile odometer reading; a few paint chips were its only noted exterior flaws. The four-place interior was swathed in medium-blue leather from sill to (and including) ceiling, and all accessories were promised to work. The 385-hp V-8 was mated to a Cambiocorsa automated manual gearbox, and no leaks or flaws were disclosed; the suspension and brakes were likewise up to snuff. The hammer price of this Maserati was a bargain as expected.
2013 Chevrolet Camaro SS
Reserve: $20,000
Selling Price: $25,463
Recent Market Range: $27,500-$42,500
The modern Camaro SS convertible is desirable in its own right, but Richard Petty’s firm, Petty’s Garage, made this 2SS Dusk Special Edition even more special. The 2013 Chevy had been driven a bit over 43,000 miles, but there appeared very little evidence of such. The Blue Ray Metallic paint was called “9.5 out of 10,” the matching top had little wear, and the special Dusk Mojave leather upholstery was “great;” Mr. Petty even autographed the dash. The 6.3-liter V-8 had upgraded parts, was dyno’d at 348 hp, and it and the unmodified automatic ran like new. A lowered suspension and 22-inch wheels were present, but stock parts went with the car. This Camaro offered huge bang for the buck.
1947 Buick Super 8
Reserve: $76,000
Selling Price: $85,050
Recent Market Range: N/A
Street rods and restomods blending vintage sheetmetal with modern performance have enduring appeal, as evidenced by the stout hammer price for this postwar Buick 56-C convertible. Outside of the body, little remained from 1947: the engine was a 2002 GM LS V-8, the transmission a four-speed 4l60E, the suspension featured Ride Tech air components, and the wheels were 18- and 20-inch alloys. The Super 8’s interior was notably updated with leather-wrapped bucket seats, a console, and Vintage Air A/C. Turning heads were the Red Wine metallic paint and black cloth folding roof, with gleaming chrome for contrast. A mere 272 miles were added so far, leaving the winning bidder to hit the open road.
