mod@tech

The 2023 Detroit Autorama spotlighted over 800 unique vehicles last weekend. Everything from off-the-wall custom cars and trucks to the more traditional hot rods, muscle cars and race cars were on display. Here we focus in on some of the most creative creations, crazy builds and head-scratching oddities that adorned the showroom floors. You may even recognize a handful of iconic custom cars on this page from hot rodding history, pop culture, movies or TV shows.

Starbird’s Futurista

Built on a 1963 Volkswagen chassis, this three-wheeled, stick-steering bubbletop was inspired by Darryl Starbird’s concept design. The original version debuted at the 1963 Oakland Roaster Show but was sadly destroyed after it fell off the transporter. This recreation was led by owner and builder Everett Reynolds Oronogo, MO, with the assistance of Cliff Starbird who hand built the body.

Starbird’s Futurista

Built on a 1963 Volkswagen chassis, this three-wheeled, stick-steering bubbletop was inspired by Darryl Starbird’s concept design. The original version debuted at the 1963 Oakland Roaster Show but was sadly destroyed after it fell off the transporter. This recreation was led by owner and builder Everett Reynolds Oronogo, MO, with the assistance of Cliff Starbird who hand built the body.

Starbird’s Futurista

Built on a 1963 Volkswagen chassis, this three-wheeled, stick-steering bubbletop was inspired by Darryl Starbird’s concept design. The original version debuted at the 1963 Oakland Roaster Show but was sadly destroyed after it fell off the transporter. This recreation was led by owner and builder Everett Reynolds Oronogo, MO, with the assistance of Cliff Starbird who hand built the body.

Starbird’s Futurista

Built on a 1963 Volkswagen chassis, this three-wheeled, stick-steering bubbletop was inspired by Darryl Starbird’s concept design. The original version debuted at the 1963 Oakland Roaster Show but was sadly destroyed after it fell off the transporter. This recreation was led by owner and builder Everett Reynolds Oronogo, MO, with the assistance of Cliff Starbird who hand built the body.

Starbird’s Futurista

Built on a 1963 Volkswagen chassis, this three-wheeled, stick-steering bubbletop was inspired by Darryl Starbird’s concept design. The original version debuted at the 1963 Oakland Roaster Show but was sadly destroyed after it fell off the transporter. This recreation was led by owner and builder Everett Reynolds Oronogo, MO, with the assistance of Cliff Starbird who hand built the body.

Starbird’s Futurista

Built on a 1963 Volkswagen chassis, this three-wheeled, stick-steering bubbletop was inspired by Darryl Starbird’s concept design. The original version debuted at the 1963 Oakland Roaster Show but was sadly destroyed after it fell off the transporter. This recreation was led by owner and builder Everett Reynolds Oronogo, MO, with the assistance of Cliff Starbird who hand built the body.

“Poriero” the 1999 Porsche Boxster

Another Starbird mention, this modern bubbletop car is owned and designed by Cliff Starbird of Derby, KS. Cliff is also a monster truck driver known for piloting vehicles such as Frankenstein, the Monster Vette, and Wild Stang. The bubble top was formed by Frankie Enloe of Oklahoma City.

“Poriero” the 1999 Porsche Boxster

Another Starbird mention, this modern bubbletop car is owned and designed by Cliff Starbird of Derby, KS. Cliff is also a monster truck driver known for piloting vehicles such as Frankenstein, the Monster Vette, and Wild Stang. The bubble top was formed by Frankie Enloe of Oklahoma City.

“Poriero” the 1999 Porsche Boxster

Another Starbird mention, this modern bubbletop car is owned and designed by Cliff Starbird of Derby, KS. Cliff is also a monster truck driver known for piloting vehicles such as Frankenstein, the Monster Vette, and Wild Stang. The bubble top was formed by Frankie Enloe of Oklahoma City.

“Strictly Kandy” 1996 Cadillac Fleetwood

Several low riders were on display at the show, but Michael Martinez’s car stood out due to the multi-colored custom paint and intricate glass etching throughout the build. The hydraulics are controlled by three pumps powered by eight batteries. The exterior details carry through to the custom interior.

“Strictly Kandy” 1996 Cadillac Fleetwood

Several low riders were on display at the show, but Michael Martinez’s car stood out due to the multi-colored custom paint and intricate glass etching throughout the build. The hydraulics are controlled by three pumps powered by eight batteries. The exterior details carry through to the custom interior.

“Strictly Kandy” 1996 Cadillac Fleetwood

Several low riders were on display at the show, but Michael Martinez’s car stood out due to the multi-colored custom paint and intricate glass etching throughout the build. The hydraulics are controlled by three pumps powered by eight batteries. The exterior details carry through to the custom interior.

“Strictly Kandy” 1996 Cadillac Fleetwood

Several low riders were on display at the show, but Michael Martinez’s car stood out due to the multi-colored custom paint and intricate glass etching throughout the build. The hydraulics are controlled by three pumps powered by eight batteries. The exterior details carry through to the custom interior.

“Strictly Kandy” 1996 Cadillac Fleetwood

Several low riders were on display at the show, but Michael Martinez’s car stood out due to the multi-colored custom paint and intricate glass etching throughout the build. The hydraulics are controlled by three pumps powered by eight batteries. The exterior details carry through to the custom interior.

The Monster Coach

Dan Dennis from Shelby Township, MI, created the Monster Coach with simple hand tools. The build is based on a 1922 Ford truck and inspired by The Munsters TV series. The black base paint is “Greasy Black” from the Ed Roth collection, painted by Dennis Kemle. Dr. Rue completed the pinstriping.

The Monster Coach

Dan Dennis from Shelby Township, MI, created the Monster Coach with simple hand tools. The build is based on a 1922 Ford truck and inspired by The Munsters TV series. The black base paint is “Greasy Black” from the Ed Roth collection, painted by Dennis Kemle. Dr. Rue completed the pinstriping.

The Monster Coach

Dan Dennis from Shelby Township, MI, created the Monster Coach with simple hand tools. The build is based on a 1922 Ford truck and inspired by The Munsters TV series. The black base paint is “Greasy Black” from the Ed Roth collection, painted by Dennis Kemle. Dr. Rue completed the pinstriping.

The Monster Coach

Dan Dennis from Shelby Township, MI, created the Monster Coach with simple hand tools. The build is based on a 1922 Ford truck and inspired by The Munsters TV series. The black base paint is “Greasy Black” from the Ed Roth collection, painted by Dennis Kemle. Dr. Rue completed the pinstriping.

Neil Sidders’ Outlaw

The Rat Rink Reunion displayed several Ed Roth creations upstairs on the main show room floor. To coincide with that display, this Outlaw-inspired creation appeared in the basement of Autorama. The Outlaw was Ed Roth’s first fiberglass show rod. Despite Roth making a four-piece mold to easily make and sell the bodies to the public, only two extra bodies were made. Neil Sidder took on the challenge of restoring one of the bodies, originally found battered and stored in a shed. This build isn’t meant to be an exact replica of Ed Roth’s original outlaw, but it certainly encompasses the spirit of Roth’s car.

Neil Sidders’ Outlaw

The Rat Rink Reunion displayed several Ed Roth creations upstairs on the main show room floor. To coincide with that display, this Outlaw-inspired creation appeared in the basement of Autorama. The Outlaw was Ed Roth’s first fiberglass show rod. Despite Roth making a four-piece mold to easily make and sell the bodies to the public, only two extra bodies were made. Neil Sidder took on the challenge of restoring one of the bodies, originally found battered and stored in a shed. This build isn’t meant to be an exact replica of Ed Roth’s original outlaw, but it certainly encompasses the spirit of Roth’s car.

Neil Sidders’ Outlaw

The Rat Rink Reunion displayed several Ed Roth creations upstairs on the main show room floor. To coincide with that display, this Outlaw-inspired creation appeared in the basement of Autorama. The Outlaw was Ed Roth’s first fiberglass show rod. Despite Roth making a four-piece mold to easily make and sell the bodies to the public, only two extra bodies were made. Neil Sidder took on the challenge of restoring one of the bodies, originally found battered and stored in a shed. This build isn’t meant to be an exact replica of Ed Roth’s original outlaw, but it certainly encompasses the spirit of Roth’s car.

Neil Sidders’ Outlaw

The Rat Rink Reunion displayed several Ed Roth creations upstairs on the main show room floor. To coincide with that display, this Outlaw-inspired creation appeared in the basement of Autorama. The Outlaw was Ed Roth’s first fiberglass show rod. Despite Roth making a four-piece mold to easily make and sell the bodies to the public, only two extra bodies were made. Neil Sidder took on the challenge of restoring one of the bodies, originally found battered and stored in a shed. This build isn’t meant to be an exact replica of Ed Roth’s original outlaw, but it certainly encompasses the spirit of Roth’s car.

Neil Sidders’ Outlaw

The Rat Rink Reunion displayed several Ed Roth creations upstairs on the main show room floor. To coincide with that display, this Outlaw-inspired creation appeared in the basement of Autorama. The Outlaw was Ed Roth’s first fiberglass show rod. Despite Roth making a four-piece mold to easily make and sell the bodies to the public, only two extra bodies were made. Neil Sidder took on the challenge of restoring one of the bodies, originally found battered and stored in a shed. This build isn’t meant to be an exact replica of Ed Roth’s original outlaw, but it certainly encompasses the spirit of Roth’s car.

“The Big Bat” 1957 Lincoln

​The legendary Bill Hines was slinging lead, chopping tops and building custom cars for over 60 years. The Big Bat is one of his original creations, now owned by Bob “Sh-Boom” Fryz. All paint and body modifications were completed by the famous Leadslinger himself, and it was an honor to be in the presence of such an iconic vehicle straight out of custom car history.

“The Big Bat” 1957 Lincoln

The legendary Bill Hines was slinging lead, chopping tops and building custom cars for over 60 years. The Big Bat is one of his original creations, now owned by Bob “Sh-Boom” Fryz. All paint and body modifications were completed by the famous Leadslinger himself, and it was an honor to be in the presence of such an iconic vehicle straight out of custom car history.

“The Big Bat” 1957 Lincoln

The legendary Bill Hines was slinging lead, chopping tops and building custom cars for over 60 years. The Big Bat is one of his original creations, now owned by Bob “Sh-Boom” Fryz. All paint and body modifications were completed by the famous Leadslinger himself, and it was an honor to be in the presence of such an iconic vehicle straight out of custom car history.

“The Big Bat” 1957 Lincoln

​The legendary Bill Hines was slinging lead, chopping tops and building custom cars for over 60 years. The Big Bat is one of his original creations, now owned by Bob “Sh-Boom” Fryz. All paint and body modifications were completed by the famous Leadslinger himself, and it was an honor to be in the presence of such an iconic vehicle straight out of custom car history.

“The Big Bat” 1957 Lincoln

The legendary Bill Hines was slinging lead, chopping tops and building custom cars for over 60 years. The Big Bat is one of his original creations, now owned by Bob “Sh-Boom” Fryz. All paint and body modifications were completed by the famous Leadslinger himself, and it was an honor to be in the presence of such an iconic vehicle straight out of custom car history.

“The Big Bat” 1957 Lincoln

The legendary Bill Hines was slinging lead, chopping tops and building custom cars for over 60 years. The Big Bat is one of his original creations, now owned by Bob “Sh-Boom” Fryz. All paint and body modifications were completed by the famous Leadslinger himself, and it was an honor to be in the presence of such an iconic vehicle straight out of custom car history.

Swipe through the below gallery for more 2023 Autorama favorites

Swipe through this gallery for more 2023 Detroit Autorama favorites

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.