When American Motors introduced the redesigned Rebel in 1967, it was the only new intermediate in the American marketplace. All other mid-size cars looked old in comparison. The head start was something that AMC was not used to when competing toe-to-toe with the Big Three, which was its strategy at the time. Today, Rebels are somewhat ignored except by Rambler folks, which is a good reason why we choose this 1968 Rebel 770 four-door sedan as our Pick of the Day. It is being sold on ClassicCars.com by a dealer in southern New Jersey. (Click the link to view the listing)
The Rebel series featured a monocoque body and included the base 550, mid-level 770 and top-line SST. The 770 was available as a four-door sedan and a two-door semi-fastback hardtop. AMC considered the 770 “chromier, plusher, lusher” than the 550; extra features as part of the the 770 included rear ash trays, rear arm rests, Custom steering wheel, glove box lock, dual horns, and cloth and vinyl or all-vinyl seats. Nifty features like recessed door handles were a distinguishing feature compared to the Big Three.
A 232 six was standard, with a 290 and 343 V8 with up to 280 horsepower as options (a 315-horsepower 390 was introduced later in the year). A four-speed manual was available for the V8s, and gears as radical as 4.44:1 were available from your local AMC dealership. Some trivia: not only were the Rebel 550 and SST convertibles AMC’s final intermediate droptops, but they also were the final AMC convertibles, period.
This 69,000-mile 1968 Rebel 770 four-door sedan features the 290 two-barrel engine backed by an automatic transmission. Seller says it has power steering and a limited-slip rear, the latter which is quite unusual. “Extremely solid,” (s)he says, though also admits “some rust on passenger dog leg.” The original owner’s manual and owner’s card are included.
As this is written, Barrett-Jackson’s auction in Scottsdale is going on. There are a lot of expensive vehicles out there, but there’s a lot of affordable cars to be found and enjoyed. Maybe this isn’t a Carrera GT, but it’s a solid American sedan that is not often seen. For $6,995, don’t you think this 1968 AMC Rebel 770 four-door sedan is worth a look?
Following an exhilarating Super Saturday at Barrett-Jackson’s 2023 Scottsdale Auction, the excitement continued at WestWorld on Sunday, January 29, with a docket of amazing cars and automotive-related memorabilia.
More than 150 cars crossed the block on the ninth and final day of the record-breaking 2023 Scottsdale Auction. Muscle cars, pickups and SUVs drove sales, with several vehicles surpassing the six-figure mark. The day’s top sales included Lot #1593, a 1979 Chevrolet K10 pickup for $165,000; Lot #1632, a 1941 Willys custom coupe, for $126,500; Lot #1568, a 1978 Pontiac Firebird Trans Am for $123,200; Lot #1604, a 2024 Bentley Continental Flying Spur for $106,700; and Lot #1581.1, a 1971 Chevrolet K10 pickup, for $100,100.
More than a dozen sales records were set during the afternoon. Trucks and SUVs were bidder and fan favorites throughout each day of the auction, and Sunday was no exception, with just less than two-thirds of the day’s record-breaking sales belonging to the rugged vehicles.
Sunday started with another exciting look at the past, with more than 100 authentic pieces of history getting their turn on the auction block. From tin advertising signs and pinball machines to gas globes, soda machines and much more — there was something for everyone. A crowd favorite was Lot #9586.4, an ultimate custom pickup go-kart. It was restored by a 10-year-old boy who joined Automobilia Director Rory Brinkman on the block to share details of the restoration and bang the gavel on the $17,250 sale. Other top sales included Lot #9597.3, a large Ferrari Light-Up sign, for $57,500; Lot #9599.1, a 1950s Dairy Queen neon porcelain sign for $37,950; Lot #9598.7, an early 1960s Gulf Oil porcelain with animated neon sign for $34,500; Lot #9593.2, a large Porsche dealership sign for $29,900; and Lot #9584, a vintage Kentucky Derby coin-operated kiddie ride for $28,750.
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.
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?
A 1969 Pontiac Firebird Custom built by Troy Gudgel of BBT Fabrications was crowned Ultimate Best in Show of the 2023 Barrett-Jackson Cup competition, presented by Castrol with support from Summit Racing Equipment, Meguiar’s, TMI and Robert Graham, which recognizes the talent and craftsmanship of custom car and truck builders, as part of the 2023 Scottsdale Auction at WestWorld.
The Firebird is powered by a 482ci twin-turbo Butler Performance Pontiac crate engine backed by a T56 6-speed transmission prepped by Bowler Transmissions. This Firebird sits on a Roadster Shop Fast Track independent rear suspension and rides on a set of one-off wheels by EVOD Industries.
What makes the McLaren Racing Green Firebird so unique is that it was built to be a streetcar and also to be used for land-speed racing. It is a class record holder for ECTA standing mile with 199.027 mph.
The Firebird received the $20,000 cash purse, among other prizes. The top five finalists included a 1956 Ford F-600 custom pickup built by Classic Car Studio, a 1948 Chevrolet Loadmaster 1.5-ton pickup built by Ringbrothers, a 1934 Chevrolet custom roadster built by Devlin Rod & Custom, and a 1958 Lincoln Continental convertible built by Kindig-it Design.
Renowned builders Bobby Alloway and Troy Trepanier selected the Top Five finalists and ultimately the Best in Show winner; however, Barrett-Jackson fans had the opportunity to select the People’s Choice winner, which was a Burgundy Velvet Pearl 1964 Buick Riviera Custom built by Cruzer Customs, LLC.
The Buick is powered by a 376ci LS3 built by Don Hardy. The engine is backed by a 4L70E Bowler transmission. It sits on a Roadster Shop suspension and rides on one-off EVOD wheels.
This VR-4 is finished in Monza Red and features pop-up headlights, a wing, vented body panels, and polished quad exhaust outlets. It rides on aluminum 17-inch five-spoke wheels with 245/45/ZR17 Michelin Pilot Sport 4S tires.
1991 Mitsubishi 3000GT VR-4
“The cabin is equipped with black leather bucket seats up front, a pair of seats in the rear, and matching colors for the door panels, dash, console, and carpeting,” the listing states. “Amenities include a leather-wrapped steering wheel, automatic climate control, cruise control, power windows, and an AM/FM/CD/cassette stereo with a graphic equalizer.”
Under the hood is a 6G72 3.0-liter twin-turbocharged and intercooled V6 with a factory-rated 300 horsepower and 307 lb-ft of torque when new. This Mitsubishi 3000GT VR-4 features all-wheel drive and a five-speed manual transmission.
6G72 3.0-liter twin-turbocharged and intercooled V6
It rides on an electronically adjustable suspension, and the chassis has four-wheel steering. Four-wheel anti-lock disc brakes slows this 3000GT down.
1991 Mitsubishi 3000GT VR-4
The six-digit mechanical odometer reads 48,100 miles, which is in line with the mileage shown on the CARFAX report.
1991 Mitsubishi 3000GT VR-4
The sale includes a clear title, owner’s manual, documentation, two keys, and a clean CARFAX report.
As sporty as a Camaro looks on mag wheels and raised-white-letter tires, sometimes a lower-trim example on steel wheels and hubcaps can draw even more attention – maybe just because we aren’t used to seeing them preserved that way.
“Documented one-owner 1976 Chevrolet Camaro sport coupe powered by its numbers-matching 8-cyl 305cid 2bbl motor mated to the automatic transmission,” the listing reads. “44,000 original miles with documentation!”
This muscle car comes from the Camaro’s second generation which spanned model years 1970 through 1981. It shared the F-body platform with the Pontiac Firebird and was longer, wider, and lower than the prior generation. In 1973, federal regulations required updates to the front and rear bumpers for impact absorption so cosmetic changes were applied. For 1976, the base engine was a 250cid six-cylinder, and V8 powerplants were available in both 305cid and 350cid displacements. Power brakes became standard for all V8 models that year.
The exterior of this well-preserved coupe is painted Fire Thorn Red, and the listing describes the cosmetic condition in greater detail: “Floors, trunk, frame, and rockers are 100% solid and rust-free. The only rust present is at the bottom of the front fenders. If this is an issue, new OEM fenders can be included in the sale. Car is all original and unmolested, original sheet metal.”
The documentation accompanying the car states that it was sold to a John W. Moore on June 2, 1976, from Means Chevrolet-Olds, Inc in Ipswich, Massachusetts. An odometer mileage statement, maintenance schedule, warranty booklet, brochure, and owner’s manual are included. I looked up some history on the facility (located at 96 County Road) and learned that it was last sold in 2014 after changing hands a few times prior. It would be a lot of fun to buy this Camaro and take it over for a few photos in front of the building where it was originally delivered new 47 years ago.
The seller has provided a two-minute video demonstrating a start-up, functionality of some of the features, an interior/exterior walkaround, and a look inside the engine bay.
As for those 14-inch steel wheels, if those aren’t your cup of tea, the sale includes a set of 15-inch honeycomb style wheels (as well as a rear spoiler) to dress the car up a little.
“Runs and drives excellent, needs nothing,” the listing concludes.
DPC is back on the road and covering the 2023 Barrett-Jackson Scottsdale Auction. Part five of his odyssey from Phoenix to WestWorld of Scottsdale is available here.
Sincerest apologies for not posting a diary entry yesterday. Friday and Saturday are a hurricane for reporters and media types at the Barrett-Jackson Scottsdale auction and I didn’t want to do a rush job on my favorite post to write.
Using sunglasses to hide the bags under my eyes (Photo by David P. Castro)
It’s been a week of minimal sleep, perpetual hustle, skipping meals and subsisting on a diet with Monster energy drinks as the foundation of my food pyramid. I haven’t seen my family too much lately and I think my dog is upset with me for the long nights and early mornings. Who knew that burning the candle at both ends would upset a Siberian Husky? I don’t blame her because the last few days I’ve only been home to sleep, shower and find a change of clothes.
Covering events is fun, I love it and I wouldn’t trade it for the world. I often apologize to the people I love (my pets too) during these long stretches in the press box but I have their unwavering support to chase my dreams and passion. My love for covering events and sharing the experience with you is because it took me about 17-years to get here. Let’s jump in the Wayback Machine and review my journalistic history.
I graduated from the University of Nevada (Go Wolf Pack!) in 2005 with a BA in journalism and assumed any media outlet would want me on its staff. I was completely wrong and took a claims adjuster job to pay the rent until I could find a steady writing gig to cover my bills. Nothing came to fruition, but I got steady freelance work covering the Arizona Coyotes, NASCAR, and the Barrett Jackson Scottsdale auction a few times. Years rolled by, and I kept chugging along working by day in the insurance industry and freelancing at night. My opportunity at The ClassicCars.com Journal came in 2022 and here we are now. I’m not bitter about taking a long time to make it as a writer. Quite the opposite because the sweet is never as sweet without the sour.
As I write this it’s Sunday afternoon and the last day of the auction. Even as this event winds down the crowds are here to take in one last day of a great collector car event. I figured people would be watching the NFL Playoffs this afternoon but the strong attendance here lets me know that our hobby is stronger than ever.
Even with the long nights, missing my wife and son, and a lack of sleep it’s a privilege to sit in the press box and write this for you.
