Randy Krup has a little-bitty car with a whopper of a story behind it.

The long and winding tale of Krup’s beautiful 1937 Fiat Topolino coupe actually has two parts. He has owned the car twice, and somehow car and owner just seemed destined to wind up together.

Krup, a resident of Roscoe, Ill., is 77 now, and he bought the Fiat the first time when he was just 13. The two parted ways a few years later, but they are together again now and Krup says he’ll never let the car go again.

“When I was 13 years old I saw this car sitting at a Shell gas station in Rockford, and we kept driving by this station. Of course, I wasn’t old enough to drive, but I had friends that were older than I was and they could drive and finally I decided, ‘Why don’t you pull in there I want to see what they are doing with this old car.’ I came from a family that restored antique and classic cars, so I started probably when I was 8, 9, 10 years old out in the garage every Saturday and Sunday. The first car we ever restored was a 1911 Overland. So I had always been around cars, and I wanted to see what this little old car was about.”

“So I stopped in and asked the guy there, and he said, ‘I think the guy’s going to sell it… I think he’s asking a couple hundred bucks’. And I said, ‘Tell him I’m interested.’ So with my paper route money I came up with 200 bucks, and we brought it home. I don’t even remember, but I assume that it ran!”

Krup commenced to tinkering with the little Fiat coupe, and over the course of the next three years he and his dad rebuilt the engine, made the car roadworthy and gave it a new paint job. When he turned 16 and got his driver’s license, Krup had his set of wheels waiting for him.

“The car only had about 14,000 miles on it,” he recalls. “I was raised with antiques and classics. We had a ’30 Model A roadster that wasn’t much better than the Fiat, so I was used to driving a car like that. I dated in the thing, it was my everyday car. I must have put 2,000 or 3,000 miles on it. I had a Jeep for the winter months, but the Fiat was my summer thing. It had no rear seats in it, so we’d pile my buddies on the bench back there and drive to the country club and play golf or whatever. We had a great time in the thing.”

After a year or so or tooling around town in the Fiat, Krup said he began getting inquiries to buy the car from a man who owned a local sporting goods store. Krup spurned the offers, but the man was persistent and “he must have called me 10 times about it.

” Finally, the man offered to trade Krup a Thunderbird even-up for the Fiat, and while Krup wasn’t interested in a T-Bird, his brother was, so he made the deal and the Fiat headed down the road. “It was a ’59 or ’60 Thunderbird if I remember correctly. I sold the Thunderbird to my brother that day, and then I bought my first MGTD. That happened to be the from the same guy that I bought the Fiat from!,” he says. “And I still have the TD, by the way!”

That was back in about 1963, and for the next 40 years Krup never saw the little Fiat again, but he remembered it fondly, even while many other great cars came and went from his garage.

In 2003, he got a phone call out of the blue that he still finds hard to believe. A man Krup didn’t know was looking for a “Ray” Krup, and Randy didn’t know anybody by that name. 

The two visited on the phone for a couple minutes, and Krup finally said, “’Do you mind me asking why you are looking for him?’ and he said ‘I’ve got a car he once owned.’ I said, ‘Well sir, you’ve got the right guy.’ He said ‘How can you say that?’ I said, ‘Well sir, I’ve owned every car in the county at one time or another [laughs].’ He said I’ll bet you never owned a Fiat, and I said, ‘Sir, how about a 1937 Fiat Topolino?’ And there was dead silence on the phone and he said ‘[Expletive], you are the right guy!’”

It turns out the 1937 Topolino was for sale again, and Randy’s wife Carol insisted that they go look at it. It was only about 15 miles away in Winnebago, Ill.

“The guy had bought it from a used car lot probably a mile from my office. I never knew it was there,” Krup laughs. “He had never driven it, so I don’t know how long he had it. This guy bought it and drove it home, except it had no antifreeze in it! And he cracked the block on the way home to Winnebago. It froze up and it sat in a storage shed all those years… We went up that day and looked at the car. It looked similar to how I left it all those years ago and had maybe 400 or 500 miles on it since I got rid of it.”

“We pushed it out of the shed and of course it didn’t run, the engine was froze. I asked him what he wanted for it and he said ‘I’d like to get $6,500 for it.’ I said, ‘Sir, I paid $200 for it the last time I bought this car. I’m not sure where you came up with that number, but that’s not what I would be willing to pay. He said, ‘Honestly I need a new set of false teeth and the bill is $6,500 and that’s why I’m selling the car.”

A couple weeks later, the seller called Krup back and asked him if he’d make an offer.

 Krup volunteered $1,500, “And not a dime more, and the only reason I’m giving you $1,500 is because it was my car when I was 16 years old!”

A ‘MOUSE’ IS BORN

For car collectors and enthusiasts these days, the 1930s are remembered and treasured for the many great luxury machines and coach-built classics that the decade produced. Fiat went all the way to the opposite end of the spectrum when it introduced the Fiat 500, which came to be known as the “Topolino” (the Italian name for Mickey Mouse). Similar to Volkswagen’s vision of a low-budget “people’s car”, Fiat brass saw great opportunity in launching a sturdy car that could be mass produced cheaply and appeal to a worldwide audience.

The Topolino was indeed a pipsqueak of a car. With a curb weight of under 1,200 lbs. and measuring only about 126 inches from nose to tail, it was one of the tiniest automobiles in the world.

The Topolino debuted for the 1936 model year. It was officially referred to as the Model A and was offered as a two-door saloon, two-door convertible (with a folding roof) and a two-door van through 1948. Power came from a liquid-cooled, 13-hp, 569cc four-cylinder, side-valve engine that was squeezed all the way to the front of the car behind a stylish, sloping grille assembly. The radiator was actually mounted behind the engine, which allowed for better front end aerodynamics.

The independent front suspension and quarter-elliptic rear springs provided a surprisingly stable ride, and fuel economy was in the neighborhood of 50 mpg, unless you jammed a couple of passengers in back — which was not an uncommon occurrence.

The “Mouse” saw few changes during its lifetime, perhaps the biggest coming in 1948 when a new overhead-valve engine was adopted that delivered 16.5 hp and maybe a slight bump over the Topolino’s claimed top speed of about 53 mph.

The Topolino lasted until 1955 when the larger rear-wheel-drive Fiat 600 came out. By then Fiat had sold about 511,000 of the mighty mice. Many got driven into the ground. Plenty of others became “gassers” for the racing crowd. One of them found a permanent home in northcentral Illinois.

BETTER THEN SECOND TIME

Unlike the first time he had the car, Krup didn’t start tearing into the Fiat immediately when he brought it home the second time. He had other projects going and other cars to enjoy, and the Topolino sat in mothballs for more than a decade. Krup wasn’t sure exactly how much restoring he was going to do on the car, but when he wound up getting the ball rolling in 2014, he went all the way.

“Well, I sold my business … and I also sold the building where I was keeping the car, so I had to move the car and I took it to Antique Auto Restoration in Rockford,” Krup says. “They do great work and they had done a lot of jobs for me in the past … I told them I gotta get it out of the garage, let’s start a restoration on it. I said ‘I don’t need a 100-point restoration, it’s not going to Pebble Beach, but I’ll tell everybody who did the work on it, if that gives you any idea what I’m hoping for … If it takes a couple years that’s OK, I don’t care.’”

It took until 2018, but when the car was finished it could certainly qualify as one of the nicest examples of its breed. Krup wound up ordering a replacement engine block, rather than trying to repair the block that had been cracked many years earlier. The Fiat had been driving sparingly during its brief time on the road, so there was almost no rust on the car, and all the pieces — plus some spare parts and even a spare engine — were still around.

“The body was in exceptional shape. No rust whatsoever. The only hole we found in it was in the battery box, probably from acid. That was it. It was exceptionally good,” Krup noted. “I had to re-chrome some hubcaps and stuff when I first did the restoration, but some of the stuff was so nice I didn’t have to re-do it!”

One of the Krup’s biggest decision came when it was time to paint the car. 

He had painted the Fiat 1960 Dodge Toreador Red when he had it the first time, “but then I figured out that 1960 Toreador Red was actually a truck color, not a regular color for cars,” he says. “And I decided the red was going to make it too much like a clown car, so I thought it was time for a change.”

He considered doing the car in burgundy with black fenders, but he already had that color scheme on his MGTD, and Jay Leno has a well-known 1937 Topolino painted burgundy and black. 

“So I thought, ‘Well, we can’t do that. It will look just like Leno’s car.” So we developed this blue with the black fenders, and I think it turned out really good.”

The lack of turn signals on the car originally still has Krup scratching his head a bit. He added them for the sake of safety this time around, but he’s still not sure why they were missing in the first place. 

“The car never came with turn signals, but there was a hole in the dash when I was 13 years old and I never knew what the hole was for,” he says. “So I filled that hole, not knowing what was supposed to be there. Turns out after talking to people in Europe, that was for a turn signal switch. And they said all cars leaving Europe had turn signals, and I said, ‘Well, not mine!’ There were no turn signals, no holes [on the body] to indicate signals were there, and of course no wiring … So why the hole was there …I guess originally it must have had a switch, but not the turn signals themselves… Now it’s got some motorcycle-type small indicators on the front and back. It’s a little dangerous driving that little car with other cars zipping by you at 70 mph and I’m doing 35, 40. So I went ahead and put them on.”

If Krup’s Topolino ever got docked points at a show for the incorrect turn signals, that would be one of the few flaws anyone could find. The Fiat is truly immaculate in almost every way. He is quick to laugh at himself for almost making the Topolino “too nice” to drive, but the payout comes when he putters onto a showfield and wows others who rarely see a car of its ilk in such perfect condition.

“Oh yeah, it’s better than I probably ever expected,” he admits. “I didn’t do it to try to win anything with it, but I’ve taken it to a number of shows … I was at the Des Moines [Iowa] Concourse and at Elkhart Lake [Wis.] a couple of times. Each one of those shows it’s gotten People’s Choice or better. There’s these million, million-and-a-half-dollar cars, and my little Fiat shows up and beats the million-dollar Ferraris. It’s been really fun.”

And if anybody tries to buy it from him a second time, even they call him 10 times, he insists this time the answer would be a firm no. 

“I joke that I should get a sign saying ‘This is world’s most expensive Topolino,’” he laughs. “Nobody would ever give me as much money as I have in this deal, so I won’t sell it.”

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Wayne Hayward loved his little 1969 Fiat 500L so much that he couldn’t leave it behind. He just had to bring it home with him — all the way across the Atlantic Ocean.

Hayward drove the wheels off the tiny sedan while he lived and worked in Italy. He didn’t mind using a 50-year-old microcar as his daily transportation — even in the hills and snow of northern Italy. He had so much fun being squeezed behind the wheel that he brought it home to Plainwell, Mich., with the rest of his belongings.

“I’ve had it since 20017. I bought it over in Italy … and I drove it back and forth every day for about 2 ½ years. I had it repainted over there and had the seats redone over there. All the work that’s been done to it has been done by Italians [laughs].”

Hayward isn’t certain what it was that made him want a tiny, time warp car as daily transportation in a foreign nation. He says he just seemed to gravitate to the cars during his time overseas and after buying a different car for his wife from a dealer, the conversation turned to old Fiats. 

“This dealer got these periodically and would restore them. I got into a conversation with him and told him I wanted one that wasn’t restored. I wanted to do the work myself,” Hayward recalls. “He was on the lookout and actually found a couple for me. I turned down the first couple and this one had minimal rust and just a couple of spots of surface rust, so I took him up on this one. It had a makeshift, daily driver paint job when I got it. But underneath you can feel all solid, not rust whatsoever.”

In hindsight, Hayward is glad he pulled the trigger and bought his ’69 when he did. He is convinced it would have been a lot harder to get one after he got back to the States, and he feels like it’s getting a little tougher every year.

” Surprisingly, it’s getting harder and harder to get them and it’s mainly because the Italians have cracked down on old cars, and they won’t release them once they hit a junk yard. But they are literally around the countryside if you have connections in Italy, and I know people from working there, and I’m able to get parts shipped.”

He is a little fuzzy on his Fiat 500L’s history. From what he can gather, he is the car’s third owner — or fourth if you include the dealer who found it and sold it to him.

“How many miles are on it? Miles? I actually couldn’t even begin to tell you, and it’s all in kilometers, too. It’s difficult to tell,” he laughs. “I do have pictures of the original titles … they won’t release the titles. The Italian government doesn’t release the titles. I know the names that were on it and I can see when it was serviced, but that’s about it.”

Tiny Car, Big Impression

The Fiat 500 had long since cemented its status as one of the most successful, enduring and appealing sub-compact — aka microcars — ever conceived by the time the 1969 model year rolled around. The 500 was launched in 1957 and called the Nuovo (“New”) 500 in the summer of 1957 and had some big shoes to fill as the successor to the Topolino. Moreover, the Nuovo 500 was ticketed as a challenger to the VW Beetle, which was well on its way to becoming the most popular car on the planet.

The 500 wasn’t quite as round as the Beetle, but it came in a similar package: four-seater, air-cooled rear engine; minimalistic and affordable. With only a 72-inch wheelbase and 12-inch wheels, it was even smaller than the “Little Mouse” Topolino. Driver’s had to learn to double-clutch the non-synchronized transmission, which was mated to a 13-hp two-cylinder, 479cc engine. Top speed was about 50 mph.

The early 500s only had room for two and used soft tops with plastic back windows, but 1960 saw the arrival of the 500D model, which included a tiny back seat, along with a slightly larger 499cc power plant that generated 17 hp. The tops only rolled back to the top of the rear window, which was now fixed. A station wagon model was also added in ’60, called the Giardiniera. As the 500s evolved during the ‘60s, they gained slightly nicer interiors, forward-hinging doors and larger windshields, among other things.

The “L” model was unveiled in the fall of 1968. The “L” stood for “Lusso”, or luxury, which made it the top-of-the-line 500. The interior was slightly upscale with a black steering wheel with two pairs of spokes, pleated seats, and tubular guards helped protect the bumpers on the front and back. In the drivetrain department, the 500L output was actually reduced from 21 to 18 hp to improve in fuel efficiency, putting it in the 30 mpg ballpark.

The Fiat 500 was a runaway hit in Europe, where roughly 3.5 million were sold during the car’s run from 1957-’75. However, the 500 model was not available in the U.S. after 1961. As was the case for many other microcars that came and went in ‘50s and ‘60s, American buyers just never warmed up a car that only weighed about 1,000 lbs. and could fit in a parking space only 10 feet long.

Tiny “grocery getter”

Other than a modern stereo/radio and modern antenna, Hayward’s 500L is very much like it was when it left the factory. It wears the same shade of white paint and has the same drivetrain. He had one fender replaced, but otherwise the sheet metal is all original.

“The only accessory that is on it is the radio. It was a unit under the dash because it was a daily driver. Everything else is stock stuff. The sunroof comes stock on all of them and the reason they have this roll-back roof on them is the cost was cheaper than metal, back in the day, so every one of them came with that because it was cheaper to build. It’s got a little two-cylinder 499cc engine in it that makes 18 hp; non-synchronized four-speed transmission; you really gotta know how to double-clutch! You gotta know how to do it and know how to bump the throttle to keep things going.”

“It does 45, 50 [mph] pretty good. It doesn’t like 55 and higher very much.”

See below gallery for the little Fiat in Italy

Hayward isn’t sure what the world record is for most people stuffed into a Fiat 500, but he knows at least six can fit. He had that many shoehorned in during a short stint at the Woodward Dream Cruise. 

“I had my son and my daughter and three of their friends in it,” he chuckles. “We got six in ‘er, but we didn’t go very far that way.”

Hayward insists that he never batted an eye or had any doubts about the 500’s capabilities when he drove every day in Italy. If he had to, he’d drive it every day through Michigan winters, although that’s not really in the plans.

“I drive it at least once a week,” he says. “It gets a lot of smiles. I get smiled all the time and when I get passed people are pointing fingers and people wondering what it is. It’s kind of fun to watch people’s faces and you can see them mouthing something. ‘What in the world is that?’ [laughs]

“I’ve had other minis. I had another Fiat 500 in Italy. I don’t know, I just like little mini cars. Especially this one. We can go get groceries in this one!”

SHOW US YOUR WHEELS!

If you’ve got an old car you love, we want to hear about it. Email us at oldcars@aimmedia.com

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You have to hand it to the Italians — they know how to make any automobile interesting and exciting, even a budget-priced small car. Case in point: the 1967-1971 Fiat 850 fastback, the subject of this column. Although in its time it was low-priced and modestly powered, it’s a stylish, economical and sporty coupe that’s lots of fun to drive.

We’ve written about Fiat in “Foreign Favorites” a number of times over the years, but to recap, the company was founded in 1899 by Giovanni Agnelli. Fiat stands for Fabbrica Italiana di Automobili Torino, or Italian Automobile Company Turin, the city that is Italy’s equivalent to Detroit.

The first Fiat automobile featured tiller steering, chain drive and a rear-mounted two-cylinder engine. The company entered racing early on; it won the Targa Florio and the French Grand Prix in 1907 and its cars earned a reputation for good performance. Its product line was tilted toward smaller, two- and four-cylinder cars, although it also offered powerful V-8 models. The company grew in its home country and even opened up a factory in the United States, operating a plant in Poughkeepsie, N.Y., from 1910 to 1918.

After World War II ended, a bombed-out Fiat managed to get back into production of its tiny prewar 500 “Topolino” model, soon adding the larger 1100 series of compacts. However, it initially focused its attention mainly on the European market and formal importation of Fiats to America did not commence until 1957 with a line-up that included a two-cylinder Fiat 500 priced at $1098, the four-cylinder 600 two-door sedan starting at just $1298, and the larger 1100 series beginning at $1655. Sales were good at the start with some 21,000 Fiats sold in the United States during 1958 and more than 38,000 units sold in 1959. After that, increased competition from a flood of import brands, along with the new American compact cars arriving on the market, caused Fiat sales to contract. In addition, like some other import car owners, many Fiat customers complained about lackluster service support and poor availability of spare parts. Sales dropped to just under 21,000 cars sold in America in 1960.

In response, Fiat introduced new sports car models such as the 1500 Spider and 1200 Spider while dropping the underpowered 500 model from the line. Then, in 1967, came the new Fiat 850 series, which was comprised of a Spider convertible that was covered some time ago in this column and the attractive two-door fastback (aka coupe) shown here.

The 850 series were rear-engine cars with an 843cc (51.4-cubic-inch) four-cylinder engine mounted around back. The rear-engine configuration was more than acceptable for the time since the best-selling import, the VW Beetle, was likewise a rear-engine car. Featuring a cast-iron block and aluminum cylinder head, the Fiat’s free-revving little mill produced 52 hp at 6400 rpm and 46 lbs.-ft. of torque at 4000 rpm., so its power was similar to the Beetle. The transmission was a four-speed manual and its floor-mounted gear shifter was every bit as rubbery-feeling as that in the VW (perhaps even a little more so).

Like the convertible, the 850 Fastback rode a short 79.8-in. wheelbase which, of course, means that rear seat room is a bit tight. The four-wheel, fully independent suspension included transverse springs up front with coil springs and semi-trailing arms out back, plus stabilizer bars to flatten the curves. This supple suspension provided excellent handling combined with a good ability to soak up bumps and shocks. Front disc brakes were standard equipment.

Styling was created by Bertone and the firm did an excellent job. Although this was an inexpensive economy car, it looks more expensive than it was; indeed, it looks almost like an exotic European sport coupe. The lines are clean and uncluttered with a greenhouse tall enough to ensure good head room inside. The sloping roof line begins to drop off midway over the rear sear area, drifting down to the rear in a gentle but stylish fastback. The rear beltline features a kick-up to add some visual character. (If the Fiat’s profile looks familiar, it’s because Chevy used a similar look for the 1971 Vega, albeit with a lower roofline). The Fiat 850’s front end is also cleanly styled and adorned by a single bar with circular emblem in the center. Wheel openings are large and circular to allow full view of the slotted wheels and 5.20 x 13 in. tires. Blade-style bumpers are a nice touch.

Inside the car were comfy vinyl bucket seats, a padded instrument panel with woodgrain trim and a standard tachometer. There’s room for four adults, though being a two-door, getting in and out of the rear seat can be slightly difficult. Heater, defroster and electric windshield wipers were all standard equipment. An engine compartment light was also standard. The price for all this was a very reasonable $1795 P.O.E. (Port of Entry).

Performance was leisurely by today’s standards with acceleration in the quarter-mile listed as achievable in 22 seconds, and an estimated top speed of 87 mph. That was actually a bit better than the VW Beetle’s performance, and with the Fiat 850, you at least looked like you were going faster. No less an expert than Sports Car Graphic magazine approved of the new 850, reporting that “Driving the 850 coupe around town is a sheer pleasure” and adding that the 850 was “Extremely maneuverable; it snakes through traffic and parks effortlessly.”

For 1968, a smaller 42-hp. 817cc (49.9-cubic-inch) four-cylinder engine was fitted to skirt newly enacted U.S. emission regulations. Overall sales, which had been lagging, nearly doubled this year. The 1969 model year saw the installation of new front bucket seats with integral headrests while on the outside, the rear quarter panel “kick up” was more pronounced. Then, in 1970, a new 903cc (55.1-cubic-inch) engine was installed, increasing power to 58 hp and providing a small increase in acceleration. Top speed rose to faster than 90 mph.

The last year the 850 Fastback was imported to America was 1971 and by that point, the price had risen to $2059. The Fiat 850 Spider continued to be offered along with the popular 124 series and newly introduced 128 small cars.

If you think you might like to own an 850 Fastback, I suggest looking for the best example you can afford, because restoring one can be difficult and expensive. Spare parts are hard to find and, like most European imports of that era, Fiats tend to suffer from rust problems. Though rarely seen today, good examples of the 850 Fastback do pop up from time to time and prices seem reasonable (less than $10,000 for a very nice driver). Good luck in your search!

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The post Fun for under $10K: Fiat 850 appeared first on Old Cars Weekly.

Stan Drinnon sent us this pic of his 1977 Fiat Spider 124. He added…

I have been working on the car for years; I am almost there.

I put in a Chevy small block 350.

I have always loved “Cars” the movie so I painted it like lightning McQueen. Kids love it, and it makes me happy to see them enjoy it.

If you would like your car featured in Reader Wheels click on the link below and tell us a little bit about your ride.

CLICK HERE

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The post Old Cars Reader Wheels: 1977 Fiat Spider 124 custom appeared first on Old Cars Weekly.

BURLINGAME, CA – Dozens of rare vintage cars have just been confirmed for display on the 18th fairway of the Crystal Springs Golf Course on July 21, at the 64th annual Hillsborough Concours d’Elegance.

Representing virtually every collector car era and genre, this year’s Concours will be highlighted by showings of some of the world’s most priceless vehicles. Newest entries include:

• 1931 Chrysler CG Imperial
• 1937 Packard Super Eight 1500 Touring Sedan
• 1940 BMW 335 Cabriolet
• 1949 Ferrari 166 Inter Coupe 
• 1953 Fiat 8V Supersonic
• 1968 Ferrari 330GTC
• 1970 TRC Ti 22 MkII

“Each year, our goal is to present show-goers with a selection of vehicles that they would rarely see, even at other high-profile luxury events,” said Concours Chairman Richard Kelaita. “These newly added collector cars represent just a small sample of the 200 rare classics that we’ll have on display. From American classics to the finest from Europe, this year’s Concours will truly be exceptional.”

In recognition of the German brand’s extraordinary contributions to sportscar design and precision engineering, the Concours has selected Porsche as its featured marque for 2019. Attendees – from Porschefiles to casual enthusiasts – will be treated to a stunning collection showcased by the internationally acclaimed 917K which took the checkered flag at the 24 Hours of LeMans and the 24 Hours of Daytona in 1970 and 1971.

The Concours caps a memorable weekend of festivities that start with the “Concours Kick-Off Party” held at an exclusive, private vintage car club on Friday night July 19th. Guest speaker Bruce Canepa will bring his iconic 917K in honor of the event.

Early the next morning, the Hillsborough Tour d’Elegance launches under police escort on a 70-mile rally along the Bay Area’s most stunning back roads and scenic vistas, culminating with a catered luncheon at a private Hillsborough estate. 

A total of 24 judged classes of rare sports and luxury cars will be on display at the Concours, all vying for the coveted “Best of Show” award, as chosen by a panel of esteemed experts from the international collector car world.

To purchase tickets for the Tour d’Elegance on July 20th or the 64th annual Hillsborough Concours d’Elegance, please visit: www.Hillsboroughconcours.org.

The event raises proceeds for Autism Speaks, The Guardsmen, Gatepath and the Hillsborough Schools Foundation.

Event title sponsors include Franklin Templeton Investments and Fiduciary Trust International. Premier sponsors are Kerns Fine Jewelry, The Academy of Art University, and Sanzaru Games Karting Championships.

INFORMATION ON FEATURED CLASSICS

1931 Chrysler CG Imperial – Owners: Aaron & Valerie Weiss, San Marino ~ CA

The CG Imperial was Chrysler’s answer to the luxury automobile market dominated by Packard, Cadillac and Duesenberg. The body was designed by LeBaron, at the time owned by Thomas Hibbard and Ray Dietrich. Al Leamy, designer of the Cord L-29 styled the Imperial and thus the resemblance between the two automobiles. Like the L29, the CG is long and low, featuring gracefully swept fenders and a V-shaped radiator. LeBaron improved the design with a longer hood, swept back grille and a more elegant bodyside treatment. Many consider the CG Imperial Dual Cowl Phaeton among the finest, best looking and best driving cars of the era. At the time it was not considered as desirable as the more glamorous V12 and V16 engines offered by other manufactures, although the 125 hp, 384 c.i.d. flathead V8 engine offered competitive performance. It is equipped with a 4-speed manual transmission that enabled a top speed of 96 mph. The Great Depression dampened sales and just 339 custom and semi-custom CG’s were made; only 85 were Dual Cowl Phaetons. This example was awarded 1st in Class at Pebble Beach (2015), 1st in class at Palos Verdes (2015), 1st in Class and Best in Show at CCCA Grand Classic Rancho Santa Fe (2016), and 1st Place (100 Point), 1st in Class and Most Elegant Pre-War Car at La Jolla (2016).

1937 Packard Super Eight 1500 Touring Sedan – Owners: George & Eddie Beck, Concord ~ CA

The Packard Motor Company built its reputation by making cars that were highly refined, fitted with luxurious coachwork and powered by proven engineering. The 1500 Super Eight Touring Sedan is one of the most elegant and desirable body styles. Fewer than 125 remain on the road. The current owner purchased it in 1968 and restored it to win 1st in Class and Best of Show – Pre-WWII at The Packard Club National Meet (2003). It has won numerous other awards including Hillsborough Concours 1st in Class (2007, 2011, 2013, 2016, 2018) as well as Most Elegant Pre-WWII Closed Award (2009,2016, 2017); Palo Alto Concours 1st In Class (2006, 2008, 2010, 2013), Most Elegant Closed (2007); Niello Concours 1st in Class-Packard Closed (2014), Ironstone Concours Best in Class (2008, 2015); Danville Concours Best in Class American Pre-WWII (2013, 2016 and Best of Show 2016); Presidio of San Francisco Concours Best of Class (2009);Classic Car Club of America Michigan Grand Classic First Primary Production 1937-39 (2005);San Marino Motor Classic SoCal CCCA; Grand Classic First Senior Production 1937-39 (2011).

1940 BMW 335 Cabriolet – Owner: Karra L Canum, San Jose ~ CA

The Versailles Treaty prevented Bayerische Motoren Werke from building aircraft engines, its original business, so in the 1920s it began making motorcycles and then cars. By the end of the 1930s it began to challenge Daimler Benz in the high-end market. The 335, designed by Fritz Fiedler, is the most powerful and luxurious BMW of the pre-war period. Production began shortly before WWII began and continued into 1940. With the advent of war, owners were required to find their own tires. The car is powered by a 90 hp, 3485 cc overhead valve inline 6-cylinder engine equipped with BMW’s first fully synchromesh 4-speed manual transmission.

Coachbuilder Karosseriebau Autenrieth made six 4-door cabriolet bodies for the 335 of which only 3 are known to survive. This example (100319), with its original chassis and body, was brought to the US in 1947 by an Army captain and went through numerous owners. The car was meticulously restored in Germany from 2010-13 and is a multiple concours award winner, including a class win at Pebble Beach (2016). The current owner, an avid BMW collector, was finally able to acquire it in 2018.

1949 Ferrari 166 Inter Coupe – Owner: Raffi Najjarian, Brisbane ~ CA 

Ferrari’s first appearance at an automobile show was In Turin in 1948 where it unveiled its 166 Inter coupe. In production from 1948-51 there were 38 Inters produced in various body styles created by various coach builders. The Inter is a coupé and the first road-going produced in any real numbers. Designed by Carrozzeria Touring’s styling chief, Carlo Felice Bianchi Anderloni, Touring used its patented Superleggera system for the body’s construction. It is powered by a Columbo-designed 110 hp, 1995 cc V12 engine equipped with a single Weber carburetor and a 5-speed manual transmission. This example is the 8th Ferrari road car built and the second to receive a Touring body. The matching serial numbers 015-S indicate that it is only one of a few given the S or Sport designation. It was first shown at the 1949 Geneva Motor show.

1953 Fiat 8V Supersonic – Owner: Marc Behaegel, Brisbane ~ CA 

In 1948, Fiat began work on a new V6 for a newly planned American-style touring sedan. The sedan never materialized but the engine morphed into an exceptional light alloy overhead valve V8 designed to power a luxury grand touring sports car. Displacing just 1996 cc and producing 110 hp the Tipo 104 motor features an unusual 70° architecture and incorporates racing components such as a finned aluminum sump, forged crankshaft, polished intakes and ports and tubular stainless-steel exhaust manifolds. Thinking Ford had trademarked “V8,” Fiat dubbed it the “Otto Vu” (8V). To maintain quality control, chassis fabrication was done by Siata, Fiat’s in-house competition and customization department. Completed chassis were sent to a variety of Carrozzerie for bespoke bodies. This example is one of just 15 Supersonics by Carrozzerie Ghia. The first owner was Lou J. Fageol, whose “Fageol Style” incorporated blade bumpers. In its current form, this Ghia Supersonic was awarded 1st-in-Class at Pebble Beach in 1955. The current owner acquired it in 2015 after the completion of an exhaustive 8-year restoration.

1968 Ferrari 330GTC – Owner: The Ely Family, Palo Alto ~ CA

First shown at the March 1966 Geneva auto show, the 330 GTC (Gran Turismo Coupe) was in production from 1966-68. Only 600 were built. It is powered by a forward-mounted 300 hp, 3967 cc V12 engine equipped with a 5-speed rear transaxle and 4-wheel disc brakes. New, it was capable of reaching 150 mph and doing 0-60 in 7 seconds. Pininfarina’s elegant bodywork is inspired by the 500 Superfast at the front and the 275 GTS at the rear. This example was originally sold through Hollywood Sports Cars to Edmund Euler of Garden Grove CA in 1969. In 1995 it was acquired by Richard Calhoun, a John Deere heir, who succumbed to injuries sustained racing a Porsche at Lime Rock in 1998. It was purchased from Calhoun’s widow by Richard Nailling of Atlanta in 2000, who sold it to David Kelley, of Woodside in 2003 who owned it until 2017. The current owner acquired it in 2018. This is a driver’s car.

1970 TRC Ti 22 MkII – Owner: Robert Lee, Sebastopol ~ CA

Peter Bryant, a Cockney racing mechanic with F1, Indy and Can-Am experience, built two “Titanium” Can-Am cars the Ti 22 MkI and MkII (so named because they used Titanium instead of steel for the bulkheads, suspension and subframe). These cars challenged McLaren domination in Can-Am with stiff lightweight construction and innovative aerodynamics. The Autocoast Ti 22 MkI was built in 1969 and showed great promise. But in 1970, the Ti 22 MkI crashed at St. Jovite and Autocoast ended its involvement. Peter formed TRC to build the 1970 TRC Ti 22 MkII in which Jackie Oliver finished second in its first two outings at Laguna Seca and Riverside, along the way setting the fastest race laps. The original MkII was destroyed in 1973. Bob Lee obtained the rights to the MkII from the last owner and with his team recreated an exact copy of the car from original drawings and photos.

About Hillsborough Concours d’ Elegance

For 64 consecutive years, The Hillsborough Concours d’ Elegance has built and maintained a proud tradition of honoring and celebrating excellence in automotive design and engineering. The passion of the Concours leadership and volunteers, pride of its entrants, and devotion of its attendees has earned Hillsborough the proud recordas the longest continually running Concours in the world. The Hillsborough Concours offers a forum for passionate vintage car owners toshowcase their prized vehicles, and to compete for respect and recognition for their commitment to preserving automotive authenticity. The Concours also aims to cultivatefuture generations of car enthusiasts by providing privileged access to some of the world’s most celebrated automobiles and by serving as channel for inspiring and informative automotive knowledge and lore.

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GREENWICH, Conn. – Celebrating its 24th year of showcasing significant cars, motorcycles and one-off automotive creations, the Greenwich Concours d’Elegance will feature the custom coachwork of Zagato on May 31-June 2, 2019. The Greenwich Concours will honor the centennial of the famous Italian atelier with displays of more than 20 significant cars bodied by Zagato.

The Concours continues its tradition of holding two unique Concours back-to-back, with American cars and motorcycles on Saturday, June 1, and foreign marques on Sunday, June 2. The event takes place at Roger Sherman Baldwin Park overlooking the Greenwich, Conn., harbor on Long Island Sound. 

Andrea Zagato, grandson of founder Ugo Zagato, and his wife Marella Rivolta Zagato, will represent the Zagato marque and are this year’s Concours honorees. Marella is the granddaughter of Iso’s founder Renzo Rivolta, and works closely with Andrea at the Zagato family business in Rho, Italy.

One of the more compelling Zagato-bodied cars to be featured at the Concours is the 1933 Alfa Romeo 8C 2300 Corto Spider originally built to order in 1933 for race-car driver Tazio Nuvolari. It was prepared by Raymond Sommer for the 1933 24 Hours of Le Mans, where Sommer and Nuvolari placed first overall. Three weeks later, it was driven by Sommer and Henri Stoffel to second overall in the 24 Hours of Spa-Francorchamps. Barron Collier became its next owner, winning the Mt. Washington (N.H.) Hillclimb in 1937. It was subsequently raced by various owners in the U.S. until the early 1950s. It will be shown at the Concours by its current owner, Scuderia N.E.

Other cars on the field designed by Zagato will include those of Alfa Romeo, Fiat, Maserati, Lancia, Jaguar, Nissan, Porsche, and Aston Martin. Also displayed will be examples of the rare Alfa Romeo Tubolare Zagato, a 1964 Alfa Romeo TZ1, a 1965 Alfa Romeo TZ2, and a 2012 Alfa Romeo TZ3. 

To honor Marella Rivolta Zagato, there will be a special Iso class, featuring such cars as a 1970 Iso Rivolta Lele and a 1973 Iso Grifo.

“We are honored that Andrea Zagato and Marella Rivolta Zagato will celebrate this very special anniversary with us at the Greenwich Concours d’Elegance,” said Concours Chairman Mary Wennerstrom. “We will have a great variety of cars built by all three generations of Zagato, from the 1930s to the modern day. We also are pleased to honor Marella’s heritage with a special class of cars from Iso.” 

The weekend will also feature cars of Stanley H. “Wacky” Arnolt, a Chicago industrialist who began importing foreign cars in the 1950s to the U.S. Although sold as American cars, the cars were true hybrids, with British mechanicals, Italian bodywork, and U.S. sales and distribution. A fortuitous meeting with Bertone at the Turin Auto Show in 1952 resulted in four collaborative efforts between Arnolt and Bertone. 

His son, Michael Arnolt, will be an Honorary Judge at the Concours and will bring his Arnolt-Bristol Bolide. Arnolt-MGs, Arnolt-Bristols and Arnolt-Aston Martins will come to the Concours from as far away as New Mexico and Arizona.

American Orphan Marques and American Supercharged Cars are the special classes on Saturday. Cars of interest include a 1948 Tucker and a 1954 Kaiser in the orphan class. A 1952 one-off Packard Macauley Speedster with a McCulloch-supercharged 359-cu.in. straight-eight engine will be in the supercharged class.

Sunday’s Concours will host a special display of cars from the Bentley Driver’s Club in honor of the marque’s 100th anniversary, including models from the early W.O. Bentley and Derby Bentley eras, up to post-war and modern examples.

The weekend will also showcase orphan motorcycle marques. American Iron Magazine publisher Buzz Kanter will showcase limited production marques that no longer exist including a 1938 Mandille et Roux D2 “Passe-Partout,” a 1971 Münch Mammoth, and a 1950 Vincent Black Shadow Series C.

The Concours will again benefit Americares, a health-focused relief and development organization that responds to people affected by poverty or disaster with life-changing health programs, medicine and medical supplies. The Stamford, Conn.-based organization is the world’s leading nonprofit provider of donated medicine and medical supplies.

A silent auction will be held to raise money for The Hometown Foundation, of Cheshire, Conn., which honors and assists five distinct areas of interest including Animal Welfare, Emergency Response Personnel, Individuals with Intellectual Disabilities or in Need, Major Illness and Military. 

• Advance tickets for both days are available online at $30 per day or $50 for both days and include early entry at 9:30 a.m. and event program.
• VIP Admission is $150 per day or $250 for both days and includes early entry at 8 a.m., breakfast and lunch with the car collectors, entrance to Bonhams cocktail party on Friday night, poster, lapel pin, event program and VIP lanyard.
• Tickets purchased on the day of the event are $40 per day or $60 for both days
• Gates open at 10 a.m. for general admission 
• Children 12 and under enter free when accompanied by an adult
• Saturday Night Gala tickets are available for $175
• Tickets can be purchased at http://www.greenwichconcours.com/visitors/tickets/

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Monterey, Calif. – The 33rd annual Concorso Italiano, exotic and luxury Italian car show, announced a 1951 Alfa Romeo 6C 2500 Super Sport, the last 6C cabriolet ever built, won the coveted Best in Show award. The show, which hosted a record number of attendees, celebrated more than 1,000 works of Italian automotive art on the sprawling, picturesque greens of the Black Horse Golf Course.

Mitja Borkert, Lamborghini Head of Design, presented Herb and Rose Wysard of Fullerton, CA with a custom sculpture for the Best in Show award, which honors the event’s star vehicle.

Automotive enthusiasts were able to explore coveted autos from private collections from around the world. There were ten featured classes on display for 2018, which included: Alfa Romeo, De Tomaso, Ferrari, Fiat, Iso & Bizzarrini, Lamborghini, Lancia, Maserati, as well as a special coachworks and a global exotics collection, both comprised of non-Italian marques.

One of the most exciting examples displayed at this year’s show was the New Stratos, which made one of its first U.S. appearances. Based on the Ferrari F430, the New Stratos pays homage to the renowned Lancia Stratos, which is the undisputed king of rally championships of its time. Additionally, ATS Automobili Turismo Sport brought its ATS GT to the grounds. One of the best V8-powered GT on the market, the ATS GT’s shape was born from Emanuele Bomboi and is a true testament to Italian GT heritage.

As it is Concorso tradition to honor Italian milestones, this year’s event also celebrated the 50th anniversary of the Ferrari Daytona, as well as the Lamborghini Espada and Islero. Event organizers also toasted the Alfa Romeo Giulia Super and four-door sedans, which included the Berlina, Alfetta, Milano, 164 and Giulia models.

Other honors bestowed this year included the prestigious “La Bella Macchina” hall-of-fame award, which was presented to Egidio Reali, CEO and founder of MR Collection Group. The Doug Magnon Preservation award was presented to Don and Sandi Treadwell for their 1974 Maserati Merak, and the Valentino Balboni award was presented to Steve Girard and his 1971 Lamborghini Espada II. He was gifted an automotive art piece by Luca Raimondi, an Italian artist from Sant’Agata Bolognese.

About Concorso Italiano

Concorso Italiano is a multi-faceted luxury lifestyle event held on the Monterey Bay Peninsula in California every August and is part of the world’s most prestigious automotive weekend. In its 33rd year, Concorso Italiano is a must-attend convergence of sophistication, taste and fun that embraces cultural elements of Italian style, including music, cuisine, fashion, products, and travel. The event is centered on as many as 1,000 of the most unique luxury and exotic Italian automobiles and motorcycles.

http://concorso.com

How much is it worth?
Find out in the 2019 Collector Car Price Guide.
Get your copy today!

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The 28th Orphan Car Tour took place on Saturday, June 2 along the winding, scenic back roads of Maryland’s Harford and Baltimore counties.

This year’s Tour was nicknamed “How the Other Half Lives” because the route wove past prosperous estates and horse farms of My Lady’s Manor and Worthington Valley, which lie north of Baltimore.

An all-day downpour had been forecast, but fortunately the rain held off until the tour had almost ended, late in the afternoon.

The day began in Jarrettsville, Maryland, where drivers of 42 cars converged on the Jarrettsville United Methodist Church parking lot starting at 9:30 AM. At least 28 of the autos were vintage “orphans”: antique cars with discontinued marques. The rest were modern automobiles, driven by those concerned about how their old cars might behave in the rain.

Participants greeted one another, registered their cars, and received the printed driving directions that each driver follows at his or her own pace. At 10:45 the cars were released, one by one, onto the tour route. For the next five hours drivers traversed a 30-mile route, making occasional stops at designated places of interest along the way. Among these were Ladew Topiary Gardens, Boordy Vineyards, Oregon Ridge Nature Center, and Prigel’s Creamery, a family farm that serves up outstanding ice cream treats.

Perhaps the most interesting attraction was a private automobile collection. This one is eclectic, containing everything from Model A Fords to 1960’s European and British sports cars, along with some early racing cars. There’s even an Isetta, a Fiat 500 and a customized tow truck nicknamed “Tow-Mater”.

At 4:30 PM, after the driving portion of the tour had ended, a buffet dinner was served at Friendly Farm Restaurant in Upperco, Maryland to a crowd of 64. As is the custom for Orphan Car Tours, the direction sheets had been sprinkled with questions about sights glimpsed along the route, in order to test the observational abilities of drivers and passengers. After the meal, prizes were awarded to those who had answered the most questions correctly. First place went to Randy and Sharon Fryer of Monkton, Md.; second place was awarded to John and Vivian Czajkowski of Odenton, Md.; third place was won by Harley and Carol Smith of Annapolis. This year’s Hard Luck Award went to Tom Cox of Woodstock, Md., whose car stalled while idling in the long line of cars waiting to start the tour. The Long Distance Award was given to Fred and Nina Hammer, who drove their 1966 Mercury Comet Cylone convertible from State College, PA.

Cars taking the tour ranged in model years from 1928 to 1993, with a nice sampling of cars from the ’30’s through the ’60’s. Automotive marques included AMC (AMX, Hornet, Marlin, Rambler), Corvair, DeSoto, Edsel, Henry J, Kaiser, Mercury (Comet and Cougar), Morris, Packard, Plymouth (Valiant), Pontiac, Studebaker (including Hawk and Lark), Terraplane and Triumph. There were also two Hupmobiles – a 1928 from Nevada and a 1933 from New Jersey – whose owners had paused to take in the Orphan Tour on their way to the Hupmobile National Meet in Staunton, Virginia.

The directors of this year’s tour were Ross Miller and Bob Godwin. Ross had laid out several tours in previous years and Bob and his wife Phyllis had been frequent past winners of the “observational” contest. Assisting with the Tour were Harley Smith, Bill and Susan Johnson and Jon Battle. Mike Bianco facilitated one of the stops along the way.

The Orphan Car Tour is an annual event designed to encourage the driving enjoyment of antique “orphans”, which the Tour defines as vehicles at least 25 years old which were produced either by now-defunct manufacturers or by the discontinued divisions of still-existing companies. Each year it moves to a different location in the greater Baltimore- Washington area. It is sponsored by six local chapters or regions of national “orphan” clubs: Mid-Atlantic Packards (a region of The Packard Club); the Chesapeake Bay Chapter of the Hudson-Essex-Terraplane Club; the Potomac Chapter of the Studebaker Drivers Club; the Potomac Ramblers (an affiliate of the AMO and AMCRC); the DeSoto Owners Club of Maryland; the Keystone Region Chapter of the Studebaker Drivers Club. The Tour maintains a website at www.orphancartour.org/.

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Characterizing just about every era and interest of motoring, the careful selection of vehicles also presents nearly every condition and price-point.

Representing several of the top-tier motorcars are those from the Richard Hopeman Collection. Not just an automobile enthusiast but also a true “restorationist,” Hopeman breathed new life into aging vehicles as well as historical buildings. As a steward of history, he preserved, refurbished and/or restored many cars at his historic rural Pennsylvania property. Two of these, a 1930 Lincoln Model L 7-Passenger Touring and a 1931 Lincoln Model K Convertible – both of which will be offered without reserve, are exquisite examples of his emphasis on detail, accuracy and quality.

Other grand cars consigned from the golden, pre-WWII era of motoring include models from FIAT, Ford, McFarlan, Nash, Packard, Pierce-Arrow, Rolls-Royce, Stutz and Willys.

From the early pioneering days of motoring are also some very uncommon and unique American automobiles, such as the 1901 Locomobile Style 5 Locosurrey. In original unrestored condition, it is just one of three known surviving and has been in the same ownership for nearly 80 years. Another similarly rare motorcoach is what could be considered one of the very first pickups – a 1908 Galloway Dual Purpose Highwheeler Station Wagon. And these are but two of the very early American vehicles on offer.

From the mid-century sporting class are four impressive examples from Jaguar – two XK120s and two E-Types, as well as an original 1963 Volvo P1800 Sports Coupe and a well maintained 1967 Lotus Elan Series III Coupe.

Of course, there are also some very nice examples of more contemporary classic sportscars, such as a 1978 Porsche 911 SC 3.0 Targa, a 1979 Ferrari 308 GT4 and a 1987 Ferrari Testarossa.

To learn more about these and the other automobiles among the more than 50 consigned, please visit bonhams.com/simeone. This website is also where interested parties can order a catalog and register to bid, in person or remotely.

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OLYMPIA, Wash. – A community college in Washington State is fighting to keep the pre-production Dodge Viper the college has been ordered to destroy.

South Puget Sound Community College admits the 1992 Viper SRT, the fourth produced by Chrysler, has little educational value to the school’s automotive program, the Olympian reported. But officials say the car is a great promotional tool, much in demand at high schools and auto shows.

“Everybody wants their picture taken with the Viper,” Bob Riggin, a teacher at the college, said. “This car belongs in a museum, not in a crusher.”

The original Dodge Viper revealed in 1992 was a beast of a machine — an attempt by then-Chrysler exec Bob Lutz to revive the spirit of the Shelby Cobra and give Chrysler a world-class sports car. Powered by a massive V-10 with 400 hp, the early Viper’s brute force overwhelmed many drivers.

Chrysler, like other car companies, donates vehicles that cannot be legally driven on the street to high schools and colleges as teaching tools for future auto mechanics.

The Olympia college has about 20 donated vehicles in its auto shop. Their Viper stands out. It was the fourth Viper ever built, with a prototype hard top years before Dodge offered a production version. With no emissions controls, and no speed limiter, the V-10 can make 600 hp, and school instructors say it could be worth $250,000 to a museum or private Viper fan.

Norm Chapman, who teaches automotive technology at South Puget Sound, said the company told him that Fiat-Chrysler ordered all 93 Vipers now in educational programs destroyed because two of those 93 had been involved in accidents by joyriding students, creating a major liability for Chrysler.

Chrysler Group, however, released a statement March 6 that they haves no record of any legal proceedings involving Dodge Viper vehicles donated to educational institutions being involved in accidents and product liability lawsuits.

They did, however, explain their position on destroying Vipers:

“Approximately 10 years ago, Chrysler Group donated a number of Dodge Viper vehicles to various trade schools for educational purposes. As part of the donation process, it is standard procedure — and stipulated in our agreements — that whenever vehicles are donated to institutions for education purposes that they are to be destroyed when they are no longer needed for their intended educational purposes. With advancements in automotive technology over the past decade, it is unlikely that these vehicles offer any educational value to students. Chrysler Group fully understands and appreciates the historical significance of the Viper and is very active in preserving many of its legendary models and designs for historic purposes however, none of these vehicles fit into this category.”

Olympia school officials say they were told March 4 they have a two-week deadline to destroy the Viper. The school has asked Chrysler to give the car a reprieve and LeMay-America’s Car Museum in Tacoma, Wash., said it would be interested in giving the car a new home.

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