Author name: Mike

… Without question, the face of BMW is their ever-popular 3-series. The first 3-series rolled off the production line some 43 years ago, and since that day, the 3-series has been racking up awards left and right. Recognized by Car and Driver on their annual “Ten Best” list for 22 consecutive years (1992-2014), the BMW 3-series has been dominant in its respective segment for quite some time. It seems odd then, that in the current red-hot state of the classic car market, that the earliest of BMW’s 3-series would be skipped over by collectors. To be fair, the e21, BMW’s first 3-series, probably wasn’t the best of the bunch. They’re prone to rust, and likely because of the big US-mandated impact bumpers, which weren’t pretty, many weren’t as well taken care of as they could have been. After an eight year production run, the e21 was replaced by the globally-adored e30. So why is the e21 so overshadowed in the BMW community? Could it really be that the e30 is that much better? Well, here in the US, the e21 was only available with a somewhat anemic four-cylinder, while Europe had a 141hp six-cylinder option in the 323i. That brings us to this, a true hidden gem in the vintage BMW lineup, the Euro-market 323i. You’ll note that our ‘79 323i doesn’t look quite “normal”. It isn’t. It’s one of only 1659 Baur TC1 323is ever produced, let alone exported to the US.  A quick bit of background: Karosserie Baur is a Stuttgart-based coachbuilder that has been building and modifying BMWs since the 1930s. In the late 1970s and early 1980s, Baur would take new e21s from the factory and convert them into what they called a “Top Cabrio”, or TC.  The TC was essentially Baur’s own version of the “Targa” roof, which other Stuttgart-based manufacturer Porsche was already having great success with. The TC1 was well-received, and Baur went on to build the TC2, TC3, and TC4, as BMW’s 3-series evolved.  Baur’s reputation for quality workmanship was so strong that they were actually contracted to build the BMW M1 and Porsche 959, two cars that are now held in the highest regard in the automotive community. This 323i, though I’ll admit it took some time to really warm up to, is a seriously handsome car. It has the small, chrome Euro-spec bumpers, a Zender ducktail spoiler, and of course the Baur top. As this was a Euro-market car, the dash text is all in German, which just adds to its quirky charm. Winter is in full force here in Chicago; bummer, because our 323i is sitting here in the showroom with its top down, teasing us as we await that first sunny spring day.

…Who wants a free Bimmer? Anyone assembling a LeMons team? We have a 1978 BMW e12 530i Automatic that isn’t doing us any good just sitting here. It’s a rusty non-runner, but it’s largely complete and hey, it’s free. We’d love to see it go to somebody that’s going to have fun with it, rather than let it continue to be a lawn-ornament. There’s a couple holes in the floor pans; it’s not quite Flinstone-mobile level but it’s worth noting. Seats are torn, dash is cracked…ya know how it is. We’re not interested in parting out – somebody just come take the thing! Enter the Contest! Contest Rules [woobox offer=’yjiwcz’]

…Prior to the widely-acclaimed debut of the Lamborghini Miura’s rolling chassis at the 1965 Turin Auto Show, the mid-engined layout was reserved for racing specials; never before had a production sports car had the engine mounted just behind the front seats. The radical design of the Miura created quite a stir in Turin; show-goers were placing orders for the car having only ever seen the chassis. The following year, at the Geneva show, the public got their first glance of the full product, the Miura P400 prototype. With then-25-year old Bertone protege Marcello Gandini’s sleek, flowy styling and the revolutionary mid-engined design, the Miura was an instant hit. It captured the hearts of show-goers and the automotive press alike, and in doing so, effectively created the “supercar” segment as we know it today. With its mid-mounted 350hp V12 propelling the 2800lb car from 0-60mph in just over 6 seconds and onward to a top speed of 170mph, the Lamborghini Miura was the fastest road car in the world at the time of its release. It had a price tag to match; the Miura’s $20,000 ask was four times that of the Jaguar E-Type, a car that Enzo Ferrari himself had deemed the most beautiful car ever built. It was, in every sense of the word, a supercar. It didn’t take long for the mid-engined theme to trickle down to the less “super” sports cars. In 1969 Porsche introduced the 914, a mid-engined replacement for their entry-level 912. The 914 quickly became Porsche’s top seller, and in doing so, introduced the mid-engined layout to the masses. While the 914’s sub-100hp flat-4 wasn’t anything to write home about, the handling prowess that came as a result of the car’s mid-engined layout was enough to earn the 914 Motor Trend’s 1970 Import Car of the Year. Fiat then took a stab at the entry-level mid-engined market with the introduction of the X1/9, a small sports car penned, once again, by Marcello Gandini at Bertone. Much like the 914, the X1/9 was praised for its handling capabilities, in addition to the fact that it had both front and rear storage compartments. At the same time that the Bertone-designed X1/9 was gaining recognition, another one of Gandini’s creations was taking the World Rally Championship by storm. The Lancia Stratos was small, lightweight, and had a Ferrari Dino V6 mounted in the middle. The Stratos claimed the World Rally Championship title in 1974, 1975, and again in 1976, the balance of its mid-engined layout providing an advantage over its front-engined competition. Little did Lamborghini’s engineers of the early 1960s know that their project, something that they had worked on after-hours in an effort to convince company founder Ferruccio Lamborghini that there was demand for such a car, would steer the automotive industry into a performance revolution. The Miura was proof that the mid-engined layout was the future of top-tier performance cars. Now, over fifty years later, the Miura’s “supercar” segment is alive and well, with the overwhelming majority of sports car manufacturers offering a performance-oriented, mid-engined car.

… When in the market for a classic or collectible vehicle there are a number of areas that, if properly studied and understood, will instill great confidence in you as a buyer and ensure a wise investment. While the excitement of purchasing a car you’ve always lusted over is often overwhelming, you must not let that excitement cloud your judgment. It is important to remember that proper due-diligence will be the difference between an expensive headache and the euphoria of making a good buy. It’s all too easy to convince yourself that a particular car is the right car for you. My professional experience as a vintage car buyer has taught me that when in the market, you’re better off pursuing a specific level of quality or condition, rather than trying to make a certain car meet your desires. You must understand that sellers of classic and collectible vehicles tend to believe their car is nicer than it actually is; this is not because they are trying squeeze every last dollar out of you, it is because of the sentimental value many classic vehicles carry. The ability to see through the sentimental value of a car and ensure a good purchase relies heavily on your preparedness as a buyer. In this overview we will thoroughly examine the critical points of evaluating a classic or collectible vehicle prior to purchase, in an effort to ensure your next classic is well-bought. Identification: There are a variety of identification numbers stamped throughout any given vehicle. First and foremost, the VIN (Vehicle Identification Number). The VIN is a sequence of numbers and letters found on small tags or stamped into metal throughout the car; the VIN can be found in door jambs, under-hood on the firewall, or on frame rails. The VIN is important as it is unique to the vehicle it is attached to. At a minimum, the VIN will tell you the year, make, and model of the car. The VIN can also tell you trim packages, body styles, and engine size. We recommend taking a good picture of the VIN and also writing it down so you can be sure you have it correct. There is nothing worse than sitting down to research a vehicle and realizing you misprinted the VIN. Take a look at the title, does the VIN on the car match the VIN on the title? It should, otherwise you’ll want to bring that to the owners attention, as they should address that prior to selling you the car. On rare occasions the car may not actually have a VIN, rather the engine number is the unique identifying number. Regardless, the VIN is the first number you should look for. In most cases, a VIN decode will provide enough information to ensure that the vehicle you’re buying really is what it’s presented as. However, certain situations call for additional verification. Trim tags are typically found in the form of small placards riveted or glued down on the body of the car somewhere. Most commonly they can be found on the cowl under the hood or inside the door jamb on the drivers side. I like to research the location before I inspect a car so I don’t waste time searching around for it. For instance, on older Corvettes the trim tag is located under the dash on the passenger side, not easy to find unless you know it is there. Short of having a build sheet in hand or the actual window sticker, the trim tag will tell you the most about that particular car. This assortment of numbers and letters will offer more than what meets the eye. On the trim tag we can find the vehicle’s original body color, interior color, and any special options such as bucket seats or air conditioning. When buying a classic vehicle with long-term value in mind, you should take note of the casting numbers and production date stamps on both the engine and transmission. Much of the long-term value of collector cars lies in the originality of the vehicle. Some online research of the engine and transmission casting numbers will tell you the year and location of manufacture, which should help to determine if the engine and transmission are original to the car. The more original the better. These numbers can be tricky to locate, and even harder to read, but they will offer a great look into the mechanical history of the car. I’m a firm believer that time spent researching originality in the form of engine stamps, transmission stamps, and casting numbers, is time well spent. Documentation: Ask the owner for any and every bit of documentation they have on the car. Manuals, old ownership papers, receipts, recall notices, whatever you can get your hands on. This documentation, along with the aforementioned identification numbers, will help you to piece together the vehicle’s history. A factory build sheet on the car is the best thing you can find, as it will tell you everything you will ever need to know about the vehicle’s options and build dates, without having to decipher the option codes yourself. Build sheets or broadcast cards came only from the factory and they essentially dictated exactly what was to be installed on a vehicle as it was being assembled at the factory. Tracing the history of the vehicle serves much more of a purpose than just answering curiosities you may have, it may uncover details about the vehicle’s specifications that can add or detract from it’s value. Service records and vehicle-specific manuals and packets are some of the most important and quickest ways to add value to any vehicle. Service records, in the form of mechanical service receipts, body repair receipts, and even recall notices can all offer tremendous insight into the history of a vehicle. These records can help prove the history of ownership, major services performed, mileage, and also where the car has lived most of its life, amongst other things. The

… 1984 BMW 635csi Euro One OwnerOriginal Bronzitbeige Metallic Paint and Nutria 0157 Leather Sport Interior600 Miles Since Complete Mechanical Rebuild55,000 Mile Euro-Market E24 VIN:  WBAEC7100D8173543Color:  139 – Bronzitbeige MetallicUpholstery:  0157 – Nutria Leather Sport Seats Options:301:  Anti-Theft Lock314:  Heated Windscreen Washer Nozzles401:  Sliding/Vent Sunroof481:  Sport Seats Driver/Passenger664:  Bavaria Electronic (Radio)680:  Manual Antenna690:  Cassette Box915:  Without Special Conservation Exterior Production date:  August 31st, 1983 This is one of those nicely spec’d, stunningly well-preserved examples that us BMW enthusiasts dream about.  Immediately upon picking the car up from the original owner, we took it for a 100 mile stretch-of-the-legs along the Lake Michigan waterfront.  The car feels absolutely phenomenal in every respect; as it should, considering that the car was treated to a complete mechanical rebuild (to the tune of $30k!) by renown BMW specialist The Werk Shop (Libertyville, IL) just 500 miles prior. What We Know:The original and only owner of the car ordered it new while living in California in the early 1980s.  The car was purchased from Autohaus Brüning KG Fürth (dealer in Germany); after importing the car, the owner drove it for a handful of years, racking up about 54,000 miles.  He then moved to Chicago around 1990 and stored the car at a climate-controlled automotive storage facility, where the car was almost never driven. There it remained until 2014, when the owner received a call and was informed that the facility was closing up shop, and that he needed to come get his car.  Instead of driving the car home, he had the car sent to The Werk Shop, a well-respected BMW restoration shop just north of Chicago.  There he had the car gone through in its entirety. The total cost for the mechanical restoration – $30k; please see the photo of the receipt, a 5-page-long list of parts.  The rebuild was done at 54,899 miles; we bought the car shortly after, and the odometer now reads 55,502.  The restoration was strictly mechanical; The Werk Shop did not do any exterior work. Exterior:The car retains its original Bronzitbeige Metallic (139) paint, which presents very, very well.  The nose panel was resprayed early on in the car’s life due to minor chipping, but other than that paint is original.  Bronzitbeige Metallic is a gorgeous color and shines bright; the light copper contrasts very well with the car’s black pinstriping.  There are absolutely no dings, dents, or scuffs on the car.  There are a couple of very minor blemishes, all of which we’ve provided close-up photos of.  Most noteworthy of the blemishes is a small blister on the hood (less than half an inch in size).  All plastic trim is in great shape, with no cracking or graying.  Chrome is in great shape as well, there is no oxidation in the slightest.  Chrome is mirror-like and has a great shine to it.  Lights, emblems, and glass are all clear and crack-free.  BMW bottlecap wheels have never been refinished and are in nice shape, with no curb damage.  Overall, this 635csi is as nicely-presented as we’ve seen.  Even at its lowest, most vulnerable points, this car presents in impressive condition.  In person, it’s nothing short of stunning. Interior:This 635csi features the very desirable and hard-to-come-by Nutria 0157 leather interior, with sport seats to boot.  Nutria leather was only available for a short period in 1984, and is a real treat to see in excellent, unrestored condition.  Nutria is a lovely shade of dark brown with tones of olive, which looks just perfect against the Bronzitbeige Metallic exterior.  Both front seats are in great shape; the driver’s seat shows some light wear along the outside, while the passenger seat is close-to-new.  The dash shows no aging whatsoever, with no fading, cracking, scratches, or sunbleaching.  Carpeting is excellent throughout, as it has been protected by the factory-optioned velour floormats, which are also stain-and-tear-free.  Back seats seem as if they’ve never been sat in.  Headliner is tight and tear free.  A/C and heat are functional.  Radio sounds great, head unit is a Pioneer Mixtrax and speakers are ITT units.  As this is a European-Market car, dash text and warning lights are all in German, which is a cool reminder of the cars roots. Under The Hood:Since The Werk Shop’s full rebuild of the Euro-spec 3.5L M30B34, the car has seen just 700 miles of road.  Having put over 300 of those miles on the car myself, I can vouch for the car’s excellent road manners.  The car stays cool, tracks straight, pulls hard, and shifts smoothly.  I actually had the chance to jump out of this car and into a well-sorted e30 M3 and to be honest, I’d have a very difficult time choosing a preference.  The 635csi may not be quite as eager to attack the tighter corners, but it feels sophisticated, capable, and confidence-inspiring.  Exhaust note suits the very gentlemanly 6er perfectly; it’s quiet around town but shows some life when you get moving.  Blips from third gear down to second often result in a very subtle crackle, which while minor, are sure to put a smile on the driver’s face.  There are absolutely no tendencies or noises of concern, this car is dialed in and ready to be enjoyed by its next owner.  Michelin Defender tires are new at all four corners. Underbody:Anyone who knows these cars will tell you, they are extremely prone to rust.  More often than not, e24s will be covered in rust bubbles and there will be at least a couple holes to be found underneath.  This is not the case with this car; with the exception of some surface rust on the original exhaust, there is absolutely no rust underneath.  There are no leaks either, with no evidence of any fluids strewn about the underbody.  Many of the suspension components still have the BMW part number stickers on them.  Floor pans and rocker panels are excellent.  Undercoating is beginning to flake on the forward-most portion of the frame rails, revealing clean and smooth

…As classic car enthusiasts, we’re always on the hunt for interesting projects. We love all of the oddball water-cooled Porsches of the 1980s, so when we got word of an ‘81 928S sitting on blocks in a backyard garage in the Chicago suburbs we got properly excited, albeit a bit skeptical as we knew that 1983 was the first year the 928S had been sold in the United States. We got in touch with the owner, and requested the VIN. Low and behold, the car was truly an ‘81 928S Euro-market car. We immediately got our flatbed ready to go. When we arrived at the owner’s property, here’s what we saw: We walk into the garage and see that the car is fairly well preserved underneath a thick coat of dust. The owner tells us that the car is completely original and the odometer reading of just 60,000 miles is accurate, having been stored on jack stands in this very garage for the last 24 years. Though dusty, a bit moldy, and seriously smelly, the cool-factor was undeniable. We saw right through the dust to the car’s massive potential, so we made a deal and winched it out of the garage and onto our flatbed. We went home that night ecstatic to have rescued such a rare, original car and eager to come into the shop the following morning to give it a thorough once-over in the daylight. A word from the wise, the phrase “ran when parked” is usually code for “something’s wrong but I don’t know what”. We were told the 928 ran when parked 24 years ago, so we took that with a grain of salt. We didn’t get our hopes up as far as the mechanical state of things. We threw a jumper pack on the battery, put in some fresh gas, and turned the key. The car turned over, but wasn’t getting fuel. Okay, signs of promise. We put in a new fuel pump relay and tried again. The 928 roared to life. We flushed the fluids, sorted the mess of wiring, and immediately got it out on the road. We were taking turns doing laps of the neighborhood before even cleaning the decades-worth of stink out of the cabin…couldn’t be bothered, too excited. The last thing we wanted to do was disrupt the originality of the car. However, there were some cosmetic areas that needed attention. First off, there was some serious interior cleaning to be done. Once the car had been rid of 24 years of grime, we had paintless dent removal done on the lower driver door. Following the dent removal, we handed the car over to our paint guys, who repainted the side trim and the rear bumper, as there was some peeling. The remainder of the car’s paint, though not totally perfect, was left untouched. The car now runs and drives very well and looks great doing it; however, winter is in full force here in Chicago so the car is currently keeping warm in our showroom alongside a few of its 944 brethren. And yes, it IS for sale!

…The 924 occupies an interesting space in Porsche history; as their first front-engined, water-cooled model, its introduction spelled a change of direction for Porsche, which caused a stir among the Porsche faithful.  Early in the 1970s, in the 924’s earliest conceptualization stage, the car was actually intended to be sold as both Volkswagen’s flagship sports coupé and Porsche’s new entry-level sports car, replacing their then best-selling 914. As per Volkswagen Group’s internal contracts, Porsche was to develop a vehicle that would utilize a preexisting VW/Audi inline-four engine and be marketable under both the Porsche and Volkswagen marques. However, with the onset of the 1973 oil crisis, as well as a shuffling of directors at Volkswagen, VW’s sports car project was scrapped entirely in favor of the less expensive, Golf-based Scirocco model. Porsche then made a deal with Volkswagen to buy back the rights to the 924 design. And so, the Porsche 924 was born. The original 1976 design used a 2.0L inline-four, derived from the Audi 100 and breathed on by Porsche, mated to an Audi-sourced four-speed manual transmission. With just 95hp on tap, the earliest 924s weren’t very sporty cars. However, in true Porsche fashion, the car was cleverly designed. The car featured a rear-mounted transaxle, which combined the functionality of the transmission and differential into one integrated assembly; the transaxle’s rear-mounted orientation enabled the 924 to achieve 48/52 front/rear weight distribution, which meant the car had excellent, predictable handling characteristics. Excellence Magazine went so far as to describe the 924 as “the best handling Porsche in stock form”. While the 924 was initially knocked for it’s sluggish straight-line speed, it’s handling prowess, cargo space, and entry-level price tag quickly helped it to become one of Porsche’s top sellers. The 924 didn’t stay sluggish for long. 1979 saw the introduction of the 924 Turbo; in the words of Car and Driver Magazine, the 924 was “Fast….at Last!” The 170hp (in European trim) 924 Turbo’s performance finally lived up to its Porsche badge. With its hood scoop and front air intakes, Porsche’s 924 Turbo sure looked the part too. Once the public had gotten a taste of the hotter-spec 924, Porsche made their intentions to enter the 924 in motorsport competition clear; in 1980 Porsche introduced the 924 Carrera GT road car. The Carrera GT was one of the most aggressive-looking cars on the market at the time, it’s flared-out, racecar-like styling eventually serving as the basis for the phenomenally-successful 944’s iconic shape. The Carrera GT meant business; the road car was built solely to comply with Group 4 racing homologation regulations. The 924 saw racing successes in both the 924 GTP and 924 GTR, the 924 GTR truly being the ultimate development of the platform. There were only 17 GTRs built, of which 9 either raced in, or qualified at, Le Mans. In 1980 Porsche entered three 924 GTPs at the 24 Hours of Le Mans, finishing 6th, 12th, and 13th overall. Two years later, in 1982, the 924 GTR won its class. 1982 saw the introduction of the 944, the next evolution of the 924 platform. However, Porsche didn’t cease production of the 924 with the arrival of the 944, they actually sold the two cars simultaneously. The 944 featured a Porsche-designed 2.5L inline-four, rather than the 924’s Audi-derived 2.0L inline-four. The cars looked quite similar, though the 944 had wide, boxy hips, as opposed to the 924’s round, narrow body. In 1986 Porsche introduced the 924S, which catered to those who preferred the 924’s narrow-bodied appearance but wanted true Porsche performance; the 924S used the base model 944’s 2.5L motor, and because of it’s lighter, narrow body, was actually a tiny bit quicker than the base 944. The 924 is often looked down upon in the Porsche community because of its plebeian beginnings as a Volkswagen coupé, but is it really deserving of all the negativity? I sure don’t think so. Between the early 924, the Turbo, the “S”, the Carrera GT, and the racing variants, the 924 platform has done it all. It has conquered everything from entry-level commuter to The 24 Hours of Le Mans. And even still, 924s can be had for pennies, relatively speaking. A well-sorted 924S will run you less than $5k. A LeMans-proven platform with a story-worthy past for less than $5k? Sign me up! Oh hold up, it’s already too late. Written by: Jake DePierro – 924S owner

Many of the classic and collectible cars we all lust over today and routinely see go for exorbitant amounts of money at auction weren’t always looked at in this light; in fact, many of the cars that are now gaining traction in the classic and collectible market were once looked at as oddities, the features that once deterred buyers now adding massive value in the resale market. For example, take a look at the 1963 Corvette. The ‘63 model year was the only year to feature a “split” rear window, something that at the time was not all that well received. Some people even went so far as to cut the divider out of the rear hatch and retrofit a singular glass panel. Fifty years later, split window coupes are fetching nearly twice as much as their single-window counterparts. Oops! With all the variation in the collector car market, how can I ensure I’m making a smart buy? Are there any tell-tale signs that a car is soon to increase in value? While there is no surefire formula to identify which market is next to heat up, there are a number of things to look out for while shopping for your next classic that can help ensure the long-term appreciation of your car. These “things” are generally optional specifications that are now either obsolete or well on their way to becoming obsolete in modern cars. As modern cars are steadily becoming equipped with more and more technology, they are steadily becoming less and less engaging to drive. Cars that offer a raw, challenging, and rewarding driving experience are likely the safest bet as far as maintaining their value in the long-term. The Porsche 911 market is a perfect example of this.  The mid to late 2000s was a pivotal time in automotive manufacturing across the globe, as technology that was previously reserved for upmarket luxury cars, things like satellite navigation and hands-free device syncing, began to trickle down to the more affordable, base model cars. This gravitation towards tech-heavy cars spelled impending doom for the more analog, “driver oriented” modern car market.  People began to realize that driving as they knew it was undergoing a monumental change, which sparked a drastic spike in the value of the most analog “driver’s cars”, the Porsche 911 being right at the top of the list. The more hard-to-come-by, first and last year examples all of a sudden saw a stratospheric rise in value. [Hagerty Value Analysis for ’67 Porsche 911S (green line) and ’89 Porsche 930 Turbo Coupe (blue line), as of Feb. 2017] So you missed the boat on the Porsche 911 trend. Now what? Fear not, there are a million other classics out there bound to appreciate in value. I won’t bore you with a list of cars that I speculate will be future classics; I’ll leave that up to your own intuition. However, I will outline five key features that should be kept in mind when in the market for a classic or collectible car. Transmission: I’m starting off with an obvious one. The days of “rowing your own” are coming to an abrupt end. As the percentage of cars on the road with manual transmissions declines, people who prefer a manual will be forced to pay more for cars with their transmission of choice. In making automotive purchasing decisions, it’s generally a good idea to steer clear of transmissions that were groundbreaking at the time the car was released; there’s exceptions of course, but I’m speaking generally here. I’m looking at you, “Sportmatic” transmissions. While these innovative transmissions may seem like a desirable feature, they tend to not age well. For example, look at Ferraris of the early 2000s, the public was so blown away by the seemingly instant shifts the paddle-shift gearbox provided that many people opted for the “F1” transmission, the latest and greatest technology available. However, fifteen years later, those F1 gearboxes seem to shift as slow as molasses, as the technology has evolved and not only become exponentially quicker, but also applied to just about every moderately-sporty compact car. Interiors: It’s no secret that cars are a lot less colorful than they once were. A unique or rare original paint scheme is likely to help make a car stand out in the collectors’ eye, but that’s a given. Much of what sets certain cars apart from the rest is in the interior. In terms of interior design, automotive manufacturers don’t gamble anywhere near as much as they once did. In the 1960s and 1970s, manufacturers experimented quite a bit with a variety of interior materials and patterns, which made for some phenomenally interesting factory-prepared cars. As a European car nut, the Porsche 928 comes to mind. Porsche’s “pasha” interior was, and still is to many people, an absolute eyesore. For those of you that are not familiar with pasha, it was a psychedelic-looking black and white checkered pattern that was plastered all over the interior of many Porsches of the late 1970s. For some people, the pattern was headache-inducing at best; however, if you take a look at today’s 928 market, many collectors are specifically seeking out cars with these retro, time-capsule interiors. The often bizarre-looking interiors of the 1960s and 1970s were not limited to European cars, however. The American land-yachts of the era offered buyers an extensive list of interior options, with a number of fantastic patterns that looked to be cut right from the curtains of Grandma’s house – a personal favorite being the brocade interior found on many Lincoln Continentals of the 1960s. Modifications: In the world of classic and collector cars, originality is king. The cars that command the highest dollar value are the examples that are closest to original spec and condition. In the overwhelming majority of cases, modifications that detract from the originality of the car are going to hurt the value. With that said, some modifications are worse than others. When buying a modified classic car, the modifications should be looked at closely to determine if they are period-correct, meaning that they are modifications that an owner would have done as an upgrade at the time the car was new. These situations are somewhat uncommon, but they are out there. An example of this being the fitment of European-spec bumpers to US-market BMWs of the 1970s and 1980s; when the US government began mandating that all cars sold in the US must be equipped with bumpers that could withstand a 5mph impact, many BMW owners opted to purchase Euro-look bumpers, whether that be from an OEM parts supplier or an aftermarket

…Six years ago my dad and I dragged an ’87 Porsche 924S out of a guy’s backyard who had left the car for dead following a host of successive engine failures. Over the past six years, the 924 has become a major part of my life. I’ve always been enthusiastic about the car but not until recently, when I got 55 hours of seat time in six days with no air conditioning or human companionship, did I truly come to appreciate not just how brilliantly practical and reliable of a car I have, but how significant of a lasting positive impact daily-driving a vintage sports car has had on my life. In June of this year I drove across the entirety of the United States for the first time, a one-way total of 3300 miles from Connecticut to Oregon. As I was in a state of transition and uncertainty when I set off, having just left a steady, respectable job in favor of an ambitious pursuit of I-don’t- know-what, my mind raced throughout those ten-hour days of highway mileage. One minute I’m all smiles, overwhelmed by the exhilaration of major change; the next I’m reminding myself to breath deeply, my checking account balance looming ominously overhead. The only constant in my mind, the thought, “Damn, I’m so glad I took the 924”. I can say with confidence that I would not be the person I am today had I found my way into a modern econobox when I began driving, like so many people do. My 924 is quirky, it’s finicky, it has a host of unattended-to issues, but I see eye to eye with it, I get it. I’ve shared enough memorable experiences with the car that its presence adds a certain special ingredient to whatever I may be doing at the time, and for me, provides the subconscious comfort of a tie to home. Looking back at my classic car ownership, my mind is flooded with fond memories of time spent behind the wheel. Relationships sparked by late-night “spirited driving” in focus-fueled inextricably romantic silence, the adrenaline-induced giggles that follow a well-executed powerslide, and the fulfillment of mending a trip-ending mechanical failure with a healthy dose of Gorilla Tape; these reminiscences all made possible by a conscious decision to drive a vintage sports car. Even with all that said, daily-driving a vintage sports car is not for everyone. In certain circumstances it can be an inconvenience, prohibitive even. However, those who are willing to roll the dice in their automotive purchasing decisions will, in due time, find themselves reflecting on the massively rewarding experience that is classic car ownership, as I am now. Written by:  Jake DePierro

…I love buying classic cars. It is both my profession and my hobby, and is undoubtedly what I do best. The scenario surrounding each and every purchase is completely different from the next, and never the same as the last. I’ve bought and sold it all; everything from barn finds to yard art to concours-quality collection pieces. Don’t get me wrong, I too fancy a nicely polished classic with a fresh set of shiny tires, but the reality is that nothing hits me in the sweet spot quite like a car dressed in years and years of accumulated dust. The thicker the coat of dust, the better. Many people will argue that dusty cars are dangerous territory, claiming that dust masks major faults and blemishes that would otherwise be glaring. In some respects, they’d be right. But I’ve grown to look at it differently. A dust-covered car can only look better, while a car that’s nicely presented looks as good as it ever will. A shiny turd is still a turd. If you want to find a real diamond in the rough, you have to look in the rough. Dusty cars get me excited in ways that shiny ones cannot. For me, the most enjoyable part about buying a classic car isn’t that first sunny Sunday with the car when you wake up, wash the car, and go for a drive. Of course I enjoy those experiences, I’m not crazy, but I prefer those initial hours with the car when there’s still so much mystery surrounding it. I love the whole process of winching the car down from the flatbed, pulling out the carpets in a hunt for hidden rust, spraying brake cleaner to try to make out barely-visible casting numbers to later research, and reading through pages of decades-old receipts in an effort to piece together the history of a car. More often than not, I’ll uncover something about the car during the sorting-and-decoding hours that make me more fond of the car, or at least look at it in a different light. For example, just about a month ago I bought a ‘65 Mustang Convertible that had come up for sale as part of an elderly woman’s estate. When I first went to go look at the car, I noticed a daisy sitting on the dashboard. I didn’t think anything of it. A week later, having purchased the car and trailered it to my garage, I began organizing and reading through the stack of receipts in the glove box. As it turns out, the previous owner had owned the car since 1975 and had held onto hundreds of receipts, including a number of handwritten communications between her and a local body shop manager. In these letters, the Mustang was constantly referred to as “Ms. Daisy”. Now, to me, the car is Ms. Daisy. It’s a sophisticated little lady and must be treated as such. I’ve assigned human-like qualities to the car; the car has character, and the feeling I get from discovering and reviving that character is infinitely more rewarding than just admiring my shiny new toy. Quite possibly the most difficult part of being in the classic car business is managing expectations, both our own and of our customers. When you’re going to see a car based on just a couple grainy photos of it sitting in a dark garage, which I often do, it’s all too easy to get ahead of yourself in speculating about the car’s condition. It’s best, while difficult, to keep your expectations low. When we’re listing a car for sale we make a point to disclose anything and everything; like with a dusty car, it’s better to set the expectation low, because it can only get better from there. So next time you find yourself with an opportunity to gamble on a classic buried under a thick cover of dust, I strongly encourage you to take that bet.  That, or call us and we’ll give it a whirl! Written by:  Mike Widdes & Jake DePierro