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HOW A TRAIN RIDE OPENED MY EYES TO OPEL

One morning in September of 2010 I was a passenger on a German train that would take me from Frankfurt airport to the town of Bingen, where I was to meet my brother for a reunion. It had been nearly a decade since we'd last met and he was waiting for me, having flown from his home in Florida the previous day. Shortly after leaving Frankfurt the train slowed while passing through Russelsheim, where Opel automobiles are made. Those few minutes were an eye-opener, a reminder of just how critical an automobile manufacturer can be to the welfare of a community and its workers.

I was well aware of the brand, of course, and had been for many years. Opel was a company with a lengthy history, starting when founder Adam Opel established a sewing machine business in 1862 and then progressed to bicycle manufacturing. His first attempts at making cars were disappointing but by the 1920s Opel was by far Germany's most profitable automobile manufacturer. General Motors bought the company in 1929 and through a process of production increases and technical refinement turned it into Europe's largest vehicle maker. Although nearly destroyed by Allied bombers in the second World War, Opel returned from the ashes and by 1950, with GM again in control, it was building new factories and creating a wide range of models. Nothing exotic, just no-nonsense, well-made automobiles.

Opels exported to North America included the compact Kadett, and the Manta, GM's answer to the Ford Capri. Both landed on the showroom floors of Buick dealers, none of whom had a clue about how to sell small European automobiles. They did moderately better with the Opel GT, a handsome 2-seater sports car built between 1968-73 but even so, GM's attempt to market German cars in America failed. By the way, both the Cadillac Catera and the last Saturn models were re-badged Opels.

For a few years Opel was losing money, to the extent that GM was rumoured to be shutting it down or maybe finding a buyer. When I heard about that I, like most North Americans, shrugged my shoulders and said "oh well... too bad, another one gone." Until the day of that train ride. It took several minutes to pass the massive factory buildings and all their related facilities, during which I realised just how big this company was and how many individuals must be depending on it for their livelihoods. The company did not deserve to go under and neither did the good folks who worked there. Opel now plays an enormously important role in the global GM corporate group, developing platforms for use around the world, including the Buick LaCrosse and Chevrolet Malibu.

What led me to compose this blog, which has nothing to do with classic cars, was a news item that suggested Opel management was considering the possibility of taking over Saab, the bankrupt Swedish maker that has many suitors but none with the right combination of experience and available funds. In my view Opel and Saab would be an ideal marriage, bringing together Opel's greater manufacturing facilities with Saab's ability to create automobiles of considerable character. Funny how a simple train ride can make one aware that there's more to a car company than just a name. Opel and Saab together? I like it.

ARTIST RECALLS DAZZLING GM MOTORAMA

When the first General Motors Motorama came to the Automotive Building in Toronto's Canadian National Exhibition I was just into my 20s and still very impressionable. So to say that I was absolutely dazzled by the combination of futuristic concepts and new models would be an understatement. But Motorama, really a traveling car show, was more than just automobiles. It was the manner in which they were presented, with dramatic and colorful settings, entertainment, and even fashion, that made this such an exciting event.

The GM Motorama also appeared in New York, Miami, Los Angeles, San Francisco, Dallas and Kansas City, among others. Artist Dave Snyder has created a compilation of all six in his "Motorama 1953," a painting that came to my attention through the latest Hagerty online magazine. It reveals three concept cars (they called them "dream cars" then): the Oldsmobile Starfire, Pontiac Parisienne and the Buick Wildcat. Production cars included a novel Corvette sports car along with the Buick Skylark, Oldsmobile Fiesta and Cadillac Eldorado. And yes, that's the great Harley Earl, GM's head of styling, in the background being readied for a television interview.

Snyder spends anywhere from 300 to 450 hours on a painting, including intensive research through books and old photos. Little wonder, then, that he limits himself to six paintings a year. I especially like Motorama 1953, for it takes me back to a moment in time that only an artist can capture by bringing it to life again. You can purchase it from Dave's Web site: Image is size 17.5" x 34" on 22" x 36" heavy paper. Limited Edition costs $100.00, Artist Proofs $125.00. If you like his style but Motorama's not your thing you'll find many other nostalgic moments for sale there. I heartily recommend a visit.

[Photo copyright: Dave Snyder]

LOVE THOSE 300SL COUPES BUT WE'LL TAKE THE ROADSTER

If you're a Mercedes 300SL "purist" there is only one car for you and that's the Gullwing coupe. But if you prefer the wind-in-the-hair purity of open-air driving then the 300SL roadster is your car. It certainly is mine, or would be if I had the $850,000-$1,100,000 that this 1961 example is expected to bring at RM's Amelia Island auction on Saturday, March 10, 2012.

With almost any car a coupe is normally more practical, being weathertight and rigid, but the 300SL is an exception. The Gullwing was developed from a racing car, where such minor things as driver ergonomics are rarely considered. Hence, when the street version appeared, it retained the same high sills and unique door openings. And thus was so awkward to enter that the steering wheel had to be fitted with a hinge that allowed it to tilt forward to a near-horizontal position until the driver was seated.

Now I'm not suggesting this was the only reason why Mercedes eventually built a roadster but it certainly was important in the eyes of legendary importer Max Hoffman, who was eager to increase US sales of the 300SL. As well, Hoffman knew that Americans regarded convertibles as prestigious, even romantic, and more fun to drive than a closed car. Mercedes' engineers listened to his request and developed a roadster with the best attributes of the Gullwing—speed, handling prowess and solid build-quality. The spaceframe chassis was modified to provide deeper door openings for ease of entry and exit.

Slight styling changes included larger fenders, new headlights, a smaller grille opening and a chrome trim strip along the side sill. Despite a weight penalty due to the chassis strengthening and the larger door openings, performance was maintained by a horsepower upgrade. The roadster thus became one of the fastest (up to 155 mph) and most beautiful cars on the road. Of course the price tag was high and with so few made, examples today sell for the kind of money that only the very rich can afford.

This gorgeous machine has the additional advantage of restoration by the Mercedes experts of Rudi & Company in Victoria, BC. According to RM "every part is factory-correct, supplied from Mercedes-Benz Classic, and the completed car was tested for 300 miles and given an initial service with the head re-torqued, valves adjusted, all fluids changed and sorting done as required. Following the road test this 300SL was given a final wet sand, full polish and detailing. Mileage stands at approximately 85,350 miles."

Still prefer a Gullwing? Not me. I'm one of those crazies who'd rather drive with the top down, breathing the perfumed aroma of spring, listening to the tenor sax tones of that 240 hp, fuel-injected inline six. And my bid is.....

[Photos: RM]

AN INSIDER'S LOOK AT THE GREAT CAR COLLECTIONS

I'm delighted to help promote Keith Martin's new TV show "Million Dollar Collections." As publisher of Sports Car Market and American Car Collector, Martin knows the classics and will be taking viewers inside the car collections of personal museums, curators and owners to tell the tales of how and why they did it.

The series premiere on Monday, Feb 20, uncovers the magical Milhous Collection in Boca Raton, Florida - the result of 50 years of dedicated collecting by brothers Bob & Paul Milhous. Regarded as one of the world's finest private museums, the collection boasts an unprecedented series of rare automobiles, exquisite mechanical musical instruments and collectibles, including a custom carousel. All of which will be up for auction on Feb 24-25.

This allows me to boast a little of my own background with cars and broadcasting, which predates anything on the air today. If I hadn't been having so much fun I might even be jealous of Keith's new venture. Most of it took place in Canada, by the way, so when I say "first" it applies to my country but quite probably included the USA.

As a young radio announcer in the 50s I produced the first broadcast test drive, a Studebaker Starlight coupe that I tossed around the temporarily closed runways of Timmins Ontario's airport with the agreement of a fascinated airport manager. This led to hosting "Revving Up" for the Canadian Broadcasting Corporation, the first weekly radio show about motorsport. And from that I became host of "Wheelspin," North America's first weekly automotive television show. One of Wheelspin's features was the interviewing of of classic collectors, but where Keith will be visiting the collections, the collectors came to us.

I was also the action announcer for the first live telecast of a motor race in Canada (from Mosport). I announced the Canadian Grand Prix at Mosport for the CBC, and did the first radio play-by-play of the Sebring 12-hours, also for the CBC. According to the station manager the race action outdrew an NHL hockey game, which is quite extraordinary for Canada. The CBC's Bob McGegor and I also covered the Indy 500 and the Shell 4000 (Trans Canada) Rally from Montreal to Vancouver.

There was more, including my own class-championship sedan racing, but before I could turn these efforts into a lifetime career I executed a four-wheel-drift as an ad agency copywriter, and later creative director, in New York, London, and Toronto. Years later I was back into radio with Tales of the Open Road, 60-second spots that were half automotive history and half dealer promos. And now I'm an Internet guy, happily producing Marque1.com. Behind that lies more than 50 years of automotive media history.

My only regret is that Keith's Velocity show may not appear on our Vancouver cable outlet. Described as "an upscale male lifestyle network" Velocity is part of the Discovery group and while we do get the latter, its programming is selective. But I do recommend it to you and as for Keith Martin...  "congratulations, Keith, but I was there first." Though as my ex-wife used to remind me, "that and 25 cents won't get you a cup of coffee."

YOU WON'T MISTAKE IT FOR AN EDSEL BUT CHRYSLER'S AIRFLOW WAS EQUALLY FLAWED

Every car company has its Edsel, though for very different reasons. Whereas the Edsel was the offspring of ill-timed marketing decisions, Chrysler's Airflow was an engineering error. While the Edsel was over-styled, a mish-mash of chrome and exaggerated decor plus a grille that resembled either a horse collar or an Alfa-Romeo, depending how you saw it, the Airflow was designed by engineers who were influenced by aerodynamics ("streamlining" in those days) but lacked aesthetic tastes. Ford could survive the Edsel but the Airflow might have destroyed Chrysler had the company not backstopped itself with more conventional models. Like Ford, it was wise enough to quit while there was still time.

Today the Edsel, though definitely an important collector car, is still available in such numbers that values remain low. A Chrysler Airflow (and its DeSoto twin) is far rarer, especially in concours condition. The 1934 Airflow seen here is sheer perfection, and when it goes on the block at Auction America's Fort Lauderdale auction, March 16-18, it is expected to bring between $80,000 - $100,000. Some consider the styling to be beautiful, too far ahead ahead of its time, but I think that, when seen from the front, the Airflow was rather ugly. And that's the real reason why the public turned against it.

The engineering, however, was brilliant. A semi-unitary "truss bridge" chassis was based on aircraft construction principles. The eight-cylinder engine was placed over the front axle, which allowed the seats to be located entirely within the car’s wheelbase, resulting in a roomy and comfortable passenger compartment and a remarkably smooth ride. Needing superior handling dynamics, an innovative suspension system was designed. The engineering team then applied what they learned about aerodynamics to utilize monocoque construction. This would strengthen the body while reducing overall drag.

The windshield was composed of two sheets of glass that formed a raked 'vee' both side to side, and top to bottom instead of a flat panel of glass. While automakers like Ford, GM and even Chrysler continued to use wood structural framing members in their car bodies, the Airflow utilized a full steel body. Function dictated form but to the exclusion of style. If only they'd brought in one of the great designers of the day.

The car on auction had a complete restoration, finished in June, 2011 at a cost of nearly $200,000. Every nut and bolt was removed, cleaned or replaced. The engine, brakes, rear end and fuel tank were all rebuilt. This Airflow features an 8-cylinder inline engine, three speed transmission with overdrive and free-wheeling, and four-wheel hydraulic brakes. It is one of only 7,226 produced and is said to be among the best restored Chrysler Airflows in existence. Strangely, the passing of decades have given it a beauty that didn't exist in the first place.

HOW MANY CYLINDERS DOES YOUR ENGINE NEED? SURPRISE! THREE MAY BE ENOUGH

Now that BMW has announced its intent to market the next 1-Series with a three-cylinder engine the skeptics may start to believe. North America has always been the land of bigger is better and the more cylinders it has the more we love it, so cars with just three cylinders have always bordered on being a joke. But engine technology has raced at full speed in the last few years to develop six-cylinder mills that produce the power of an eight and four-cylinder engines that perform like a six... and soon you'll be driving turbocharged three-cylinder cars that combine sporting performance with remarkable fuel economy.

BMW is just the latest manufacturer to join the three-cylinder club. Ford is offering their new 1.0 Ecoboost unit in the European Focus from 2012. This new engine features several innovations, including the use of an unbalanced flywheel to remove the need to use balancer shafts. The Volkswagen Group is featuring three-cylinder engines in the Audi A2, VW up!, and versions of the Polo, Seat Ibiza, and Skoda Fabia. Peugeot and Citroën are using a common inline-three-cylinder engine. But here in the land of bigness the only car currently available with a three-cylinder is the Smart.

The three-cylinder engine has a lengthy history that includes such once-successful makes as Saab and DKW. Indeed the first Saabs sold in the US and Canada featured a three-cylinder two-stroke engine. By 1966 the Saab 96 (above) came with 46 bhp, an unimpressive number until you remember that Saabs were lightweights with slippery aerodynamics. With the additional advantage of front-wheel-drive Saabs were quick enough to win the Monte Carlo Rallye, a mark of superiority in those years.

Germany's DKW, one of the historic Auto-Union marques, also featured two-stroke three-cylinder engines. The largest of these was just under 1.2 litres capacity but it had an output of 60 bhp. Among its last and much desired cars was the 1000 SP Roadster and Coupe, which owed much of their styling influences to the Ford Thunderbird.

More recently, GM marketed the Chevy Sprint/Geo Metro/Pontiac Firefly, three-cylinder badge-engineered versions of the four-cylinder Suzuki Swift, intended to provide Chevrolet and Pontiac dealers with a low-cost alternative to Japanese competitors. GM's advertising generally ignored the number of cylinders, while emphasising fuel economy. With the standard 5-speed transmission, performance was adequate for city and most highway driving but the optional automatic came only with three-speeds, quite a stretch for an engine of that size.

Back in the 90s I happened to be in Phoenix, directing a sales video that I'd written for GM Canada. At the conclusion of the shoot I decided to rent a car and spend a couple of days further north, in the Sonoma area. Always a small car enthusiast, I was quite willing to take the least expensive vehicle offered by the rental car company, which turned out to be a Metro 4-door sedan with the three-cylinder Suzuki-designed engine and GM's 3-speed auto. I expected it to perform like a slug but in fact it handled the mountain ascents with ease and thanks to nimble handling could leave other vehicles in its tiny wake. Okay, with a full complement of passengers and a trunk full of luggage that would not have been the case but as a single traveler I was impressed.

In this fast-changing auto world three-cylinder engines will no longer be an oddity in the US and Canada, although older generations of drivers, brought up on multi-cylinders, will no doubt grumble and complain and make derogative remarks, as they once did when a car with "just" four cylinders made them eat toast on a winding road.

History probably records many more cars with three-cylinder engines than those mentioned above. If you know of any, feel welcome to add to our Marque1's visitor's knowledge by using the "Comments" box below

COMING: A CONCOURS FIT FOR A QUEEN

Of all the great concours d'elegance held around the world it would be difficult to imagine one more prestigious than the inaugural Windsor Castle Concours of Elegance, which will take place within the inner courtyard inside the walls of Windsor Castle from September 7-9, 2012. Imagine being invited to show your car in the Queen's front lawns! Imagine being there as a spectator! Just imagine.

Securing an invitation would be difficult, indeed, but being there is not impossible, for the Windsor Castle Concours of Elegance will be open to the public on Sunday, September 9, 2012. It is being organised with full permission of Her Majesty The Queen.

Note that the event is being advertised as a Concours of Elegance, not a Concours d'Elegance. I suppose that for an event being organised to celebrate the Queen of England's Golden Jubilee, the French spelling would hardly be appropriate.

At this time we have no idea which cars will be invited but the organisers say it is "a significant new event celebrating the style and glamour of historical automobiles, the like of which this country has never seen. The event will also be a fitting testimonial to the craftsmanship of the UK classic car restoration industry of which the UK is a leading player." Creative Director Jeremy Jackson Sytner at Thorough Events also commented, "taking place in this highly prestigious location, the event is being established as a major charity fund-raising initiative."

If you wonder why the Queen might support an automotive event it's worth remembering that, in spite of being chauffered around in a State Bentley, she is an accomplished driver who put her driving and repair skills to good use as a young Princess during WW2. When Her Majesty is visiting the family estate at Sandringham she can sometimes be found at the wheel of a Rover or other car and if there's a mechanical breakdown can explain the problem quite precisely to the service crew. Yes, the Queen is a car lady.

BOXY VOLVO BECOMES A COLLECTOR CAR... SORT OF

Honestly now, would I try to fool you by pretending that the 1982 Volvo 760 GLE is a collector car? Well, yes and no. On the one hand a 30-year-old family sedan with conservative styling and mid-range performance is not likely to get any collector's attention. On the other, when an automaker admits that a specific vehicle was "the car that saved the company," that puts it in a rather exclusive group. With low mileage Volvo 760s available for as little as $1500 it would be hard to find a cheaper car with which to enter the car collector hobby.

Volvo explains it this way: "When the first plans for the new car were drawn up around 1975 the automotive industry in general was experiencing a lot of difficulties, and Volvo in particular. The first oil crisis had just passed and at Volvo, problems were rising regarding the build quality of the new Volvo 240. It was also a very difficult economic time for the company. It was expensive to build cars in the Torslanda plant, too expensive in fact, and it was no longer profitable to export them."

As a long-time Volvo enthusiast I was familiar with the 240 wagon, which had served me well in the 70s, but by then I'd turned in search of better performance and handling. Volvo, which by then was the butt of jokes about its emphasis on passive safety (not that safety is anything to joke about  but car enthusiasts have other priorities), had little to offer, especially after its much-loved P1800 and ES1800 had been retired. The folks at the factory had similar feelings.

The 760 was conceived in a time when conditions changed almost daily and in the company there were many strong and different opinions regarding the new car. There was no Internet to surf in order to research potential owner's views but Volvo made use of the best possible tool available at the time, a very thorough analysis of the surrounding world. Careful studies and mental flexibility would lead the team on to the right track and along that track there was little or no room for mistakes.

It was decided that "reliability, fuel efficiency, longevity, serviceability, low noise levels, design and performance should guide development work on the new project." It was also decided that "rear-wheel drive should be employed, that the wheelbase should be 10 cm (4") longer than that of the 240. The car was also to be somewhat shorter than the 240 but have the same width and be 100 kg lighter.  For cost reasons most of the technical content was to be carried over from the 200-series with only minor modifications. The exterior design, however, had to be brand new."

There were many design proposals to consider, many of them from outside consultants. Most were sedans but Volvo's head of design, Jan Wilsgaard, preferred a hatchback. The finance department, on the other hand, wanted a design with straight and flat surfaces, with angular lines, preferably of 90 degrees, in order to reduce the production costs as much as possible. (Aha... trust the bean counters to choose kroners over emotions!) 

The battle was between the favourite of the marketing department and the engineering department alternative, when the sometimes very secretive Wilsgaard pulled an unknown contestant out of his sleeve. It was his proposal which blended all the properties in a different way: A car with a drawn-out rear end in the wagon fashion with straight body sides and with an abruptly cut-off rear; in other words a "cut-back." This remained in the final discussions but eventually a modified version - a sedan with an almost vertical rear screen and boxy rear section - was chosen. The straight sides lent the interior a spacious feeling which was also very comfortable. And above all, the car had real character. In the midst of the slippery soap dishes offered by other manufacturers, Volvo's boxiness was a hit and soon turned into a hallmark. 

In Sweden, the new 760 GLE was priced just below the psychological SEK 100,000 limit - at SEK 99,800 - and for that money the customer got a car that was very well equipped: a V-6 engine with automatic transmission, air conditioning, a sunroof and power steering. North America got a similarly well-equipped car that even today looks elegant and distinctive. Perhaps it's too soon to call the 760 GLE a collector though I'd certainly list it as a future classic, but it definitely qualifies under a new category, one that I prefer to call a "nostalgia car." One known less for its rarity or greatness than its ability to stir our emotions.

BEST REASON TO VISIT PALM SPRINGS: 2012 DESERT CONCOURS

It's early February of 2012 and there are a number of places I'd rather be than here in Sidney, BC. And that's because I love sunshine, warm temperatures, and beautiful scenery, especially when they're all in the same location. Add great classic cars to the list and one place leaps to the top. Palm Springs, California, home of the Rancho Mirage Desert Classic Concours d'Elegance.

Not long ago this was a two-day event. Now it encompasses ten days of excitement, beginning with the Desert Classic Vintage and Historic races, Friday through Sunday, Feb 17-19, at the Chuckawalla Valley Raceway in nearby Indio, California. Okay, it's not exactly ten days non-stop, for there is a break after the races until Friday, the 24th, when the Tour Classique begins. And that, to me, is a good thing as it allows visitors time to enjoy everything that Palm Springs offers. I'd recommend an early morning side trip to the Salton Sea area to participate in a hot air balloon ride, surely one of life's more inspirational experiences.

The Tour Classique on Saturday is where owners of selected concours cars have an opportunity to drive their vintage automobiles over interesting desert roads in the Coachella Valley, and where the public has a chance to see (and hear) them driven. As well, the event now includes a classic car auction, offering visitors a chance to buy their own piece of history. The Desert Classic Auction takes place on Saturday, February 25, 2012 from 10 a.m. to 5 p.m. at The Westin Mission Hills Resort & Spa, with previews on Friday, the 24th.

Of course the highlight is Sunday's Concours d'Elegance, featuring more than 250 exceptional classics from Europe and America. Many of these rarely seen cars are from private collections and museums, and they'll be competing for coveted "best of show" and class awards. A "celebration of the motorsports lifestyle," the concours includes fine food and wine, up-scale vendors, music, and displays of other collectible items such as such as jewelry, watches and art. As a bonus, car club members are invited to display their vehicles in the Car Club Corral, located adjacent to the concours area.

One thing I do find peculiar about the Desert Classic is the change of location, the third in its brief history. Initially held on the golf course at the city of Palm Springs, it moved to the La Quinta Resort and Club in 2010 and returned in 2011. Now the Desert Classic heads for the Rancho Mirage Country Club in Palm Desert. Not that the venue is any less attractive with its spectacular mountain views, but it does suggest that the organisers have had trouble finding a permanent home. Let's hope this one is in it for the long run.

[Photo of Cadillac Fleetwood at 2011 Concours: Gerry Maceda]

RARE FIND AT SCOTTSDALE: PEERLESS GT COUPE

In his search for the unusual at the Scottsdale auctions, Nigel Matthews was quite surprised to find a 1959 Peerless GT coupe about to be auctioned by Russo & Steele. Only 300 of these rare and technically interesting cars were made at Slough in Berkshire, England, and only a few left-hand-drive models found their way to North America. That any have survived may be due to the fact that the bodies are fiberglass and the engines were identical to those found in the Triumph TR4 and Standard Vanguard.

The Peerless was just one of several low volume UK sports cars built in the 50s and 60s using running gear from mass-produced sedans, but it was also one of the best. In 1958 a near-stock Peerless raced in the 24 Hours of LeMans and placed 1st in class and 16th overall, an impressive result. The basic structure was of tube construction, with an all-independent suspension featuring a DeDion rear. In stock form the 1991 c.c. 4-cylinder ohv engine produced 100 hp @ 5000 rpm, 117.5 ft lbs of torque @ 3000 rpm. Transmission was a 5-speed manual. With a weight of just 2401 lbs, that was enough for 110 mph and 0-60 acceleration of 12.4 seconds. Respectable performance, indeed, for the late 1950s.

Speaking of Triumphs, Nigel also spotted this TR3 at the Gooding auction. He remarked in his e-mail to me, "what has it come to when a Triumph TR3 sells for $55,000?" What indeed, in this weird world of collector cars? Still, it appears to be a ground-up restoration so perhaps the buyer went away happy. My late brother had one in Europe eons ago and I doubt he even paid $5000. By the way, Peerless was also the name for a prestige automobile made in America from 1900 to 1931. When the last customer Peerless left the assembly line on June 30, 1931 it was also the last production car ever to be made in Cleveland.

[Photos: Nigel Matthews, sales and marketing director for Hagerty Canada]