Marque1

I'D ROLL OVER TO OWN THIS CABRIOLET. IN FACT, I DID

My association with the French Simca was peculiar, amusing, and rather frustrating. I'd just been sacked as assistant public relations manager of Volkswagen Canada for the sin of taking my wife and baby son with me on a business trip to the Maritimes. The trip was successful and the VW dealers agreed that bringing my family along was a nice touch but VW Canada's Managing Director Werner Jansen was old school and fired me the moment he found out. I needed work and Simca, which was launching the Simca 1000, hired me temporarily to assist with pr and create a brochure.

One of my suggestions was to prepare a 1000 for sedan racing. I'd won a CRDA class championship with a modified VW and since both cars had their engines in the rear, the dreaded oversteer was well within my capabilities as a driver. Simca's management agreed, the suspension was altered and suitable tires were fitted. But someone in the group suddenly objected to spending money on engine modifications and with no time to argue the point the car was entered in its first race with an absolutely stock powerplant. Qualifying found me on the back row for the first time in my life, next to a BMW 700.

The Michelotti-designed coupe was no dragster but when modified, as my competitor's was, it could be quick. Not quick enough in the class in which we were racing, though; consequently he and I would compete for last place. I don't recall his name but this gentleman, a German immigrant, was an accomplished racer. I suspect he was as embarrassed as me while lining up on the grid. When the starting flag fell, however, we were both determined and gave it our best. It was fun for us and possibly the spectators, cut-and-thrust on every corner, and I won. No trophies for finishing second-to-last, though.

A few weeks later I was invited to drive a Simca of a different kind at Mosport. The Aronde had been raced by a CBC radio producer with poor results, and so dealer-owner Bruce McFarlane invited me to try it during race practise to determine if there was a problem with the car. There certainly was. I was accustomed to oversteer with my VW and Porsche, but this Simca's suspension had been modified to the extreme in the opposite direction. It understeered so badly that the only way to get through a corner was to enter slowly and add throttle (gingerly) on the way out.

On the third lap of open practise I entered a fast right-hander with a gaggle of competitors following. Normally I'd take the inside line and let them pass on the left but I could barely keep it on track. So I took the outside line, leaving plenty of room. The following drivers stayed to the right except for one eager-beaver in an Austin-Healey who was determined to pass me on the left. His fender tapped mine and the Simca, already on the edge of adhesion, traveled up a grassy bank and rolled over, ending on its side. I quickly shut off the engine and crawled out, with no worse injury than a bloodied knee.

Owner McFarlane was quite offended that his car had been damaged (albeit lightly) and refused to believe my complaint about understeer. I showed him the patch of blue paint and went off to find the offending Healey which, sure enough, had a matching scrape. The driver, Paul Muir, was nowhere to be found. Meanwhile the dealer repaired the Simca and raced it with its regular driver who, as usual, brought up the back of the pack.

All that is ancient history. Now I look on Simcas with a certain affection, and so I was attracted by this rather rare 1960 Aronde Cabrio. It has been properly restored and is offered by Dutch dealer Joop Stolze Classic Cars "at a price to be agreed on by buyer and seller." Joop Stolze is a classic sports car enthusiast who, 36 years ago, imported his first TR3A from London. Today his collection consists of hundreds of extraordinary cars. Everything has been imported by Joop himself, which he says causes prices to remain low and histories to be more reliable.

HOW A 1953 AUSTIN-HEALEY HELPS DRIVE AWAY CANCER

This has got to be one of the most poignant, most heartwarming stories from the classic car world that I've ever read. It comes from David LaChance on the Hemmings Blog and because any rewrites I might attempt won't do him credit I'm going to quote directly here:

"One year ago, a man named John Nikas drove a tatty and tired 1953 Austin-Healey 100 from coast to coast, hoping that the drive would encourage the car’s owner, a friend who had recently been diagnosed with multiple myeloma, to keep fighting. He named his effort Drive Away Cancer. Improbably, incredibly, the Healey – named Grace – made it from the West Coast to the East Coast and back again. Though it was never part of the plan, passersby he met along the way inscribed the names of their friends and loved ones whose lives had been affected by cancer. Grace had become both a rolling memorial and a symbol of hope and defiance for those living with the disease. A few weeks ago, John called to tell us that he was undertaking yet another trip in Grace, a 50,000-mile odyssey touching all 50 states. It’s called 'One Lap for America' ."

The article itself was written by John Nikas, owner and driver of the Austin-Healey 100 (he's an experienced vintage racer who has campaigned a Sebring Triumph TR4, Austin-Healey 3000, and a Jaguar XK120). I sincerely recommend clicking on this link to the Hemmings Blog, and reading the article in its entirety. If you ever had doubts about the logic of the collector car hobby (and some of us have, from time-to-time, due to the massive amount of dollars spent at the auctions) this will dispel those concerns.

It's a lovely article (thanks, David, for sharing it with us) and as John Nikas makes his way through those 50 states I hope he comes close to the BC border. Better still, I think we should invite him to cross that border for a visit. (Are you listening, Nigel and Hagerty?) The schedule can be found at DriveAwayCancerNow.org and their adventures followed on the Drive Away Cancer fan page on Facebook.

[Photos: John Nikas]

THE INTERURBAN. WHAT WE NEED NOW

When classic car enthusiasts talk about railways – as they sometimes do – the conversation is usually about steam engines and the famous streamliners of the past. Seldom does anyone discuss "interurbans," a mode of rail transport that was once common throughout North America. Interurbans weren't glamorous and they certainly weren't streamlined but they were functional and served a unique purpose: to provide scheduled service from city centers to suburbs and smaller communities. They're what we wish we had now.

As a kid living in Southern Ontario I had the opportunity to ride the interurbans and was fascinated by them in spite of an admiration for the "crack express trains," as long distance railway trains were often called in advertising and the media. What attracted me was that interurbans seemed to go where other trains couldn't. Alongside highways. On city streets. Winding their way through forests and farmlands at speeds that allowed passengers to glimpse nature's beauty in a way that wasn't possible in a speeding intercity train.

Interurbans were sometimes drawn by steam or diesel but most were electrified, with power supplied by overhead pickups. Not to be confused with streetcars or trolleys, they were bigger, faster, and often consisted of multi-car units. Today we'd call them "light rail." It was the automobile, of course, that spelled the end for interurban service as commuters were lulled by the promise of privacy and freedom.

So what was it like to ride the interurban? How did they look and sound, close-up and from afar? For a very reasonable cost you can purchase a DVD packed with historic footage in black & white and color. Sunday River Productions specialises in railway DVDs of all kinds, and the one that caught my attention features interurbans from Eastern Canada, including the Oshawa Railway, the Cornwall Street Railway, the Lake Erie & Northern Railway, the Grand River Railway, the London & Port Stanley Railway, and the Niagara, St. Catherines & Toronto.

Having been born and raised in Southern Ontario I can relate to these lines and even rode on two at a very young age. If you're at all curious about interurbans you'll enjoy this DVD regardless of where you live, but you can scroll through the Sunday River site and find plenty of other options that may satisfy your urge for nostalgia. For just $29.95, this is a trip I'd like to take.

ARRIVE IN MONACO A WEEK EARLY, DRIVE AWAY IN A LAMBORGHINI

Honestly now, wouldn't you love to own this 1971 Lamborghini Jarama 400GT? Modern day supercars may have impressive performance but none can match the Jarama's elegant design, created by Bertone's Marcello Gandini. Well, my friends, the car can be yours if you're the high bidder at the RM 2012 Monaco auction on Saturday, May 12th. Just be sure your wallet contains between 60,000 - 80,000 euros.

The Jarama came about when Lamborghini was forced to redesign the Islero to meet United States safety and emissions regulations. Rather than spoil an original, a decision was made to create a Mark 2 Islero with a different name. The chassis was shortened by 10.7 inches, essentially the same platform as the Espada. Although heavier, the Jarama had the same top speed as the Islero. The 1970-1973 GT produced 350 hp from its V-12 engine, while the 1973-1976 GTS (also known as Jarama S), delivered 365 hp. The GTS also offered power steering, removable roof panels, and an automatic transmission.

Legend has it that Feruccio Lamborghini named the car after the Jarama bullfighting region in Spain (the bull was his response to Ferrari's horse) but became concerned that people might mistake it for the Jarama racing circuit near Madrid. He needn't have worried.  A total of 328 Jaramas were built, a decent number for a costly limited-production automobile.

The weekend of the 12th precedes the Monaco F1 race by a week but is no less interesting, for it features historic races by great GP and sports cars of the past. Add the RM auction to the festivities and you've got a splendid excuse to park the yacht for a few days. Italian cars highlight the auction and many will sell for prices far in excess of the Jarama, making it something of a bargain. Classic Driver Magazine has the complete story here.

THE CITROËN DS19, 10 YEARS AHEAD OF ITS TIME. NO, MAKE THAT 56 YEARS

When I was starting my advertising career in 1966 I wanted to write an ad for the Citroën DS19. The headline under the photo would have read: "In 1956 They Said We Were 10 Years Ahead. It's 1966 and We're Still 10 Years Ahead. When Are They Going to Catch Up?" The copy would go on to explain Citroën's futuristic advantages and ask why the competition was so far behind.

I soon learned that in the ad business copywriters don't get to choose their clients. Clients choose the ad agency and we writers rave about the product whether it's crap or not. So I never got to write an ad for Citroën or any of the other automobiles I admired. I did write many car ads and commercials over the years but few of those vehicles appealed to me.

My reason for wanting to write a Citroën ad was simple. I thought it was one of the most beautiful cars I'd ever seen and was mesmerised by the technology. It was an opinion shared by many others. The DS came in third in the 1999 Car of the Century competition and was named the most beautiful car of all time by Classic & Sports Car magazine.

So how do you improve on a masterpiece? You don't if the Numéro 9 concept (above) to be unveiled at the Beijing Motor Show later this month is an example. Citroën is touting it as the DS19's spiritual successor. Well, forgive me folks, but the Numéro 9 has none of the elegance, beauty, and futurisim that was represented in the DS19. On the other hand it would be almost impossible, indeed foolish, for the company to have attempted a retro version.

Perhaps the most spectacular technical feature was the DS 19's ability to be raised or lowered on its suspension according to the driver's needs. Lowered, and the already impressive aerodynamics were further improved, as was the roadholding. Raised, and the Citroën could be driven over deeply rutted roads. Easier for well-dressed ladies to enter and exit, it also made tire changing simpler. The all-encompassing hydro-pneumatic system included power steering, brakes, and a semi-automatic transmission. Disc brakes were fitted to all four wheels, inboard up front. The roof was made of fiberglass and the hood of aluminum.

The interior didn't disappoint. Braking was accomplished, not by a typical pedal, but a much smaller "button" on the floor. The steering wheel had only one spoke, which grew out of the steering column like a branch on a tree. The dashboard was a work of art, where drivers could operate the integrated controls without taking their hands off the wheel. Did I mention that the DS19 was front-wheel-drive? But what would you expect from the company that pioneered fwd in mass-produced cars with the Traction Avant back in the 30s?

Sadly, it was the engine and transmission that prevented the DS19 from becoming a major success in America. Hampered by French tax laws that removed any incentive for large, powerful engines, Citroën had to make do with a relatively small 4-cylinder powerplant. And the transmission was a semi-automatic at a time when all American manufacturers could offer full automatic convenience. The clutch was automatic but the driver still had to change gears manually. It's possible that Citroën had yet to develop a system that could work well with front-wheel-drive.

During its 20 years, 1,456,115 units were made, including the lower cost ID. But in the vital North American market only 38,000 units were sold. Citroën did show the car's versatility with a station wagon, a convertible, and a stretched executive version; the same one seen in movies and newsreels, chauffering Charles de Gaulle and other dignitaries. On TV it is the choice of The Mentalist's Patrick Jane, who drives an eggshell blue Citroen DS21 Pallais.

With due respect to the Chinese, it's probable that very few buyers have ever heard of the DS19, let alone seen one, so the Numéro 9 concept may be ideal for its hoped-for expansion in that market. As for me, I may like it better when I see the car rather than a photo, but for sheer beauty I'll stick with the DS19, even though I never did get to write that ad. Hmm... wonder how it would sound in Chinese?

1934 BUICK BRINGS BACK CANOE RACER'S MEMORIES

If you lived in the United States in the mid-to-late 1940s and you were a middle-class teenager over 16, there was a good chance of owning a car. It might only have been a set of beat-up wheels but it took you to school or out on dates and symbolised your status in life. This was not the case north of the border. The Canadian economy was similar to the US but very few young guys were in possession of an automobile.

I was part of a gang of kids aged 16-20 who raced for Toronto's Balmy Beach Canoe Club. Most of our evenings and weekends were taken with lengthy workouts and practicising for the summer regattas. The Club also had its own dance hall, so that was the source of our primary recreation as there were plenty of pretty girls attracted to those suntanned young athletes and the Balmy Beach lifestyle.

Now you'd think that at least a few paddlers might have possessed a car but that wasn't the case. Looking back, I think it may have been a combination of two things: (1) Unlike their American counterparts, Canadian parents did not have a philosophy of buying automobiles for their offspring (rich families aside). (2) The sport was so demanding that there were too few hours left in which to hold down a part-time job. No job, no money, no car.

You can imagine, then, that the one young man in our group who actually owned an automobile got more than his share of attention, both from the guys and the girls. His was a 1934 Buick coupe, exactly like the one in the above photo. I wasn't a "car guy" then, though my interest was developing, but I fell in love with it, mostly because of its handsome design. The proportions were perfect, the lengthy hood gave the impression of power, and the 2-door close-coupled body was pure elegance.

And that's why I was immediately attracted to Brian Earnest's article in Old Cars Weekly's "car of the week." The owner, Jill Helmke, has possessed the car for just a year, and loves her Buick Victoria Coupe because it's easy to drive (she's had experience with classic cars before). "It’s so much easier to start. You don’t have to play with everything. You don’t have the gas to turn on. You don’t have the spark, the choke — you don’t have any of that stuff. And you don’t have to double-clutch it. It’s just a lot easier."

While reminiscing over that beautiful Buick I'll also be dreaming of the one that got away. The girl, that is. Uh... what was her name?

[Photo: Brian Earnest]

IT WAS JUST A MATTRESS BUT IT LED TO MEMORIES OF THE HENRY J

I was having a new mattress delivered to my home by the shop owner and her son. While the boy did the heavy lifting this good lady was fascinated by my small collection of model cars and the five framed panels of life-story photos, two of which include cars that I raced and rallied many years ago. Turned out she and her family are classic car enthusiasts and owners. Hey, you never know!

As they were about to leave she admitted that the vintage car she'd really like to own and drive is the Henry J! Expecting to hear the usual Shelby Mustang or Jaguar E-Type response, I was amazed and delighted, for I'm one of those who appreciate the humble autos that working and middle class folks once drove. Especially if the car is relatively rare and hard to find in restored condition. Certainly the Henry J fits that category. And guess what? As one who was around when it was launched I, too, liked the Henry J. I'd already begun to appreciate compact cars and was pleased that an American company was willing to take a risk.

With its pert tail fins and fastback styling, the Henry J stood apart from the competition. It wasn't a triumph of great styling but certainly had character, something that's missing in most contemporary cars. Henry J Kaiser, from whom it got its name, also thought his compact could be marketed differently, using the catalog sales strength of Sears. Why bother with the cumbersome dealer system and distrust of hard-sell salespeople? After all, those catalogs went into millions of home mailboxes. In a way, they were the forebears of today's online merchandising. Thus the Henry J was also available as an Allstate. Dealers would still provide service, which was good for them as parts and service is the prime money-maker in that business. The Henry J was not a sales success, perhaps because it was the wrong car at the wrong time. This link will give you more of the background leading to its eventual failure.

I can't remember the last time I saw a Henry J but my new friend tells me that one has recently appeared at Frangelli's, a Saanich, BC, coffee shop north of Victoria where car fans are known to gather. If it's true that a Henry J lives on Vancouver Island I look forward to some day catching up with the owner and maybe having a little wheel time, if he's willing.

AT LAST! THE TRAINS RETURN TO VANCOUVER ISLAND

A political miracle has just happened here on Vancouver Island. The Canadian government has announced that it will contribute $7.5 million from the Building Canada Fund to the $15-million infrastructure investment required to get the E&N Railway on its tracks again. Proponents are celebrating because the E&N is the only remaining railway line on the island and because they believe it can be successfully used to help solve various commuter and freight problems.

Inasmuch as most of my viewers have no idea where Vancouver Island is (including more than a few Eastern Canadians) allow me to begin with a few simple facts. The island's travel site boasts that "nestled along Canada's West Coast, the Vancouver Island region is a paradise of tranquil islands, pristine coastlines, and emerald forests, where the ever-present Pacific Ocean shapes the scenery and softens the climate." True. It is also the home to British Columbia's parliament buildings in Victoria, the island's largest city.

It is 25 minutes by air from the city of Vancouver and from Seattle, measuring 19,356 square miles. To put this in context, it is 290 miles long and 50 miles wide. Compare this with Long Island at 118 miles in length and 23 miles wide, or Hawaii's Oahu length of 45 miles and width of 30 miles. Obviously this is one whopper of an island. With that much territory to cover, a railway is a definite asset.

Previously the E&N ran two self-propelled diesel railcars daily, from downtown Victoria to Courtenay and return. Its owner, ViaRail, made little effort to publicise the service, so when the track began to deteriorate it simply shut the passenger service down. But Victoria is expanding rapidly to the west and nearby communities recognised that the E&N tracks could be used for commuter service. In addition there is a new awareness that railways are a clean, economical way of moving freight... the line has access to four major railway companies: Canadian National, Canadian Pacific, Burlington North, Santa Fe and Union Pacific.

I'll admit to being somewhat of a romantic where railways are concerned and as a car enthusiast I'm all for traffic reduction, especially on the scenic but dangerous Malahat Highway that joins north with south on the island. I've traveled many miles on European railways and have seen how people are attracted to fast, reliable, comfortable trains. It won't be easy but here's hoping E&N's management can make it work. Eventually they'll need more contemporary equipment, although they could always advertise those elderly Dayliners as vintage trains and offer special railfan runs to tourists!

[Photo: Flickriver.com]

BEVERLY HILLS, CLASSIC CARS, PARTNERS IN GREYSTONE CONCOURS

The very name "Beverly Hills" symbolises Hollywood glamour, gated mansions, streets lined with palms and, of course, eternal sunshine. I was fortunate, in the late 1980s, to spend three weeks there as writer and co-director of several GM Canada commercials. My art director and buddy, Ray Fry, had attended the Pasadena School of Art and Design and knew the area well, consequently I had a knowledgeable tour guide. I'd love to return on Sunday, May 06, to attend the 3rd annual Greystone Mansion Concours d’Elegance. And so, I'd bet, would Ray.

The Greystone Mansion is listed on the the Department of Interior’s National Register of Historic Places. And it has quite a history, beginning with Edward Laurence Doheny, who became a successful oil magnate with the help of partner Charles Canfield as they drilled for and discovered the first oil wells in Los Angeles in 1892. Oil gushers soon became part of the landscape of L.A. In 1926, Doheny gifted his son Edward "Ned" Laurence Doheny Jr., and his daughter-in-law Lucy, with a 12.58 acres parcel of land. This land, acquired by Doheny in 1914, was adjacent to his 429 acre Doheny Ranch. It is on these 12.58 acres that Greystone mansion was built, at a cost of $3,135.563, the largest undertaking of a family estate in the city of Beverly Hills. The perfect setting for a showing of magnificent classic cars.

Among the highlights is a very rare 1932 Alfa Romeo 2.3 straight-eight, supercharged, twin-overhead-cam with 150 horsepower (above), one of the few vehicles truly capable of reaching 100 MPH at the time. This 8C won the Mille Miglia in 1932-33, Le Mans in 1932-34, and the Spa 24 Hour Race in 1932. It is one of the only remaining 2.3 Alfas with original coachwork still intact.

Other vehicles on show include a 1939 Bugatti from the Mullin Museum, considered to be the most original Type 57 in the world; a 1972 Ferrari 365 GTB/4 Daytona sold new to American gun manufacturer William Ruger and kept in the hands of his family for over three decades; a fully restored 1925 Hispano Suiza H6B with a Laundolet body style, built for Andrew Mellon while he was Secretary of Treasury; a 1930 Cadillac 425A Convertible Coupe that was awarded Best In Show in the 2010 in the Rancho Mirage Desert Classic. (I've seen that car and can attest to its remarkable design.)

Add to these a 1920 Rolls-Royce Silver Ghost, 1957 Buick Roadmaster Convertible, 1970 Lamborghini Miura S, 1957 Porsche 356, 1959 GT Carrera Speedster, 1937 Buick with Brewster Body, 1965 Ferrari 500 SuperFast, and 1960 Le Mans Corvette, and it is obvious that the Greystone Concours is a show worth seeing. In case you need a diversion from all that mechanical beauty, a marketplace of automobilia, books, fine art, jewelry and fashions is included, along with gourmet food and matching libations. Admission to the show isn't cheap: $108 for an advance purchased ticket or $133 on show day. Console yourself knowing that a portion of this goes to the Friends of Greystone as restoration funds.

I can't guarantee you'll see any film stars but it wouldn't surprise me if a few are among the crowd, for some are known to be classic car fans and most can afford a special set of wheels. So if you're in the area on May 6th you now have one more excuse to visit Beverly Hills. As if you needed one.

[Photo: Pawel Litwinski]

IMPRESSIVE SALE OF AUTOMOBILIA EXTENDED TO APR 14

Our friends at Wilkinson's Automobilia in Vancouver are in the midst of an impressive online sale, with a reduction of 20% on everything in stock. They've just extended the cutoff date to April 14 so there's still time to get some great deals.

While perusing the site I couldn't resist the above book, titled Edsels, Luckies, and Frigidaires: Changing Images of American Life Through Everyday Advertising. It appealed to me on several levels. First, because for many years I was a copywriter and creative director at several international ad agencies. Second, because the graphic styles of advertising are a mirror on our past. And third, because I'm a fan of the TV show Mad Men. This 363 page book is used but in good shape, hence a real bargain, especially with the 20% discount. Good fun for car fans, too.

Those among us who can remember Expo 67 in Montreal still recall the sensational Alfa Romeo that was shown as a concept car. It had no name but showgoers soon referred to it as the "Montreal." Today the Gandini (at Bertone) design is much admired and with production at just 3917 examples, existing Montreals are rare and costly. But here's one you can admire in your den or on your living room shelf and it won't cost you more than dinner for two at your favorite Italian restaurant. A beautifully detailed 1:18 model by AutoArt for sale at $126.95, minus that discount. Same colour as the Expo show car, too.

I've recently become aware of how many people enjoy collecting car cards. My own collection only numbers about a dozen and half of those are railway art and photos, but now I'm interesting in growing the collection (once I figure out how to display them). The card seen above, a Ferrari 126/C3 F1, signed on the front by Patrick Tambay and on the back by Enzo Ferrari, is a bit pricey but could have been a lot more expensive. According to Wilkinson's if Enzo's autograph was not faded this card would be valued at over $700. That 20% discount will further reduce the $349.95 list price.

As I said in the beginning, the sale ends Saturday, April 14, so if these or any of the hundreds of other products shown online appeals, this would be a good time to click on the appropriate URL or call (604) 873-6242 for additional information.