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OWN A SPECIAL PIECE OF HUDSON HISTORY AT AUBURN SALE

For those of us old enough to remember, it seems like only yesterday that Hudson was a proud manufacturer of fine, middle-class automobiles. Hudsons were part of mainstream America, competing with marques like Buick, Nash, and Studebaker, known for advanced engineering and styling. For a few years the company also produced a handsome lower priced spin-off, the Terraplane.

Hudson's many admirers would never have believed that the company, which began producing cars in 1909, financed by Joseph L. Hudson, founder of Detroit's Hudson department store, would ever shut its doors. Yet in 1957, after being merged with Nash-Kelvinator into American Motors, Hudson, by then just a badge-engineered replica of its former self, faded into history. Fortunately for those who recall the halcyon days of Hudson and also for the edification of those who don't, collectors have kept the name alive by restoring and maintaining examples of the marque.

One man who clearly had a love affair with Hudsons, was John Soneff. Although his collection included a variety of makes, Hudsons predominated. And it is Hudsons that will catch everyone's attention at Auctions America's Auburn Spring Collector Car Sale, which takes place on the weekend of May 9-11 at the historic Auburn Auction Park. A number of cars from the Soneff Collection are being offered for sale, including the Hudsons shown here. I've chosen these six cars partly because they represent different eras in Hudson history and, well, just because I like them.

The car in our lead photo is a 1929 Hudson Model R Landau Sedan. It features Biddle and Smart coachwork on a Model R 122.5-inch wheelbase chassis, with a 288.5-cid, 92-hp inline six-cylinder engine and three-speed floor-shift manual transmission. Options include dual sidemounts, front and rear bumpers, trunk, radiator shutters, sidemount mirror, driving lights, and steel wire wheels.

The Terraplane began life as a lower-price Essex Terraplane but by 1934 the Essex name had been eliminated. Terraplane was a wonderful name for a car in those years, combining "Terra" (earth) with "Plane" (as in aeroplane) at a time when people were fascinated by the concept of travel by air. The car's design also had elements of art deco in its styling. The car being auctioned is a 1936 Terraplane Coupe with a 212-cid, 88-hp inline six-cylinder engine and three-speed floor-shift manual transmission. It comes with such delights as a rumble seat, rear-mounted spare, fender skirts, and wide whitewall tires.

Hudson also made pickup trucks both before and after WW2, though they were as much cars as trucks, being based on the sedans. Long, low, and sporty, Hudson pickups made play out of work. This 1942 example has been upgraded with a 1954 Hudson Hornet 308-cid inline six-cylinder engine, twin carburetors, dual exhaust, and Hydra-Matic transmission. One of only 67 1942 Hudson pickups produced, it was totally restored five years ago and has only 200 miles on it since then.

Clearly John Soneff had no problems with upgrading his Hudsons as this 1947 Hudson Super 8 Sedan reveals. It has a contemporary V-8 engine with an automatic transmission, power brakes, dual mirrors, Auto Meter gauges, and an AM/FM/cassette player. I'm somewhat of a purist myself but that wouldn't stop me from bidding on this "no reserve" Hudson. Reliable, too pretty to resist and probably a pleasure to drive.

In 1949 Hudson introduced its famous "step-down" cars, in which passengers stepped down onto a floor that was surrounded by the perimeter of the car's frame. This made the car safer, more comfortable, and greatly improved the roadholding, as Hudson proved when its racing Hornets dominated NASCAR from 1951 through 1954. The 49 Hudson Commodore 6 Convertible Brougham on offer comes with a Twin H-Power six-cylinder engine and column-mounted three-speed manual transmission. It has power windows, power top, and non-original power steering. A beauty, in my view.

When this 1954 Hudson Hornet Special 6 appeared, Hudson was in its last model year before being merged with Nask/Kelvinator. Which makes the car on auction rather special. It was the last "real" Hudson and with its rakish lines and 308-cid, 170-hp six-cylinder engine with optional Twin H-Power, still offered the style and performance that made the marque's reputation. Special Hornet emblems, hood scoops, exterior window shades and chrome wire wheels add to its uniqueness.

So there you have them, folks, six desireable Hudsons awaiting you in Auburn on May 10th and 11th. To see more of his Hudsons plus the rest of the John Soneff's collection, just click here. Then bid on one with my blessing. And, uh, a little envy, too.

[Photos: Auctions America]

THE BEST CLASSIC FORD AUCTION, EVER

'Tis a most unusual sale, especially if you like Fords. Michael Dingman, a Ford director for 21 years, obviously liked them a lot and being a genuine car guy he collected classic Fords. They're being auctioned along with one of the world’s most impressive automotive sign collections; in all, nearly 50 vehicles and 1400 signs. RM will be offering the Dingman collection on June 9–10 in Hampton, New Hampshire.

My favorite among the cars is the 1936 Ford Model 48 Gläser Cabriolet seen above. A choice partly motivated by the fact that I have a liking for Fords from the 30s, itself influenced by my second-ever automobile purchase, a 1935 5-window Ford coupe, complete with rumble seat. The Gläser Cabriolet was designed and built in Germany and added a unique touch to the Detroit factory styling. You don't have to be a Ford fan to appreciate the beauty of this vehicle.

Michael Dingman's taste, however, went far beyond the traditional classics. The sale includes a limited production 1986 AC Cobra, one of a select few specially built by Roush Racing’s top technicians for a handful of top Ford Motor Company automotive executives, and the first 2005 Ford GT, chassis number 2, built for him by the Ford Motor Company as a token of their appreciation for his 21 year tenure on the company’s board.

When it came to speed Mr. Dingman didn't limit his collection to Fords. The auction includes a pair of Porsches; a 1992 Porsche 911 Carrera Cabriolet and a 1989 Porsche 911 Speedster, both custom built by leading Porsche racing specialists to full 930 Turbo specifications, and heavily modified with extra performance equipment.

The sign collection features more than 1,400 rare and desirable neon, tin and porcelain signs, predominately automotive, spanning the 1930s through 1950s, and is joined by a selection of other memorabilia. Click here for a wonderful video interview with Michael Dingman as he explains his enthusiasm for historic Neon signs and classic Fords.

[Photos: RM Auctions]

FERRARI F40 ONCE OWNED BY LEE IACOCCA, ON STAGE AT SCOTTSDALE AUCTION

Having worked with a few, and met or known a few, I'm well aware that auto executives at the top don't always limit their garages to vehicles made by the company that employs them. That's especially true of designers (all of whom are enthusiasts) along with those rare execs who get off on cars as much as they do rising sales numbers. Lee Iacocca was one of those, both during his Mustang days at Ford and his later tenures at Chrysler. So we shouldn't be surprised to find a Ferrari F40 originally owned and loved by Iacocca, on the RM auction block this weekend.

Built to celebrate Ferrari's fortieth anniversary, the F40 was the fastest street Ferrari when it was produced and the last one built under the guidance of founder Enzo Ferrari. It was originally meant for a production run of just 400 but popular demand led to over 1300 examples being made. Oddly, just 213 were built for the North American market, including Iacocca's car which, no doubt, received special attention before it left the factory. There were two subsequent owners but over twenty-one years the three owners managed to put just 480 kilometers on the odometer. One wonders what they actually did with the car. Was it just a toy to be possessed?

The F40 featured a 2,936 cc mid-mounted V-8 engine with dual overhead camshafts per cylinder bank, four valves per cylinder, Weber-Marelli engine management, port fuel injection, twin IHI turbochargers, and Behr air-to-air intercoolers. It delivered its 471 bhp through a five-speed manual gearbox in a rear transaxle. Suspension was independent all-round, using  unequal-length A-arms, coil springs and anti-roll bar. Four-wheel ventilated hydraulic disc brakes brought it to a very quick stop. An enduring supercar icon, Iacocca's F40 is expected to sell for $650,000-$750,000 US.

TWO HISTORIC MOTORCYCLES ON AUCTION, ONE POWERED BY STEAM

I'm not a motorcycle enthusiast, though I admire them as machinery. So you'll rarely see motorcycles mentioned in this blog. But today I'm making an exception because not one, but two, remarkable vintage bikes are coming up for auction. The one that first caught my eye is truly unique. It is the world's first steam-powered motorcycle. Who knew there were motorcycles driven by steam engines? Cars, yes, but the engines, boilers, and fuel are bulky and heavy, making them an unlikely candidate for a two-wheeler.

The 1894 Roper Steam Motorcycle, one of the world’s oldest motorcycles, is the second of just two steam-powered motorcycles built by Sylvester Roper of Roxbury, Massachusetts, predating early examples produced by Orient, Indian and Harley-Davidson. The revolutionary design features a compact rectangular boiler, burner and grate, and a small steam engine on the right side. A water tank was located directly over the boiler, from which a smoke vent exited. All controls were located on the handlebars.

Regularly used by Roper, it averaged a record speed of 40 miles per hour on the Dorchester Road in Boston in May 1896. Following Roper’s passing in 1896, this historic motorcycle was sold to a Long Island museum and after moving through a series of other museums formed part of two private collections. Its most recent showing was at the Motorcycle Hall of Fame in Pickerington, Ohio, celebrating the induction of Sylvester Hayward Roper, America’s first motorcyclist. Auctions America’s upcoming Las Vegas auction, Jan 12-14, represents the first time it has been offered at a public sale.

The other Historic Motorcycle is a 1913 Flying Merkel Twin Belt Drive, not quite as old as the Roper but no less interesting. It will be offered at Auction America's Lee Roy Hartung auction, November 4th, at the Hartung Automotive Museum, Glenview, Illinois. I know nothing about this machine, other than what the auctioneer tells us: "One of the highlights of the collection, this very desirable Flying Merkel remains in outstanding original time-warp condition boasting both original paint and components." A similar machine was apparently a very successful board track racer. In 1913 it was claimed to be the fastest motorcycle in the world.

Even with my minimal knowledge of motorcycles, I find these two quite fascinating and would especially love to own the steam-powered machine. Just imagine the sight and sound as I rode it along my town's main street!

[Roper Photo Credit – Paul Eddy © courtesy Auctions America by RM]

FIRST LOVE GREETS A FAST 1934 FORD TUDOR

Back when I was a mere 19 years of age I had an opportunity to drive a 1934 Ford Tudor. I've never forgotten the experience nor the young woman who'd been indirectly responsible. Evelyn Morrice, a world champion water ballet swimmer, was my first real girlfriend ("real" being the operative word here). Late one afternoon, when I was visiting her home, Evelyn's brother asked if I'd mind retrieving a parcel from his apartment few miles away. I could use his 1934 Ford.

Protected by the statute of limitations I can now admit that I did so without benefit of a driver's license. Oh, I knew how to drive... sort of. I'd had three lessons at a driving school where my teacher, an ex-pat from England, had been a race driver before emigrating to Canada. Believe me, you can learn more in three lessons from a skilled race driver than three months with North America's so-called driving school experts. Not to denigrate their experience but there's a lot about car handling those folks don't know.

I drove away and soon discovered that the 1934 Ford Tudor performed like the proverbial scalded cat. But here's the big surprise: it did not have a flathead V-8 under the hood! Instead it was a four, an uprated version of the same engine that powered the Model A. How could that car have been so quick, so manoeuvrable, so responsive? Because it was relatively light in weight and because the four-cylinder engine had ample torque. I suppose a flathead V-8 would have impressed me more but perhaps, considering my lack of driving experience, it was just as well that I had four fewer cylinders to deal with.

All those memories came flooding back when I spotted Old Cars Weekly's "Car of the Week," a 1934 Ford Tudor almost identical to the one I drove decades ago except for its flathead V-8 engine. The car's owner is, to say the least, a man of distinction in the world of early Fords. Jerry Vincentini is the national chief judge for the Early Ford V-8 Club of America and, as Old Car Weekly reports, "he has plenty of options when he wants to go globetrotting in a vintage car. 'I have about 20 flathead V-8s that were made from ’32 to ’53. I’ve owned one of ’em for 37 years. I drove it so much I had to restore it twice!' "

It would be hard to find a bigger Ford fan than Vincentini, says Old Cars Weekly. He’s bled Ford blue all his life, driven old flatheads all over the country, and even raced them at the Bonneville Salt Flats. “I actually raced a ’40 Ford at Bonneville up until two years ago — went 175 miles an hour in it,” he said. Jerry's story about the car's acquisition and restoration is well worth your time, so don't hesitate to click on this Old Cars Weekly link. As for me, I was overcome with nostalgia.

Okay, I'm exaggerating a little as my relationship with this young lady only lasted a couple of years but still... your first with a woman and your first with a fast Ford makes for a memorable combination. If ever I get a chance to meet Jerry, I hope he'll grant me a few miles behind the wheel of this beautiful 1934 Ford Tudor.

[Photo Credits: Brian Earnest]

To Paris From the Master of Good Taste in Design, Ralph Lauren

Lucky are those who will be in Paris this spring and summer, for they can be witness to The Art of the Automobile: Masterpieces from the Ralph Lauren Collection. Mr. Lauren is known to possess what is arguably the finest car collection anywhere in the world, the result of his impeccable design taste and, of course, the rewards that has brought him. The cars will be on view at the Musée des Arts Décoratifs from April 28 – August 28.

Four of the cars to be displayed have never been seen in public and they, alone, should merit a visit: a 1964 Ferrari 250 LM; a 1960 Ferrari 250 GT SWB Berlinetta Scaglietti; a 1956/1958 Jaguar XKSS; and a 1931 Alfa Romeo Monza 8C 2300.  Also included are a 1958 Ferrari 250 Testa Rossa, a 1962 Ferrari 250 GTO, and a 1938 Bugatti 57 SC Atlantic Coupé (above). The last two alone are said to be worth about $30 – $40 million each.

The focus of this exhibit will be European models built from the 1930s to the 1990s, illustrating what the museum quite rightly calls "the evolution of car design in the 20th Century." Curator Rodolphe Rapetti selected the vehicles (how's that for a fun task?) while the display will be arranged by scenographer Jean-Michel Wilmotte. He plans to convey the car's "kinetics" and sound through the use of films and recordings. A high quality book will be produced to accompany the show.

[Thanks to luxist.com for making us aware of this event. Photo credit: Ralph Lauren]

Dream Garages, German Country Style

Most of us, unless we're lucky enough to already own one, dream of an ideal home. For some it's an architectural masterpiece, for others it may be an exotic villa, a sprawling, multi-room mansion, or an exclusive New York condo. And then there are the car enthusiasts who dream of a very special garage where they can either show off or hide their magnificent toys.

Early last year I produced a blog about garages as architecture, buildings as spectacular as the vehicles inside. I opened with the comment "Perhaps someone should write a book about residential garage design."

Now someone has, though the garages are located in Germany and are not so much statements on design as they are of the owner's personalities. The publisher is Fritz Books, the title is "Dream Garage," or at least that's how it translates, for the text is entirely in German. Not to worry; if you view it online Google instantly provides an English translation. Of sorts. The building up top is the book's cover photo, which the owner describes as a "dream garage in the country." His only desire was that it be comfortable, a rural idyll for an old Alfa Romeo, a Bugatti, and several Lanz tractors.

 

Peter Wolf specialises in collecting French and English cars. Apparently Peter wanted to have all his cars in one place, yet close to the city where he lives. His solution was to move to a farm. Like the Dream Garage on the book's cover, this garage could only be in Germany.

 

I've worked with a number of advertising photographers in Europe and North America and I was aware that some were exceedingly well-paid. And I knew that they lived well, but not this well! Apparently this "garage" contains only a small part of Heiko Seekamp's collection. (I do like the fact that he keeps every car in ready-to-drive condition.)

 

The gentleman who owns such a unique collection of Mercedes-Benz automobiles is not likely to risk housing them in an old barn, no matter how charming it may be. Instead he's chosen a modern architectural setting. Airy and open, it enhances the cars rather than competing with them.

 

Imagine coming home in your classic Deux Chevaux. You stop on the paving stones at the entry, under a structure that we wouldn't dare call a carport. With a touch of a button, the driveway underneath becomes an elevator. You and your car descend to an underground garage hidden from view. In more ways than one, you've arrived!

[Thanks to contributor Nigel Matthews for this tip.]

John Lennon Ferrari Appears, Disappears

Most young males turning 16 can’t wait to get behind the wheel of a car. Literally any car, even if it is grandpa’s hand me down 4-door-sedan. Some celebrities seem to be less curious about driving.  Even at age 35 actor Michael Caine couldn't drive but it was not such a big issue for him since his first vehicle purchase was a Rolls-Royce complete with chauffeur.

John Lennon did not pass his driving test until he was 24 but unlike Caine he decided to drive himself. When the word hit the press that he had passed his test (recounted in “John Lennon – A Life,” by Philip Norman) every luxury car dealer in his area lined the road outside his house. Aston Martins, E-Type Jaguars, Ferraris and Maseratis were there, ready for sale. Lennon inspected the smorgasbord of sports cars and took a fancy to a £2,000 Ferrari 330 GT 2+2, finished in an unusual shade of blue.

Lennon would purchase two more cars during that year, the most famous being the 1965 Rolls-Royce Phantom V, which was rated as the sixteenth most valuable car in the world in the Feb 2009 edition of “Octane” magazine. The Rolls is a permanent resident of British Columbia, residing in the Royal BC Museum in Victoria.

The third car purchased was a Wood and Pickett Mini, known as the Margrave, featuring a leather and walnut fascia panel, leather or Dralon seating, front and rear nudge bars and a long list of individually-priced options. Who were these guys? Bill Wood and Les Pickett had left their jobs at London's famous coachbuilders, Hooper & Co., to start their own business in 1947; the company grew and relocated to Abbey Road(!), which was then home to most of London's coachbuilding companies.

After generating a great deal of interest from around the world the Ferrari was offered at Bonham’s Auction in Paris. Suddenly the present owner of 30 years suffered a case of consignor’s remorse and withdrew the car. Bonham’s had estimated a sale price of $155,000 to $220,000, which would be at least double the present market value for this style of coupe, which apparently is not particularly desirable amongst Ferrari collectors.

Of course celebrity ownership can sometimes add an inordinate amount of value to certain things. For example, the hand painted porcelain toilet that came out of Lennon’s Berkshire estate, which sold last year at an auction for $15,000. On the other hand his favorite incognito 1972 Chrysler Station Wagon only fetched $5,500.

This blog was edited from an article by contributing writer Nigel Matthews, who wonders how long it will take before the Chrysler turns up at a Barrett-Jackson auction!

How Hard-Working Woodies Became a Fashion Item

One of the extraordinary things about car bodies that used wood as a decorative material is how they continued to be popular even after real wood paneling was replaced by Dy-noc, a plastic trim that looked remarkably similar. Since the latter was featured on top-of-the-line station wagons we have to assume that consumers must have equated wood with luxury. That it was fake didn't matter.

Even so, the popularity of genuine "woodies" is a curious thing, particularly as their origins lay in working vehicles used to transport traveler's luggage to and from railway stations. The original station wagons, they were built that way because it was cheaper to manufacture such bodies of wood rather than steel. By the time the cars we know as woodies appeared such material was no longer needed.

When Chrysler introduced the first Town & Country wagon just before WW2 it was quickly mimicked by Ford, Mercury, and even Nash, for it had suddenly become a symbol of luxury. Postwar woodies became available as coupes, sedans, and even convertibles, the latter forever putting to rest the exclusivity of wood-panelled station wagons. Consumers purchased those new woodies in large numbers, no doubt unaware that such shiny woodwork would be susceptible to the ravages of an automobile-based environment, often leading to costly repairs.

Perhaps we shouldn't wonder that imitation wood became popular, although the true curiosity is why people were buying Vega and Pacer fake wood wagons in the 70s and why Buick insisted on producing a fake wood station wagon as late as the 1990s. Appropriately, it was the last of a dying breed. Practicality aside, woodies have always held an emotional attraction, especially for Los Angeles BMW dealer Nick Phillips. He worked on this remarkable collection for nearly 12 years.

But even a warehouse full of woodies wasn't enough to hold this man's attention forever. Nick sold the entire collection at a special auction in Monterey last year, preferring instead to focus more attention on his ranches and horses. The line-up of wagons in the photo was probably longer than the original Ford woodie production line.

I'll Take a Chevy. As Long as it's a Convertible

Your father was a Plymouth man. His father was a Ford man. And that guy over there? Nothing but Chevrolets for his dad. That's the way it was in the auto industry for many, many years. The ultimate in brand loyalty. Or so we thought, for here is a man, Dennis Albaugh from Ankeny, Iowa, just north of Des Moines, who not only prefers Chevys but insists they be convertibles. In fact he's so in love with the softtops that he has a private collection of more than 110 Chevrolet convertibles whose manufacture covers every year from 1912 to 1975. And if that's not enough, he has every Corvette convertible from 1953 to 1975! The only gap in his collection is 1939 because Chevrolet didn't make a convertible that year.

One could call this an obsession but it's more like a chapter in a book, so why not? Besides, Mr. Albaugh must have great fun deciding which car he's going to take for a Sunday drive. Or which period in history he wants to relive. During the Iowa winters, no doubt he's content just to wander through the collection, reminiscing about the good old days, whatever they were. A billionaire who made his fortune selling farm chemicals, this dedicated enthusiast also owns a personal 18-hole golf course, similar to the Augusta National in layout. I'm with Mark Twain, who complained that golf spoils a good walk, but I once owned a second-series Corvair convertible. And yes, I wish I had it now.