Mercedes Benz has never made a poor looking coupe. Choose a year – any year, you won’t find a poorly styled, nor poorly designed, coupe. 1953 – 300S coupe – beautiful. 1962 220 SEB – stunning – 2003 CL 500 – masterful.

Consider the renewed 2007 CL550 Coupe.  Absolute artwork. There is no post = as with all Mercedes coupes – between the A and C pillar. No B pillar is the key.

Our example has travelled only 27,000 miles. She is silver with a black interior – and being a CL 550 – the top of the line coupe, is FULLY loaded. Here is a sampling of the amenities;

Massaging seats, heated and cooled

Night time driving assist

Rear camera

self leveling and dynamic (moving) lights  - they lead you around a corner

Self leveling suspension

Sirius Radio

Rear back glass shade

and, of course, massive style, plus…

Dynamic seats – they hug and love you

The silver color has a tinge of blue in it and looks far better in person than in pictures. Initially, I was inclined to object  -  recalling that I had previously owned a higher mileage CL 550 in black with a tan interior. So I was biased. Until she arrived, gleaming in the morning sun – I was smitten.

She is as new- with the low mileage previously mentioned. Everything works – perfectly.

We added new tires to the front – which were probably rotated from the rear. They are top of the line Michelins and cost $360 EACH. Ouch. But – no further additions were required.

It’s still hard for me to believe that a car of this caliber (clearly a six figure car today) can be acquired for only $45,000. That’s the cost of a new Mustang for crying out loud. Which would you rather drive?

Paul J Burt

There was a day, not long ago, when being seen in a station wagon was, well – uncool, odd – even queer. Which isn’t to say – gay, just “not cool”. However, so few of us have a memory that ISNT full of rides in the back of the family “wagon”. Many of us recall, oddly but fondly, facing oncoming traffic in the “way back” seat – waving blissfully at the motorists – and feeling relatively safe doing so. Never mind that a rear end collision would have catapulted us into oncoming traffic lick a human cannonball. Our parents didn’t seem to mind either – our grandparents were ever so happy to not have us squirming next to them, and we – well – we fought for the privilege of being in the “death seat”.

I’m reminded of those good ole days – now, with our recent purchase of a beautiful 1959 Nash Rambler Greenbriar Super Wagon. An economy wagon in the truest sense, it has no third seat and, in fact, no carpet in the “cargo” area at all. None the less, there I was bouncing around this claustrophobic metal coffin hitting the roof with every pothole, manhole cover or railroad track. And while driving, my father, seems to enjoy finding all of these road impediments. Imagine watching your child, in mid air, from your rear view mirror – bouncing down the diver laden road. Now you get the sense of why these wagons were so popular to our parents.

I couldn’t resist adding her to our collection. Her colors, light and dark green, remind us of how colorful and bold the late 50′s cars were. I normally would not take a liking to a green car but looking at the pictures, you might agree, she is very attractive.

The Nash Rambler design has roots by Pinin Farina – and is very art deco. Of course, at first glance, you ask yourself  - how did you change a tire when flat? We still are not sure – having no need to do so yet. But no matter, she is sexy in a Kirstie Alley sort of way. Plump but sexy – from certain angles and elegant in an evening dress – of light and dark green.

Paul J Burt

OK, it’s not just like the island – but I now have your attention.

Our avid readers will remember that, a week ago, we hosted a Porsche Club meet here at The Burt Collection. It turned out to be a great event with many cars in attendance. While there one of the members asked if we could sell his beautiful 2009 Porsche Cayman. He ordered the car new – drove her only 10,300 miles and truly coveted her. She repeatedly won first place honors at all of the Porsche events she participated in. More interestingly he ordered her with the, new for 2009, PDK transmission. Having never driven a Porsche with the PDK (remember – I’m old school) – I was amazed at how smoothly and quickly this new transmission shifter.

Our new friend was also a fireman – now retired. Naturally the car is red – red – red. A very complimentary tan leather interior sets this little hot rod off nicely. And is she clean – my lord, I’ve not seen new cars this clean. Truly – she is detailed to a level that new vehicles don’t enjoy. Perfection really.

She has NAV, PDK, floor mats, and other desirable options. In 2009 she was a nearly $60,000 car. Yikes.

She drives perfectly, of course. WIth only 10,300 miles on the odometer, you would expect that. The paint is perfect – the interior, you guessed it – perfect.

We are selling the car for him and are accepting offers north of $40,000.   She will undoubtedly sell quickly. So please call Peter or myself and schedule a test drive.

Paul J Burt

After these many years and myriad cars – a transport issue was bound to surface. A no minor issues this.

It  all started at Manheim in Baltimore, Maryland.. A few weeks ago we bought a 1980 Corvette. Most of our blog followers now know that I love these anemic pseudo sportscars. It’s the shape that draws me in every time. The integrated front and rear spoilers changed the already pleasing shape (1978 and 1979) to a point where I had to – one day, acquire one. Now we have 7 or 8. Ok, Ok – I’ve gone overboard. But this lonely Corvette sitting amongst the nearly new Hondas, Chevys and Pickups at Manheim begged me to rescue her. And I did. And for not much money – all told.

So we sent  transport company there to pick up our new, but very old, Corvette – and off she went, heading for Lake Forest, Illinois. But she never made it.

The driver fell asleep somewhere on route 80 in Ohio and flipped the car hauler. Of course, all of the eight cars on board had fuel in the tank. One of them burt into flames – and poof – no more 1980 Corvette. She lay there at 5:45 am smoldering and melting on Route 80 – sadly. Another one bites the dust.

I thought our readers would like to see the video of the accident shot by a casual passerby on a cell phone. Here it is -

Also check out the local news coverage

Turnpike open after morning wreck: foxtoledo.com

Today was a good day, no – strike that, Sunday the 23rd of October was a great day. The sun was out – the breezes were present and a gaggle of great looking Porsches found their way to The Burt Collection.

It was all for a good cause. As is in Porsche Club fashion, an event that attracts a wide variety of Porsche’s best is usually there to support a worthy charity. Today was no different. John Affourtit was on hand to honor his deceased wife through the Christine Neuman-Affourtit Foundation. Christine died of cancer in March of 2009 and John has been a tiresless promoter of cancer awareness through her charity. We were only too happy to support this great cause by opening our doors to the Porsche Club.

Although we have a number of Porsches in the collection, the interest from the members seemed to be mostly every other make. Which proves that, despite their love of Porsche – car guys (and gals) don’t discriminate!

But the focus is on Porsches today. I took the liberty of photographing a number of the attendee’s cars and share them with you below.

Perfect weather for a Cabriolet

A “Viper Green” 2001 RUF Boxster 3400 – now that’s rare

A “Pre A” Coupe – Stunning

A very tidy Cabriolet basking in the sun

Ruf brakes prominently displayed

The windy city prevails – and it was a warm October breeze 

The front of that lovely Pre A – wonderfully preserved

How about a “paint to sample” Carrera 4 – love that color!

Several blogs back I discussed our new refurbishment program for the Land Rover Discovery series trucks. Our second truck has arrived and is waiting on a new motor. Seems that the oil pump went out on this unit too – causing the motor to freeze. We’ll find a great donor engine and replace it. She is extremely clean. The paint – near perfect and I love the color. The interior – tan. She is a five seater – no rear sunroof – so perfect for transporting your hunting dog, or in my case – one Great Dane and two German Shepherds. I’ll need to put the rear seats down

What a nice truck. I hadn’t seen this color before – and I might just keep her. Well, winter is coming – we need to keep humping to get these done. If you are interested in this Discovery II or another that we have in stock, please drop by or call. Ask for Peter or myself.

Paul J Burt

Ok, get your minds out of the gutter. Although – an old woody automobile or a vintage wooden boat does promote a certain amount of visceral excitement, be that for a man or a woman. Everyone, it seems, appreciates and desires a wooden boat. Their beautiful application of teak and mahogany wood recall the heady days of America’s greatness. Don’t get me wrong, America is still great. Our freedoms are unparalleled – our pride, boundless. But these old boats recall a simpler time, And it wasn’t a time devoid of conflict. The 1938 Chris Craft Runabout that we are hanging in our showroom, in the pictures below, would have carried boaters across any lake in America cognizant of a mounting threat in Germany. It would have been impossible to skip across a lake in ’38′ and not stumble upon a conversation with your lucky passenger about Hitler and impending war. Maybe that was the beauty of this sleek boat. For that short time you were her passenger you could put aside your global fears, relax and dip your hand into the clear water of your favorite lake. Perhaps it was Lake Geneva, in Wisconsin. Surely it looked similar in 1938 – before the war. Tucked into the hills of Southern Wisconsin and long loved as an escape destination from the hub bub of Chicago, Lake Geneva teemed virginity. She stood apart from the myriad lakes in Wisconsin as the destination most likely to divert your fears and pressures.

I feel older riding in this old wooden boat. Not older in age, but vintage myself. A wooden boat has in the innate ability to transport you back in time – instantly. The smell of the wood, the interior and the water all combine to create such an overwhelming appeal that you want to be transported back in time. You want to experience the thrill that your Grandfather experienced when he was a youngster. You can imagine him taking your grandmother out for a casual, if romantic, slow ride around the outskirts of the lake. Perhaps he anchored off in the very middle of the lagoon and opened a wicker basket to enjoy a bottle of wine and a circle of Wisconsin’s delightful cheese. The water was cleaner, the traffic lighter, the lake – all theirs. Did they know that we would capture that gleeful summer in a single boat ride 70 years later? I can hear them laughing and cavorting every time I ride in this wonderful woody.

There isn’t a time that I take this boat out that it doesn’t draw a crowd. The old, the young or the  dispassionate non boater. They all fall in love. And they should. These were not mass produced. Real men bent real wood making these boats. The fact that some survive, to this day, almost defies explanation. The maintenance of wood crafted in 1938 requires patience and true committment. But, I want my children to know that these old boats will be saved, savored and sailed upon. I won’t soon relinquish mine – years from now I want my grandchildren to bring this old boat to plane – then sit back and smile – remembering that there are experiences in life worth preserving. An old wooden boat is one of them.

We, at The Burt Collection, are pleased and humbled, to own several old wooden boats. Most are Chris Crafts. We decided to hang the boats in the showroom for the winter. This 1938 Runabout is the first to join the rest of the car collection. We nestled her next to the 1953 Buick Wooody wagon as the Buick was purchased (once restored) to pull her to the lake for the day. What a sight that will be. A 1953 Buick Woodie pulling a 1938 Chris Craft. Folks might just run off the road. Hey, as long as they don’t hit the boat, I’m OK with it.

Enjoy the pictures of our team hoisting her into place. And, if you are in the neighborhood – please – drop by and gape at her. She’s that pretty.

Paul J Burt

Many of our projects drone on, it seems. But we make daily progress, despite the outward appearance of the vehicle. Perhaps an obscure part holding on the bumper, or a minicule plastic roller that keeps the window in it’s track, stalls us. These parts simply fail due to age but can’t be detected until the car is apart. Restorations take time, good ones at least do. In an effort to rush the job others might overlook the important internal components that must be addressed. If that is the case, the car will have isssues in the future. We like to drive our cars post restoration  - and insist in addressing every detail – no matter how small.

I’ve uploaded a number of pictures showing restorations that are nearing completion.

Here is my pet project. A 2003 Audi S6 Avant (wagon). Only 800 or so were imported for the years 2002 and 2003. No sedan was available in these years, only the Avant. It is powered by a 4.2 litre V8 - putting out 340 horses. She’ll be relatively quick – and sure footed with it’s Audi four wheel drive system. I also like the look of the wagon. There are countless sedans out there but very few purpose  built wagons. I’ve upgraded the rims to Audi factory rims that I prefer over the stock units. The car had been involved in a minor front end accident. As the fenders and hood are aluminum – and dent easily -they all required replacement. When painting a metallic car, the match is critical and rarely does one match perfectly. So, I’ve asked the team to repaint the entire car – as you can see in the pictures. Once again, we are waiting on some minor parts from Audi. With those in hand, we’ll finish her in a few weeks. Just in time for wet weather driving. I can’t wait.

The 2003 Land Rover Disscovery II is nearing completion. A good thing too as we took deliver of a 2004 requiring engine repair so the guys are swamped. The White 2003 bad it’s top painted, hence the platic on the rest of the completed truck. We’ve applied the paint and the clear coat – next week – we put her together and she’s ready to enjoy. This one will stay, on the ready, at home waiting for inclement weather to enjoy her 4wd prowess. There aren’t many trucks that I have driven in the snow, that are better than a Land Rover.

 The 1990  Porsche C arrera 4 Cabriolet in the forefront is for sale. We replaced both of the electric top’s tranmissions. Many of the cabriolets require this repair and few owner commit to doing it. It’s expensive and the top can be erected without the power operation. Of course, that would never do for us. Other than that - a good tune up, a good detail and she was a pleasure to drive when the sun was shining this summer. As with most Porsche’s, she is reliable, fat and fun. The sound of the air cooed engine is memorable. A sound that is muted in the newer water cooled engines. The 1963 Lincoln Continental Convertible beside her is waiting a restoration. At first I thought the color rather plain.  Most of the Continentals that I’ve seen are painted in darker colors. Ours has a pretty white leather interior and an offsetting dark tan top. All in – a pretty representation of the “Kennedy” era car that is so popular amongst collectors today. Ever since the sedan version appeared in “ The Matrix” and the convertible in HBO’s “Entourage” these slab sided classics are getting harder to find in non restored condition. Which is ecactly how we like them.

Finally, here is a picture of the glorious Ferrari V12 that we removed from our 1965 330 GT 2+2. I wasn’t thrilled with the job another, highly acclaimed, restoration shop did nearby – he chargd a lot of money and the paint was fair at best. I asked our team to repaint it and do it right. They took the entire car apart – again, and removed the engine to detail the engine compartment to perfection. Something the other restorer attempted (with the engine still in the car?).  The sounds that a Ferrari V12 make are legendary. It’s a sound no other engine can replicate or embody. It’s also what leads most collectors to believe that, without the 12 – it isnt a real Ferrari. When teh engine is back in the car – and running well – we’ll record her and post the sound track here. You too will agree that it is –  automotive aural nirvana.
Paul J Burt

Nothing more rugged than a Defender 90

In 1997 or 98 I visited our local Range Rover dealer, conveniently located a few miles from my home. I was new to the North Shore of Chicago and was simply checking out the surroundings. I came upon the local Mercedes dealership (as I am drawn to car dealers naturally) and noticed that they also owned the Range Rover franchise. That was the first time I had been inside a Defender 90. The dealer had two or three on the lot – none in the showroom. I recall the salesman walking me past the big 90 to view the other models there. I stopped him and said that I was truly interested in the overtly rugged offering from Range Rover. He quizzically looked at me – in disbelief perhaps that I was interested in their poorest selling model. At least in the US. It seems that no one wanted a Defender. He proceeded to explain that they rode poorly, suffered from wind noise and werent  as loved as the other larger models. A Range Rover outcast. And so, not only did I not buy one (it was many years before I bought a Range at all) but apparently no one else did either. Making this model a very collectible, dare I say, cultish classic today. Imported between 1994 and 1997 – (sans 1996?) and only 1500 wagons were sold – worldwide. Incidentally, our new Defender 90 Wagon is Willow Green – and was a special edition that year,

And they are so British looking – wouldn’t you agree? I feel that driving gloves and a cap are mandatory fare.

In 1994, they were pricey, no doubt. Price aside, the truck was not terribly stylish, not terribly fuel-efficient and virtually all were discounted in price. I seem to recall that in 1998 they were every bit of $40,000. Comparable Jeeps and other four wheel drive vehicles were thousands less.

I rarely saw one after that  – not on the road and not in classified ads, perhaps I just wasn’t looking though. Regardless, I was fond of the truck and thought it was a worthy successor to the older Defender models. After all, the Defender was the original concept for the Range Rover model.

Have you priced one lately? NADA states that in “excellent” condition they can command $71,000. I’ll say that again, Seventy One thousand dollars. Yikes.

So, we’ve endeavored to purchase a few for our “reconditioning” program. We’ve already identified Jeep Grand Wagoneers, Land Rover Defenders, the Mercedes Benz 280SL and the Datsun 280Z from the late 70’s. We’ll recondition these cars to new condition and make them available to the interested few.

So, I you want to see any of these iconic classics – although not particularly old classics, come by The Burt Collection and we’ll show you around. The 280Z is nearly complete, the first Discovery will be done next week. The 1965 Mercedes Benz 230SL will be done in a month – and the Defender – she’ll be here in two weeks.

There is a lot happening here – come by and say hello.

Paul

Our readers know that we are rather eclectic in our acquisitions to the collection. In any given row of cars you might find a Packard Caribbean next to a Delahaye which is nestled next to a Packard Victoria. Conversely, you might also find modern (ish) cars that have an enduring cult following being sanded and painted in the next room. If you were at The Burt Collection recently, you witnessed the rebirth of such a car, err, truck, errr, SUV?

We are bullish on the Land Rover “Disco” – or Discovery models. I’m partial to the Disco II – with the 4.6 liter engine and the newer headlight treatment. I’ve long loved the windows in the roof, the available twin sunroofs and optional third row seating. I like it’s muscular, take charge stance. Besides, these Discos look timeless and carry the Land Rover/Range Rover pedigree. No doubt they are capable off-road machines. A quick search of YouTube reveals a myriad of videos of the cultish figures traversing deserts, scaling impossibly steep inclines and snorkeling through running water that a more sane person would avoid. Their legendary prowess in the thick of the jungle has made them a favorite worldwide for all types of expeditions. Here in America our expeditions are mostly limited to shopping malls and the occasional romp across a neighbors front lawn (I’m just saying — it could happen). Our Discos rarely see real terrain that would tax the hill descent mode or affront the front or rear climb angle. Still, it’s nice to know that one is driving a car, errr, truck that is capable of such daring do. I like them for their supernatural handling in the slippery stuff. Last year’s significant snowfall was no problemo for our newer Range Rover Sport – there is even a button (on the Sport) dedicated to the snowy travails right on the center consol

Every idilic car has an Achilles heal and I’m afraid the Disco is no different. The front axles sometimes quit – the gas mileage isn’t fantastic, they tend to fry their head gaskets – and their internal oil pumps fail – at an early age. The early ones had electronic maladies and parts aren’t cheap. But then again, what cult is without it’s initiation? Once sorted however, the marriage is long lasting. And one shouldn’t shy away from loving them as I do.

To that end, The Burt Collection has acquired a few, very nice, examples of the venerable Disco.  Our intent is to refurbish these wonderful neoclassics to pristine condition for resale. The first such project (pictures below) is underway and already accounted for. We have a light metallic green (Disco II) and wine red (Disco I) example in waiting. The white one pictured required a transmission, mechanical sprucing and cosmetics. We’ve replaced the rotors, brakes, added new tires, struts and have disassembled a good part of the car in order to repaint it. We’ll provide a warrantee  on these vehicles and, rest assured, make them as close to a new vehicle (aside from the obvious mileage) as possible.

The pictures below are of the car in it’s “purchased state” and under restoration. The finished car, err, SUV, will be posted in a week or so.

We’ll continue to find great foundation cars and make these available to any/all cult members – Paul

When I was 16 our neighbor bought a brand new 1976 Porsche 911. That year Porsche offered a variety of wild colors – many were pastel. His 911 was bright green I recall and had blacked out trim. This was, perhaps, my first exposure to a Porsche. Every day at roughly the same time he arrived home, passed my house and I just stared. He was rather gruff and any meaningful dialogue with him was non existent. I truly wanted a ride in it – but – no such luck. I think he was an accountant which, in reflection, makes sense.

The sub-division where we lived was decidedly middle class so a neighbor owning a new Porsche was unique. My pleasure to hear that air cooled engine whining as it approached is something I would never forget. I was hooked then and destined to own a 911 in my lifetime.

And so I do. My favorite brand really. An interesting aside about this car, she was the 16th birthday gift for the daughter of the founder of the Dayton Hudson stores. We bought her from Martha’s Vineyard, where she was stored year round.

Here is our 1976 Porsche 911. The color – different, It appears to be, what Porsche calls “Irish Green” . It’s slightly metallic and more attractive in person. I’m not generally a fan of green cars, although I own a few. This one however present quite well with it’s camel interior. Thus far we’ve recovered the seats and added show quality polished Fuchs rims. Although larger than the original Fuchs that came with the car, they are original spec .The larger size tires fill out the wheel wells – a look I prefer. She has only 66,00 original miles on the clock – and runs extremely well. A five speed, the ratios are perfectly matched to the torque curve of the flat six motor.

We are planning to repaint her this winter – the paint now showing it’s age. Undoubtedly a vibrance will return to her after she receives her new coat. We’ll repost pictures when finished.

Enjoy!

Paul J Burt

Occasionally The Burt Collection gets requests to feature one or more of our cars in a television commercial, or a magazine print ad, etc. Usually we don’t honor these requests as we aren’t interested in the rental income – or the potential damage to the cars themselves. However, we recently did honor such a request from The Trunk Club, (www.trunkclub.com) a web based men’s outfitter.  They had approached us through the Men’s Book in Chicago and we like that magazine.

The Trunk Club  (www.trunkclub.com)  chose two cars, a 1976 Porsche 911S and a 1970 Mercedes Benz 280SL, from our collection. Despite the obvious beauty of these cars, both timeless in their aesthetic appeal, but the colors may have been the compelling reason they were chosen.

There weren’t many red 280SL’s made – and our’s is beautiful. She has low mileage, an elegantly offsetting camel colored interior and – well, she is a classic. The Porsche, although there are many, is a vehicle on the cusp. Let me explain. In 1976 the 911S still featured the chrome window surrounds, the chrome headlight surrounds and the opening read windows. The can be pushed out a few inches, something that news Porsches don’t offer. We adorned our 911 with show polished Fuchs rims, original to the car (but a size larger) and a new interior. You can’t see it in the pictures but the paint is in need of a refresh – which, now that she is out of storage, we’ll begin. The color is also beautiful. I’m not a fan of green cars – usually, but I managed to collect two green Porsches. This car and a 1991 Turbo Our 1976 911S is called Abergine Green. Rare indeed, and metallic. Much prettier in person than in the pictures.

The photo shoot went off without a hitch – the cars performed beautifully and were wearing their good looks.

When the photographers pictures are available and/or the catalog is available – we’ll feature it here. Until then – here is a behind the scenes look at the session.

Every once in a while someone, a random friend or associate, surprises you – they mutter words that you long to hear. Words like, “you know, I own a …” and “want to sell it”. Sweet music to my ears. And just such an utterance happened recently with a new associate of SKAN National Radiology Services, our newly formed imaging center located in Bedford Park (www.skanradiology.com). We hired this seasoned and well liked technician from out of state. In so doing, he needed to relocate. In order to facilitate his move he desired to sell some of his belongings. Good idea.

The idea was especially fruitful as it related to The Burt Collection and the, umm, 1973 Triumph Indian motorcycle that he wanted to part with. The newly acquired “Bonneville” is 99% original with only 9,153 miles on the clock. Officially named the T140 Bonneville, she maintains her original tires, seat, matching #s engine,etc. There has never been any paint work, and she runs 100%. A nice find. I’m doing more research on her so I’ll provide more details in a future blog, but if you like nearly new original 70′s British bikes, like I do – you need to come see this one. Very shagadelic! – Here is a short blurb on this iconic British muscle bike:

The early 650 cc capacity production T120 Bonneville, often known as the ‘duplex frame’ model, was replaced in the early 1970s by the T140 Bonneville, the same basic machine but with a 750 cc engine. Refined from the later ‘oil in frame’ version of the T120, the first few T140s, designated T140V, featured a larger-capacity engine of 724 cc, a five-speed gearbox and indicators, but still retaining drum brakes and kick-start. Shortly after, the engine was further bored out to 744 cc and front disc brakes were fitted (using single discs until 1982). While originally intended for ‘export only’ the 750 Bonneville twin, caused so much interest among visitors to the 1973 motorcycle shows, that Triumph decided to put the bike on the home market at the price of 679 uk pounds. In 1975, along with engine modifications, the gearchange lever was moved from right to left to comply with new regulations mandated for the American market and a rear disc brake fitted. Several T140 models followed featuring various modifications and refinements including electric starting from 1980 until production ceased with the closure of the Meriden works in 1983.

Although this should have been the end of the Bonneville, as it turned out it was not. Triumph Motorcycles was acquired by businessman John Bloor, who licensed a company called Racing Spares in Devon, run by Les Harris to manufacture the T140 Bonneville. These continuation bikes are known as the ‘Devon Bonnevilles’, which did not reach the market until 1985, and were not sold in the U.S. Production ended in 1988.

If you’ve been to The Burt Collection, you know that we own a near perfect 1979 Pontiac Trans Am. She has only 400 factory miles on the odometer. Upon close inspection you can see the little nubs on the tires. The battery has never been changed. The interior – mint. With 400 miles, you’d agree, it should be. However, with mileage this low, we just won’t drive it. Every mile driven ostensibly reduces the value. Boy, don’t I long to drive her though and recall my high school days.

Which got me to thinking – which is never a good idea. What if I bought another T/A in need of work and turn her into a resto mod. You know, an old car with a modern engine, modern transmission, perhaps a new interior and, of course, a new suspension to handle the extra power. In 1978 a box stock Trans Am put out, depending on the engine option, between 180 to 220 horsepower. We thought 220 hp was all conquering. And given the period of time, it was “all that”. Of course, by today’s standard, any performance car with 220 hp would be, well, it wouldnt be called a performance car, that’s for sure.

I don’t have all of the details worked out yet, but, this Trans Am is going to be fuel injected (what we do with the shaker hood is yet to be determined). She has an automatic transmission, which will make driving a pleasure and I’ll certainly replace the interior with “proper” racing seats. The suspension, well I’m still investigating what is best for my intended purpose.  The color will remain and the bird on the hood  - that screaming chicken –  will definately stay on.

I’ve got to sign off – and find a fresh LS3 motor now. Or an LS7 – now that would be fast….
Paul J Burt

Readers of our blog might remember that, while restoring Allard J2 #1739, we received a call from Mark Thornsjo. As it turned out, Mark was the son of Orly Thornsjo, the well known race car driver of, not only our car, but many others during his career. Orly raced our Allard for several years in the early 80′s. Sadly Orly Thornsjo passed away September 7th, 2011  at the age of 91.

While news of his passing is sad we can take solace in the fact that we “virtually” reunited Orly with his beloved #1739 via his son. Mark visited our shop while the Allard was being restored, took pictures (which were on our blog) then took them to his father who was residing in a nursing home. We were certainly pleased to have met Mark and create an extension to our bond with this special car. Whenever you find and/or meet the previous owner of your cars, let alone a race car driver, the connection to that provenance is emotional. It creates a fondness for the car that may not have existed prior. Sure, we love our cars but when you feel that you are preserving history – well, that’s a special feeling.

And so we are. Orly must be looking down at his old steed with admiration. We probably won’t drive her in anger ourselves, but we’ll covet her nonetheless.

As with all of our Allards we have bits and pieces of their history. We’ll continue to fill in the blanks and perhaps, uncover previous owners and their stories.

Paul J Burt

Aren’t so many of our initial impressions about cars formed in high school. Or is that just me? My early automotive lusts were virtually all developed around the age of 14. It isn’t that I didn’t like (or love) cars prior to that time, I did. It’s just that I felt the driving years coming up. So, I took particular interest in driving them. More specifically, I leaned heavily towards cars that I might be able to afford.

The formula was simple. Take the price of the car, divide by the number of months left until you get your drivers license and save that amount. So, I was a short order cook, mowed lawns, babysat – yep, love this kids, washed and waxed neighbors cars, you name it – I did it. All the while, daydreaming about what was the sexiest, most affordable, sports car that I could afford. It certainly couldn’t be new. I gave no thought to warranties, reliability, gas mileage or the like. I just wanted to look good!

One such car was the venerable Triumph Spitfire 1500 (1980). She was low slung, curvaceous and a convertible. A bit anemic, I’ll grant you. I had a friend who owned one, while still in high school. We were passed by everything on the road. The only thing that didn’t pass us were stationary items. Mailboxes, parked cars, the like. However, despite it’s pathetic 0-60 times, (14.3 seconds)  once moving, she presented a reasonable sports car experience. It’s possible that because it sat SO low to the ground – she seemed sporting.  It’s one of the only vehicles that ever required me to look up when ordering at the drive through in McDonalds. It might also be the perfect hold up vehicle. The teller can hear you – she just can’t see you.

The houndstooth seats were comfortable enough and, as ours is, cloth – they hold you in corners fairly well. The wood dash is very old school – very british to be certain. The construction was, well, poor. The gaps are all uneven, the doors hang up and the suspension squats whenever you hit the gas. But that’s all academic. The real story was the styling .

The styling was, in my opinion, a masterstroke by Italian designer Giovanni Michelotti. Known for his breathtakingly beautiful designs, ie:

• Lancia Aprilia Coupè (1949)
• Maserati A6GCS/53 (1955)
• Maserati A6GC/54 Coupè
• Maserati 3500 GT Coupè and GT Spider
• Maserati 5000 GT Coupè
• Alpine A106 (1955)

He may have outdone himself with this British beauty, given it’s price. Ostensibly, you were driving a designer car – and it rested at the lower end, in cost, of the sports car spectrum.

I’ve always wanted one and have now only recently acquired one. Ours is Orange (why not stand out?) and has traveled only 18,000 original miles. We did recover the seats with a new interior kit, but litte else is/was needed. She starts right up – and runs out perfectly, albeit with the new brakes we’ve added. Small, light and beautiful, there is plenty of reasons to own this undervalued collectors car. Ours is available for $9,995.

You’d be excused if you weren’t able to identify the above image. Clearly it’s a Ferrari,  the red color should have tipped you off, but not everyone can identify it as a TestaRossa. These ungainly cooling fins, when first introduced, were not widely loved. They seemed added on – said some, but not me. I positively loved them. And they were necessary and intentional.

Image that you are an automotive designer, in this case Pinin Farina. You are asked to pen the next NEW Ferrari flagship. Looking in your rearview mirror you can’t help but notice a curvy, elegant and hand made predecessor, the 512BBi. By anyone’s definition a beautiful, sexy yet aggressive, pinnacle of what was feasible in sports cars – in 1983. The Boxer, as it is better known, was a real man’s Ferrari. A muscle car. No power steering, no power brakes. Anti slip – you’re joking!  Traction control – not a chance. Cup holders – surely you jest. The 512 was also the last hand made Ferrari. Need I go on ?

The Burt Collections owns a 512BBi. In fact, it was my first Ferrari. I know how brutal it is, to drive and to control. Yet, I also know how sweet it’s wailing flat 12 cylinder is at full song. There are few automotive driving opportunities that allow you to understand how different, yet melodic, this engine is. And guttural -  there is nothing subtle about a Boxer.

But while the Testarossa shares the same motor and other mechanical bits, the entire package is so much more refined. So sweet really. She sounds similar – at start, yet envelops you in a more luxurious cabin. The seatbelts automatically whir around a track to within easy grasp. The air conditioning nearly works, where on the Boxer, it’s merely a button marked A/C. The steering, precise and weighted more towards grand touring than racing. The brakes, powerful and effective. But the shape? Some loved it – others hated it. There isn’t another Ferrari, save the Mondial, that elicits such, love it or leave it, sentimentality. Once feels awkward mentioning it in their collection, always waiting for the inevitable – ahh, or the dreaded – uhhh, hate it. Mostly I found, the “hate it crowd never drove a Testarossa, nor followed one on the highway – God forbid they owned one.

But I’m proud to own it. The rear end is huge – and not because of our insistance on hormone fed food. It was designed to have a large bottom. A very sexy large bottom. She is, and I speak from experience, very tricky to back up and near impossible to park. She commands your attention at slow speeds, but when the traffic clears, rewards your patience with a blissfully quick driving experience. And time has been kind to this car. It is imposing and striking at the same time. To see one on the road means you MUST speed up to take a closer look. In motion, this car defines class and bold styling.

The cabin is snug, no doubt, but Don Johnson wasn’t that tall, was he. And Crocker – he was smooth – slinking his way into the passenger seat. There aren’t many shows on TV today that feature a Cracker and a Crocker driving a Ferrari.  Must be an 80′s thing.

Now, back to those gills – they were, in fact, necessary.

One drive in the 1983 512 BBi would painfully illustrate why. You see, the motor in the mid section of the car – all glorious 12 cylinders of it – makes a lot of heat. And due to it’s location, while ideal from a handling perspective, wasn’t perfectly located for cooling. Look at the Boxer. There really isn’t an appropriate means to vent all of that heat. Yet, it isn’t all behind you either. The radiators hoses to cool the water and oil run right through the cabin in the 512, from the front of the bumper to the radiators out back. All of that hot water passes right between you and your date beneath very thin carpeting.  Your date might be hot, but the water from the engine was much hotter. The near panoramic windshield on the Boxer exponentially compound this problem area. Driving a Boxer in the summer heat is an exercise in rapid dehydration.

The Testarossa dealt with this cooling issue in a more fashionable (or so Pinin Farina thought) manner. The large gills on each side – starting mid door, allowed air to enter into the ‘rear’ mounted radiators. No more lava flow below the shift lever. And these gills aren’t particularly hefty either. When I wash and wax the “redhead” I’m constantly surprised how fragile these, flimsily affixed, gills are. They move and rattle a bit. I suppose they did when new. Made of aluminum I further suspect that tack welding them on might have been too delicate an operation – in mass production. Did you know that the door handle is buried in their too. Yep, baffles even the most seasoned valet. Perhaps that is why, when driving the Testarossa to my favorite dinner destination, the valet always, always, puts her – right in front. She is – and always will be, a special chapter in Ferrari’s history.

Paul J Burt

The Ford Mustang Boss 429 is as outstanding a muscle car as was available in 1969. Sure, the Hemi Cuda was awesome (we had one) – the LS6 Chevelle (in 1970) was revered (my son drives one) but the ’29″ has a special place in the heirarchy of muscle car stardom. The market is responding to this in a special way also. Mecum sold one this summer at $290,000. Another sold in Monterey this year for $280,000. So its fair to assume that the market is near $300,000 for a good Boss 429.

Ours is more special and perhaps more important a car than your average Boss 429. Delivered new to Tasca Ford in Connecticut, she was literally born to go racing. Drag Racing. With only 2,000 miles on the clock, she is in excellent original and undamaged condition. We rebuilt the motor, at no small expense upon receipt of the car several years ago, but no other restoration has been applied. Fitted with two massive 4 barrel carburators, a dual outlet FOMOCO radiator (running directly into the heads) and a host of other period correct mods – she was a contender on the East Coast drag racing scene in 1969 and 1970. She was featured, with her original owner, in a Drag Racing Magazine in 1970 (of which we have a copy) with the original M&H slickks and keystone front mags clearly in view. Notice the original New England Dragway front plate. According to the article she ran a 10.51 quarter mile. Pretty impressive for a NASCAR motor.

She was tubbed, a roll cage and fire suppression system added, as well as, a line lock, an aggressive rear end axle ratio – and many other “drag” improvements. Even the compression shocks are period correct. Although she is not for sale, we invite anyone interested in rare, drag racing cars to come by and visit her. For the last year we had her stored on a lift – away from prying eyes, but now she is front and center in the showroom. Running on racing fuel, she rattles the building when started. Just ask, we love starting her.

Here is more information on these amazing cars;

In 1969, Ford introduced a limited production model to the Mustang line. The Boss 429 was the most expensive and most powerful Mustang ever produced to that time. The name referred to its 429 cubic-inch V8 engine, and the Boss ‘Nine’ was Ford’s answer to the Chrysler 426 cubic-inch ‘Hemi’ V8, which dominated NASCAR racing by the late Sixties. In order to meet NASCAR homologation requirements, Ford had to offer the Boss 429 engine as a ‘regular’ production option. Ford decided to offer the engine in the Mustang, even though the Torino body style was used in NASCAR. Due to the sheer size of the engine, extensive modification was made to the entire front end of the car, which was too narrow for the motor. Consequently, Ford contracted with Kar Kraft, to develop and build the Boss 429 Mustang.

Starting in January of 1969, Super Cobra Jet Mustangs were shipped from the Dearborn production plant to the Kar Kraft assembly facility in Brighton, Michigan, where they were converted into Boss 429s. In order to install the engine, the shock towers were heavily modified, and the suspension was lowered and moved further outwards, using spindles and control arms unique to the Boss 429. The battery was relocated to the trunk, and a rear sway bar was fitted to the rear suspension. The fenders were hand rolled, and the hood was hand fabricated for an oversized air-scoop with a manually controlled intake flapper valve. In all, the Boss 429 underwent a host of modifications using several hundred parts unique to this year and model, and upon completion, each car was assigned a unique KK 429 NASCAR production number. Kar Kraft built 857 Boss 429 Mustangs from January of 1969 through July of that same year. Each car cost a whopping $4800, and the only option was a choice of colors. Due to the complexity and exorbitant cost of the conversion at Kar Kraft, Ford reportedly suffered a considerable loss on each car sold.

We are always pleased to donate our building to a good cause, be that a fund raiser, birthday party,  a non for profit organization event or, in this case,  a book release party.

We’ve been asked by Mr. Tom Alt, the author of a newly written book  entitled “8-Track Flashbacks”, to host his release party. The theme, appropriately enough, is pure 60′s in keeping with the content of his book. We’ve arranged the showroom with our 60′s muscle and sports cars. The event is invitation only – but we’ll provide a follow up blog with plenty of pictures and comments.

If you have an event that you feel would benefit from our environment – or know someone who has a penchant and passion for cars – and our venue is exactly what the doctor ordered, please call Peter Hoffmann @ 847-816-1300 for inforamation and reservations. We’d love to have you.

Paul J Burt

Do you remember the “vanning” rage of the late 70′s and early 80′s? They were converted panel or delivery vans replete with a custom, shag carpeted, interior and fitted with half or full moon bubble windows invariably located in the top rear of the truck. Cheech and Chong drove one. Every pothead seemed to own one. And they were very, very popular. So popular that a 70′s custom van, in perfect condition, is now a collector’s vehicle. How fun would it be to turn up at a posh fund raiser in a custom painted, shag carpeted, smoke filled party van. I’ll wager a week’s pay that you’d get star treatment and “front row’ valet parking.

These vans also unwittingly popularized another fad, that of the bumper sticker. There were a few more memorable quotes that I recall such as:

• Don’t laugh, your daughter might be in here, or
• Don’t laugh, it’s paid for, how about
• I might be slow, but I’m in front of you – or the most famous,
• If the van is rocking, don’t come knocking.

Ah, how many children were conceived in these American icons? We probably are all friends with someone that was a product of orange shag carpeting and “Barry White’s” – You’re my first, my last – my everything.

So, in an effort to capitalize on the unprecedented sales of, what was essentially, a truck,  at least two of Detroit’s Big Three launched miniature versions of these vans. You recall the Chevrolet Vega and the equally ugly Ford Pinto? I’m sure you do. I owned one myself, although in non-wagon form.  It was a 1976 Vega GT -  it looked good, burned a quart of oil a week and rode like a big wheel. But hey, it was all I could afford. Although I never fancied the Ford Pinto – I’ve recently acquired one and in its ridiculously rare “cruising wagon” option.

Laugh if you must, but these “economy” Japanese beaters were a staple to many of us in the early 80′s. They depreciated quickly (and for good reason) hence we twenty somethings could afford the price of entry, providing we could afford the maintenance. The fact is, they weren’t that economical. Oh, they might have achieved a slightly better MPG rating than a V8 sedan but the overall cost of ownership was similar. You had to factor in the running cost of the car; oil, parts, brakes, motors, transmissions and the like. I recall driving my 76 Vega and, one occasion, the rear view mirror fell off into my lap. There was really no need for it anyway, I could only pass stationary items in the car. To complicate my dilemma further my car was an automatic and painted yellow. As if to say, I’m slow and a coward. One another occasion, I hit the horn to warn cars in the intersection of my poor braking ability, and she stayed on – all the way home - at night. I hustled back thinking that, if I turned the car off, the horn would stop blaring. Nope. To fix the problem I had to open the hood, of course, amplifying the sound and wrench off the negative terminal on the battery. I’m good with a wrench but it still took fifteen minutes to gather the tools and remove the cable. Did I mention that it was 11pm and I lived in an apartment complex.

I wasn’t terribly popular then.

The upside for collectors is that these cars rarely survived the 80′s. They were, for all practical purposes, disposable cars. They rusted, died and were crushed. To find any Chevrolet Vega or Ford Pinto in good working order is rare. To find a Pinto Cruising Wagon is good running order, is next to impossible. But we have!

Find below a picture of our, newly added, 1979 Ford Pinto Cruising Wagon. She is rare, funky and well, unattractive. But wasn’t most everything in the 80′s overdone and temporary? Think Devo or Cyndi Lauper, and you’ll see my point. Finally, our car has the rarer V6 motor, automatic transmission and air conditioning (just in case it got steamy in the back). All that is missing is an 8 track player. I’ve got to find and install one – as I have an old Wham 8 track that is begging to be played.

Paul J Burt