Collector car community called to action | Journal

Porsches prepared for their ride across the Atlantic Ocean | West Coast Shipping photo

You haven’t been paying attention if you are not aware of SEMA’s support for the RPM Act, but it isn’t the only legislative or administrative issue drawing the attention of the collector car community. 

For example, the LeMay Collections at Marymount is appealing to collector-car owners in the state of Washington to oppose House Bill 2373, currently under consideration by the state House Transportation Committee. The bill was introduced by the state Department of Licensing and would require owners of vintage vehicles to acquire license plate tabs every 5 years. Currently, such tabs are required only once during the vehicle owner’s lifetime.

“This bill will significantly increase the cost of your collector cars tabs,” the LeMay Collection contends. “This bill will pass without you voicing your objection to this increase.”

A vote on the bill is scheduled for February 10.

“Please contact as many of the committee members and let them know to vote NO on HB2373,” the collection urges. “Here is a link to the committee directory and a link to the proposed change in the bill.”

However, those responding also are asked to be “brief, direct, and polite when leaving a message,” and a sample script is provided:

“Hello my name is [Name], I’m contacting you to request that you vote NO on House Bill 2373 that require classic cars to be registered every five years, rather than only once per lifetime of current owner. Classic cars are rarely driven and this is an unfair burden to those of us that only take the cars out for a drive a few times a year. Thank you.”

With New York plates, this car would not be loaded onto a ship

On the opposite coast, a disconnect between U.S. Customs and Border Protection and the New York State DMV has led to the blocking of vehicle exports with New York titles. 

“This will impact vehicles leaving all ports, not just Port of NY/NJ,” reports 

West Coast Shipping, which has facilities in California, New Jersey, Germany and Australia. The company estimates that as many as 35,000 collector cars leave the U.S. every year for overseas locations.

The dispute between the state and federal agencies, West Coast Shipping says, involves computerized data bases and the identity of possible illegal immigrants with New York driver licenses.

The shipping company has gone so far as to “strongly advise” its clients not to purchase any New York-titled vehicles until the situation is resolved.

“So far as we there will be $1000s of fees/fines from the ocean carriers and trucking companies for each container delivered to the Port with NY titled vehicles,” the company said in its news release. “Those containers will need to be returned back to our warehouses and unloaded.

“West Coast Shipping is your partner during these difficult times and we will not accept ocean carriers to charge you any fines/fees for containers which must be returned from the port.

“At this point we have two options to help mitigate this problem:

“1. We can help owners with NY titled vehicles, older than 25 years, to be re-titled in another state through a legal process. Our current estimate for this process is 5 business days at which point we will be able to submit the new title to US Customs and export your vehicle from the same port as originally planned. There is a significant cost to this process and we estimate our expenses at $1000/vehicle. Unfortunately, this option doesn’t apply to vehicles manufactured after 1/1/1995 or salvage vehicles.

“2. There is an option to re-title vehicles manufactured after 1/1/1995 but the process is more complicated and involves transporting your car across the entire US. The cost is $1,750/vehicle.”

There is a third suggestion: “Resell the vehicle at a US based auction where you purchased it originally through the same dealer.”

However, “We expect the car values to take a hit due to a flooding of these NY titled vehicles at auctions.”

West Coast Shipping transports thousands of vehicles, including collector cars, across the oceans to and from the U.S. each year. 

Meanwhile, SEMA’s support of the RPM Act continues. The “Recognizing the Protection of Motorsports Act” has been introduced in both the U.S. House and Senate. 

“This bipartisan bill protects Americans’ right to convert street vehicles into dedicated race cars and the motorsports-parts industry’s ability to sell products that enable racers to compete,” SEMA reports.  

“The RPM Act reverses the EPA’s interpretation that the Clean Air Act does not allow a motor vehicle designed for street use — including a car, truck, or motorcycle — to be converted into a dedicated racecar. 

“This American tradition was unquestioned for nearly 50 years until 2015 when the EPA took the position that converted vehicles must remain emissions-compliant, even though they are no longer driven on public streets or highways.”  

If you support the legislation, SEMA provides an online form to contact your Senator or Representative.

SEMA also offers a website that shows current state legislative issues of interest to the car community.  It not only goes coast to coast, but all the way to Hawaii, where there are 21 bills under consideration.

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adam carolla, chassy media, Commentary, documentary, dvd, Movies, nate adams, netflix, tom Stahler, Uppity, Uppity: The Willy T. Ribbs Story, Willy T. Ribbs

Racing to the movies – ‘Uppity: The Willy T. Ribbs Story’ | Journal

Willy T. Ribbs at Indy in 1993 | Dan Boyd photo

Lewis Hamilton is poised to become the winningest driver in Formula One history. Many think he may be the greatest of all time, and certainly for his era. The famed British racer is a black man, and while he overcame obstacles, he was not subject to the kinds of barriers faced by another black racer 35 years ago.

Willy T. Ribbs tests a Brabham Formula One car at Estoril, Portugal | Chassy Media photo

Willy T. Ribbs, an American, tested with Brabham – and was quick enough to be in the big show – but never got to turn a competitive wheel in the highest form of motorsport.

Ribbs’ life and racing career is the subject of new movie showing on Netflix.

Uppity Trailer

Willy, his son Theo and I casually sat together at a picnic table during lunch three years ago at the Indianapolis Motor Speedway during the SVRA historic racing weekend. He was there as a former Indianapolis 500 participant driving in the Pro/Am race.

We had a warm, engaging and friendly chat as we reminisced about Trans-Am, IMSA and so many other races I had watched as he raced. While chatting, he told me that Adam Carolla, a common acquaintance of ours, was set to make a documentary about him. He got a big grin on his face as he said, “It’s called ‘Uppity’.” We both laughed — hard. Not because of the racist slur – but for what we both knew it meant.

We had met many years before, in the 1980s, at Road America when my dad was the track’s promoter with his business partner, Carl Haas. For all the things I had heard people whisper under their breath, I found Willy to be quite charming and very kind to a teen fan. I had always held him in very high esteem, as a person and as a race driver.

Certainly, Ribbs was an anomaly. A black man winning races in what was otherwise a white male dominated sport. I knew Lyn St. James back then as well. I had really looked up to both of them as they broke unwritten barriers that today’s females and people of color really don’t have to face in motorsport.

From the moment Willy told me about the documentary, I was eager to see it. Carolla and his group, including producer Nate Adams, have become phenomenal storytellers in several racing-centric films including Winning: The Racing Life of Paul Newman, The 24 Hour War, and Shelby American. Uppity is yet another great historical document from the talented folks at Corolla’s Chassy Media. Their fascination with the subjects they tackle make for viewing that sucks you into the story.

Ribbs racing in the British Formula Ford Series | Chassy Media

The grandson of a successful plumbing company owner in San Jose, California, Ribbs was fascinated with cars and racing his whole life. His father was a hobbyist sports car racer in the 1960s. From the time he was a kid, Willy had dreams of winning the Formula One World Championship and/or the Indianapolis 500. Much of his grit and wisdom seemed to be channeled from his grandfather, who hated racing and expected his grandson to take over the family business.

Instead of going to college, Willy took his educational savings and, like so many aspiring drivers, went to England to race in the British Formula Ford series. He put down a winning record, but ran out of money before he could make the step into Formula 3. The UK, even in the 1970s, did not have the same attitudes about color as the young, talented driver would experience upon returning to the United States.

Ribbs won many races for Jack Rousch | Chassy Media

Needless to say, in NASCAR, Formula Atlantic, Trans-Am and IMSA, Ribbs was fortunate enough to race for the likes of Jim Trueman, Jack Roush, and Dan Gurney, to name a few — all who respected his talent. But as racial barriers seemed to be crossed – along with numerous podium-paying finish lines – Ribbs still was judged on the color of his skin.

All said, Willy T. Ribbs was an amazing shoe. One wonders what could have been had his immense skill as a wheelman been met by a color-blind sport.

Ribbs with Champion Boxer Muhammed Ali | Chassy Media

The movie itself is really well edited and has so much period footage. It took me back to those days of my youth, leaning on the chain link fences at turns five and three at Road America — and at the Milwaukee Mile when Willy had his IndyCar rides. The commentary was spot-on from many insiders.

The only caveat I personally had with the film was having to sit through the pontifications of journalist Marshall Pruett. Otherwise, the other interviewees including Caitlin Jenner (formerly the race driver and Olympic athlete Bruce Jenner), Doug Boles of the Indianapolis Motor Speedway, F1’s Bernie Eccelstone, racer David Hobbs – along with archival footage of Trueman, Paul Newman and Bill Cosby (an investor in Ribbs’ IndyCar foray), made for wonderful storytelling.

No stranger to the podium, Ribbs was known for his “Ali Shuffle” after winning | Chassy Media

This documentary is a fitting tribute to a great racing driver who performed any time he was given a break. It’s a story from which we all can learn. The film is currently running on Netflix and is available on DVD from Chassy Media.

5/5 stars.

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Why bother to camouflage a cookie-cutter crossover? | Journal

With so many vehicles looking like their manufacturers shared the same template, you wonder why they bother to cover them in camouflage during testing | Larry Edsall photo

Once upon a time, my recollection is that it was in the early 1990s, we did a story at AutoWeek magazine about what we called cookie-cutter cars.

We, the all-knowing editorial team, were displeased that seemingly every late-model four-door sedan looked like pretty much like every other four-door sedan rolling out of assembly plants at home and abroad. Recall that, at the time, the four-door sedan was still very popular, though by 2020, in a world dominated by pickup trucks and crossovers, you’ve probably forgotten that once upon a time, the Oldsmobile Cutlass was the best-selling car in America, and later that honor went to the Toyota Camry.

Oh, there were exceptions to the cookie-cutter clutter. Well, at least a couple, such as the stunning 1995 Oldsmobile Aurora, still to some of us the last great American car design, and the 1996 Ford Taurus with its jellybean curves and a strikingly ovoid rear window. However, for the most part, four-door sedans looked so much alike that our magazine ran silhouettes of something like 15 or 20 of the most popular, foreign and domestic, and challenged readers to identify any of them.

This flight of memory is offered as background to my laughter recently at seeing “spy photos” of prototype vehicles wearing camouflage designed to hide both its overall shapes and any sort of details from the eye and from the camera.

Spy photos used to be a booming business with magazines such as ours bidding among photographers who made their livings in automotive espionage so we could be the first to publish photos of camouflaged vehicles of interest, especially the covered-up prototypes of the next generation of such sporty vehicles as Mustangs and Corvettes, Porsches and Ferraris.  

What triggered my recent laughter was that, while there is still interest in such vehicles — consider the speculation before the debut of the mid-engine C8 Corvette — the vehicle spy photographs I’ve seen recently were not exotics nor even sporty cars but crossovers and SUVs, vehicles which, if you presented the most popular of them in silhouette, I doubt very many people could tell one from another. 

So if they all look alike, what’s the point of hiding yours beneath camouflage while you put it through its various validation and testing drives? 

The point, I think, is that the automakers want us to believe there is something special and unique about their next cookie-cutter crossover so they hide it beneath polka dots or stripes or zig-zags or other patterns hoping we’ll be excited when the cover finally comes off.

Problem is, when the cover does come off, the typical reaction is a yawn, at least by those (aka the social media influencers and a few carryover automotive writers) who were not invited to the unveiling and were wined and dined and put up in expensive hotel rooms by the automakers and who gush over the uncovered vehicle even if it looks and drives just like every other vehicle in the genre.

Ah, for those good ol’ days when testing truly was done in private, on the automakers’ test tracks, and late each September the windows of the local dealerships were covered in paper while the new-model-year cars were unloaded, and we were eager to go to see the brand-new car designs, from grilles to tail fins, to peek under the hood at the newest powerplant, and to dream of what it might be like to drive such wonderful and unique machines on the open road.

Those cars were inspirational works of art and craft, compared with today’s anonymous and semi-autonomous crossovers.  

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John Andretti’s race continues, but now it’s up to us to finish it for him | Journal

John Andretti
The Indianapolis Motor Speedway paid tribute Thursday to John Andretti | IMS photo

One of the things I hated about my time covering auto racing was people who had become more than subjects of stories, they had become friends, but their lives were lost, and lost way too soon, to a dangerous sport. Yes, they knew the risks they were taking, but their deaths didn’t make it any easier on those of us who knew them.

Sure, we could take some consolation in the fact that they died doing what they chose to do. Nonetheless, their deaths were losses to their families, their friends and their fans.

But there is no such consolation for me in the death Thursday of John Andretti. 

John Andretti fought not only his cancer, but fought for everyone to be tested so they wouldn’t have to face the same battle | Andretti Autosport photo

Just as his father, Aldo, was overshadowed on the track by his twin brother Mario, so John’s racing career was never as acclaimed as that of his cousin, Mario’s son Michael. And yet it was John who was the first, and I believe still the only, driver to have competed in the highest level of Indycar racing, of stock car racing, of sports car racing, and even of drag racing. 

If you aren’t familiar with his career, you can read about his victory in the 24 Hours of Daytona, his victory in the Indycar race at Surfers Paradise, a stock car career that included victory in the July/Firecracker race at Daytona, and even his success in a Top Fuel dragster, clocking 299 mph in the quarter-mile.

He also was one of the few professional racing drivers with a college degree.

Lesser known than his on-track performance, but so important to John and his wife, Nancy, was the founding and support for Race for Riley to benefit patients at the children’s hospital in Indianapolis. 

Ah, John and Nancy. I can’t really think of one without the other, or remember the night when they and my teenage son and I filled John’s Merkur XR4ti and he drove, yes, quickly (but also safely) enough so we’d not be late for an Indianapolis Ice minor league hockey game. 

After they moved to Charlotte, we kept up by telephone, the times we’d both be a race tracks, and by the Christmas cards they sent every year, cards to let me see their family as it grew in numbers and as Olivia, Jarett and Amelia grew from year to year.

A few years ago, John was diagnosed with stage-4 colon cancer. Characteristically, he not only fought it, but with Nancy launched #CheckIt4Andretti, a very public effort to get everyone screened, immediately and then regularly.

On Thursday, and only in his mid-50s, John’s battle ended. I write this with so much sadness. Sadness for Nancy and her family, for their friends, and for their fans. But also with the realization that as hollow as it may seem, there is consolation, consolation in knowing that through John’s example, through #CheckIt4Andretti, John’s death may extend the lives of others. 

My friend John’s battle is over. It’s up to us to finish it for him, for Nancy, for Olivia, for Jarett, and for Amelia, and so that other families don’t have to grieve.

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You’ll be driving for at least another decade | Journal

To see if the electric-powered, autonomous future many envision can actually become a reality, Toyota will build the Woven City near Mt. Fuji and will invite 2,000 people to live there and use all advanced technology systems, including self-driving people-mover vehicles | Toyota image

Alphanumeric soup

AI. 5G. 8K. VR. AR. C-V2X. eVTOL. L2+. And don’t forget L4/5. AV 4.0.

Or, in English, they are: Artificial Intelligence. 5G wireless connectivity. 8K television display resolution. Virtual Reality. Augmented Reality. Cellular Vehicle-2-Everything connectivity. Electric Vertical Take Off and Landing. Level 2 Plus automated driving. L4/5 fully autonomous driving. And Automated Vehicles 4.0, the “Ensuring American Leadership in Automated Vehicle Technologies” plan released during CES by Secretary of Transportation Elaine Chao.

And in some way, all of them, well, except perhaps for 8K TV, relate to the future of automotive transportation and whether you will be in full control of your vehicle or will be helped and/or replaced by sensors and computers with artificial intelligence.

Don’t panic! The steering wheel is still yours 

Automakers are starting to look at cars as third living spaces, with home and work place being the other two. Increasingly, cars such as this Audi concept, are being designed to be more like a room or an office space than as a person-driven vehicle | Larry Edsall photo

While much is made of automated and autonomous driving, major automotive suppliers, the Tier I companies that do much of the grunt work for which the OEMs take credit, expect that it will be quite a while before there is true autonomous driving of passenger cars, pickups, SUVs or crossovers. 

Oh, there will be what are called Level 2+ driver assists, but the L4/5 autonomous stuff is still 4 to 5 years off and even then most likely will be used only in commercial trucks and shuttle vehicles operating in restricted areas or in dedicated lanes.

Part of the reason is the cost of all the technology needed to enable truly autonomous driving. Even to get to Level 2+ could add $1,000 or $2,000 to the cost of a vehicle’s manufacture, and it’s your guess what the OEM will charge for such technology at the dealership level.

Another is the need not only for cameras and sensors and high-performance on-board computer servers and widespread 5G so they can communicate quickly enough, but also if artificial intelligence enabled actuators and Lidar as well as radar.  And then there’s the legal framework that needs to be worked out.

For example, who’s responsible if there’s a collision while the car is driving itself? The OEM? The software or hardware supplier? The car owner who is just riding along?

Oh, and another example: How does a police officer stop a fully autonomous truck that might have violated some local ordinance if there’s no driver to signal?

Speaking of big trucks, there’s already a shortage of drivers, so one scenario has the first fleets of self-driving semis shuttling back and forth at ports or rail yards, thus giving drivers time off until their loads are ready for them to steer (or at least be at the wheel ready to steer) until they reach the location to unload.

By the way, executives from Bosch, which created airbags, anti-lock brakes and vehicle stability systems, were emphatic in their belief that the driver should always have the ability to override so-called driver-assist technology.

But they also note that vehicle interior sensors not only can help counter driver fatigue, but notify drivers if they’ve left a child in a vehicle and can even adjust airbags and safety belts to provide better protection for a passenger who has fallen asleep and no longer is sitting totally upright.  

On the other hand, this may come as a shock

The 2020s are going to be the “electric decade” for the automobile. Even Jeeps will be offered with plug-in petrol/electric powertrains by 2022. 

Also expect to hear lots of talk about first- and last-mile solutions, including electric skateboard-style scooters, and even “next-mile” solutions in the form of package- and even people-carrying superdrones and helicopters.

Utoyotapian dream 

Autonomous vehicles — Toyota called them the e-Palette — will be used for travel within Woven City, which will be named in honor of Toyota’s original enterprise, weaving looms that produced cloth | Toyota image

Those of a certain age may remember the vision for Disney World in Florida, a vision of not just an amusement park but surrounding it there would be a new kind of community, where people lived and worked and played, with car-free pedestrian zones and monorails and automated roadways with vehicles that didn’t need a human behind the wheel to reach their destination. 

Those even older might remember the vision of a similar scenario showcased at the 1939 World’s Fair in New York City.

This week at CES, the annual trade show of the Consumer Technology Association, similar visions were shared by two automakers.  Hyundai wants to transform several major cities with flying taxis and self-driving people movers. 

Akio Toyoda announced that, with 45-year-old Danish architect Bjarke Ingels, automaker Toyota would turn a former assembly plant site near Japan’s Mt. Fuji into a hydrogen-powered, people and environmentally friendly living laboratory to see if the dream might be achieved on even a modest scale, Toyota Woven City as home to 2,000 people.

Road hazards

Although the death rate on American roads continues to decline, thanks in large part to mandated safety technologies, only recently has such a fundamental safety technology as airbags become mandatory in India and Brazil, and 1.35 million people a year around the world perish as a result of collisions involving motorized vehicles.


Most folks are familiar with radar, which is actually short for RAdio Detection And Ranging. But what about lidar?

Lidar is short for LIght Detection And Ranging, and uses pulsed laser light to make its measurements. It does things in vehicles that radar doesn’t, including detection not only of what’s ahead, but of overhead objects, road debris, road markings and offset static objects, and on a 3-dimensional basis, and can do so at very short range (such as when parking).

My new favorite automotive technologies

I hate tire-pressure monitoring systems (I have a gauge and know how to use it) but love back-up camera systems. The new technologies I saw at CES that I want next are:

Bosch’s virtual visor, a see-through LCD screen that, when there is glare in the driver’s eyes, blacks out the pixels needed to provide shade while leaving the rest to provide a view of what’s ahead.

Continental’s Transparent Hood using cameras to give the driver a view of what lies just ahead of a vehicle’s front wheels. It is designed for use in low-speed, off-road driving when large rocks, fallen tree branches and other obstacles might impede the drive | Continental photo

Continental’s Transparent Hood, designed for use when off-roading and which uses camera-view projections on a screen that appears to erase the hood and engine and other mechanical components and instead shows your front tires and any obstacles ahead of them. 

Autonomous driving is oxymoronic

Note to the experts: Don’t call it “autonomous driving.” Occupants in a fully autonomous vehicle aren’t driving, they’re just along for the ride. 

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Do you prefer big-screen dashboard or the view through the windshield?

Byton unveils its M-Byte SUV and projects on a big screen an image showing the vehicle’s 48-inch dashboard video screen

You may not have heard of Byton, but you will. It’s a Chinese car company that plans to start production in the few months of its electric-powered M-Byte crossover utility vehicle. The company’s factory in Nanjing has a capacity to roll out 300,000 units a year, each offering a range of around 300 miles on a full charge and with a target price when they come to the United States of $45,000. 

But what will get all the attention is the M-Byte’s dashboard, a 48-inch wide, curved-screen video display panel that runs the vehicle’s full width, door panel to door panel.

That’s not a typo. The screen is 48 inches wide, and can provide everything from sports scores to stock market reports to GPS directions to a cinema mode for watching movies.

The M-Byte production-ready prototype was officially unveiled earlier this week in Las Vegas during the press preview days for CES, formerly known as the Consumer Electronics Show. The Consumer Technology Association’s annual trade show officially opens January 6 and runs through the 10th and, like SEMA, overflows the ginormous Las Vegas Convention Center as well as several other Vegas venues.

One reason for Byton’s supersized screen on wheels is that, “life comes to a standstill when driving a car,” at least that’s what Byton’s chief executive said. 

People “need to be connected,” he explained, adding that in today’s world and on tomorrow’s roads, data power is more important than horsepower.

Could he be more wrong?

And yet he’s not alone. Other executives said similar things, including such things as the interior of a car should be used for work or entertainment. These executives made no mention of the enjoyment many of us find simply in the act of driving.

For many of us, time spent grasping a steering wheel is anything but a waste (and for some of us it’s an opportunity to analog, to disconnect from the connected digital world). 

I’ll take the view through the windshield, please

Would you rather watch digitally cloud-connected images projected on a wide screen or enjoy the actual and wide-angle view through the windshield?

Several executives we heard during press days explained how driver aids can make us better drivers and the roads safer for all. Some admitted that fully automated travel in passenger cars isn’t going to happen anytime soon. And some apparently even enjoy the act of driving.

As Mercedes-Benz’s young and Swedish-born chairman Ola Kallenius noted, his company remains committed to its more than century-old belief that people like cars because they love the freedom “to go where they want when they want.”

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Why January 1 is wonderful day for a drive

It’s January 1, 2020. Where are you driving today?

I ask because I discovered more than 20 years ago that the first day of the new year was an excellent day for driving, even in the snow belt, if you wanted to have the roads pretty much to yourself.

I’m not talking here about the freeways, but about those wonderful and rarely straight two-lane roads that driving enthusiasts enjoy so much, whether in a vintage vehicle or a muscular machine.

I think I stumbled on this discovery almost by accident. I was living in Michigan and working at AutoWeek magazine and either read somewhere or discovered on a map that there was a small city in Indiana named Cuba.

I knew there was California Township in Michigan and thought it might be fun to write about driving from California to Cuba in a single day, saving until the end of the story the fact that this California and this Cuba were only about 50 miles from each other.

To enhance such a drive, I was able to draw a Mercedes-Benz, it may have been a 500E or perhaps an AMG-tuned C-Class sedan, from the magazine’s press fleet.

Fortunately, though it was a cold Midwestern winter day, while the fields were snow covered, most of the roads were cleared and dry. It wasn’t until after I set off that I discovered two things that make January 1 such a great day not just for driving, but for driving enthusiastically.

An open road and snow-capped mountains await

Not only were the roads clear of snow, but also of other cars, including police cruisers. What I realized was that those who had been partying on New Year’s Eve were home sleeping it off, and so were the highway patrol officers who had been on alert the previous night. And it appeared that everyone else was comfy on a couch at home, watching the college football bowl games.

Basically, I had the roads to myself! 

Now, don’t get me wrong. I did not drive recklessly, but from time to time I may have pushed beyond the maximum speed figure suggested by rectangular signs some government agency had posted along the roads I traveled.

I did this sort of New Year’s Day drive each subsequent year I lived in Michigan. At the turn of the century, I accepted a new job and moved to Arizona, where I met Bud and Stephanie Bourassa. Bud collected and restored and raced some wonderful sports cars and Stephanie was sort of the den mother of the Scottsdale car-collecting community. 

Bud and Stephanie also had discovered the joys of the New Year’s Day drive and each January 1, they invited car friends to their home for an early breakfast in Bud’s Car Room garage, followed by a drive across the desert or up into the mountains with lunch at a resort restaurant before heading back home.

I moved from Arizona to Nevada just before Monterey Car Week 2018, and spent New Year’s Day 2019 driving from Nevada to New Mexico en route to Florida for Mecum’s Kissimmee auction and my Mother’s 101st (and as it would turn out, her last) birthday celebration. 

And now it’s New Year’s Day 2020, and new roads await. 

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Autos as art, and objects of speed

Autos as art, and objects of speed

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