I always enjoy a trip to the vintage races, but this weekend I had a mission: after 6 years of seeing Lee Osborn's Crosley Special being loaded and unloaded off the trailer at the West Coast Crosley Meet, I was finally going to see it on the track. Osborn's car, the 1955 Shannon Special has developed quite a reputation- it just may be the fastest Crosley powered object currently on the planet. Lee himself has picked up a rep too- his aggressive driving combined with incredible engineering skills has meant that he's usually dicing with cars with twice or three times the engine displacement - Osborn's special has probably dusted more Porsches than any Crosley since Harry Eyerly was driving.
I'd been following the preparations for this 'Hmod Reunion' on the Hmod bulletin board I read- with the limited number of Hmods still participating in vintage racing it's hard to get more than a few out at any given event. Their months of planning resulted in close to 10 Hmods on this entry list, so I knew I couldn't miss it. My pal Alex and I drove down to Infineon Raceway (which I still think of as Sears Point) on Saturday morning. We got there just in time to catch the practice run for the group most of the Hmods were in. Some of the cars were initially set in different groups, but after the practice the organizers got everybody put together in the same race, set for 4 o'clock.
After the practice we walked back to the pits. I was happy to find several Hmods I'd never seen before.
The Bunce Buck is a toothy Crosley based Hmod built by two guys, one named Bunce, the other named Ed Buck. From talking to the current owner, Henry Morrison, it sounds like there were several of these built- this one is from 1959 and he's not sure if it ever had a race history.
At some point the Crosley that lived under the hood hump was tossed in favor of a rear Renault motor that, coincidentally, is identical (right down to the upgrade cam cover) to the Renault motor that was retrofitted to my Hmod. The car is probably the most authentic of any Hmod I've seen, featuring a scratched plexiglass windscreen and a '10 footer' paint job. I like it.
Pitted next to the Bunce Buck was a sleek fiberglass Hmod that was the solo project of Ed Buck - known as Ed's Hulk. This thing is beautiful, so i'm guessing the name may have originated because of the beefiness of construction- the ladder frame has large tubing and there are several gussets made of 1/4 inch steel plate! The restoration was very well done and the motor was built by Barry Seel, the best-known of the East Coast Crosley engine builders.
Another car I was looking forward to seeing was this 1956 BMW Avia. The car appeared briefly on Ebay and caused quite a stir on Bring a Trailer and some of the other carnut sites. This hand formed aluminum bodied racer was built in Czechoslovakia by a company best known for airplane manufacturing and saw quite a bit of action in the fifties. The new owners were racing it for the first time since its restoration- the BMW motorcycle engine seemed to run well but they were chasing a few electrical gremlins.
Every part of the car was a thing of beauty, and I could see why the owners were willing to part with their Shirdlu racer (currently for sale) to get this car. They were stoked, and were super-nice to boot.
Two nice Panhard specials were also running in Hmod class. I've seen these guys run before- great cars. #114 is a particularly well-proportioned Hmod- there isn't that sense of the driver being too big for the car that plagues many designs.
Pitted with 114 was the Aardvark, a 1952 Panhard Special that is lighter and faster than almost any other special of the period- and you can tell... it's usually out in front of the pack even though it's one of the oldest Hmods still running.
Kip Fjeld was there with his 1956 Miller Special. Originally built with a Triumph motorcycle engine, Miller installed a Crosley after three or four races and never looked back. Kip has had this car a long time and campaigns it frequently.
Also on hand were Don Baldocchi and his incredible Nardi. Don is the preeminent Crosley engine builder on the West Coast and his own car is evidence of his skill- he's always near the front and he never DNFs.
We chatted a bit with Lee as he checked the oil on the special. Like nearly everything else on the car, the oil pan is a custom-built piece. The car sits so low, Lee couldn't go with the Braje pan nearly every other racer uses, so he had to fabricate one out of a military sump. Though the car is Crosley powered, there is little on the car that is stock Crosley.
There was plenty of other stuff to look at- the event was an annual charity benefit so there is always a good draw.
I believe that the San Francisco Sports Car Club might have been one of the sponsoring clubs- I saw a lot of their stickers.
One of the stranger cars I saw all day was this 1967 (i think) Marcos. I'd only recently heard of these cars and thought they looked pretty funky. Turns out that they are one of those cars that looks better in person than in pictures. Saab Sonnets and MGBGTs are the same way. Funky in pictures but really neat in person.
And this is the story of the track- scrambling to get something fixed before the next heat. There were a lot of really nice cars on jackstands.
Not the Crosley-powered version, but amazing none the less. These Siatas were called 'Baby Ferraris' and it's not hard to see why.
As it got close to the racetime for the group the Hmods were in we climbed the hill to my favorite vantage point..I think it's just called 'Turn 1.' You get a great view of two twists in the track and there's usually plenty of action. We watched a couple of other races up there and there was some excitement, especially for the driver a black Porsche:
Finally the Hmods took their places on the tarmac along with about 20 other cars- all of which sported substantially larger displacements. Unsurprisingly, Osborn was the first Hmod up the hill, running about 8th out of the whole race group.
The rest of the Hmods diced a bit behind Lee. Here's Don in the Nardi (101) followed up by the '54 Panhard (114):
The track is long, and you lose sight of the cars for long periods... at some point I realized that we hadn't seen Lee Osborn in a while. Just then we saw the corner worker pull a yellow flag- car off the track! The race was almost over at that point- we watched the cars parade around the track and then hustled to the pits. When we got there all the other Hmods were pitted- but no Shannon Special.
Don filled us in: Lee had lost a wheel and spun off the track! We stood around and waited, not looking forward to seeing the wreckage, and hoping that Lee wasn't injured. I couldn't believe it when the tow truck pulled the Shannon Special in, minus the left rear wheel but looking none the worse for wear! Not even a scratch in the paint! Lee had broken an axle in the middle of turn 11, just as he was passing an Alfa Romeo Zagato. He spun 360 degrees and went into the dirt, but missed both the Alfa and the wall.
You would never want to hit another car, but The Zagato was a particularly rare bird. Luckily the driver was very skilled and avoided Lee's car. Lee went over and apologized and thanked the driver for not plowing into him. He was pretty shaken up.
Although I'd have rather seen a race with less excitement I was still glad to have finally seen Lee run the car, and I was stoked that, all in all, he got away lucky. It was amazing to see the car outperform the much bigger iron, but as Lee pointed out, it's at the absolute edge of performance now, so there's just no margin for error. He's not sure when he'll be able to run again since the axles were custom made- the last set took a year to get. We stuck around long enough to help Lee get the three wheeler on his trailer and then headed back to Sacramento, visions of sportscars in both of our heads.
The 2010 West Coast Crosley Club Meet has come and gone. The meet was last weekend (September 11-12) in Buellton, just north of Santa Barbara. We had about a dozen cars show up this year. That's a bit low for turnout, but the members more than made up for it with quality- the Crosleys on hand included some of the nicest cars in the country.
Heading that list was the latest issue from club treasurer Ronnie Bauman's garage: an immaculate 1947 coupe. Bauman has taken the Crosley resto-biz up at least a couple notches with a series of incredible builds. He always starts with solid cars (cars that most would consider 'finished'!) and then makes everything better than new. He'll spend more on paint and body than most people would have into the entire restoration, and the engines are always fully dressed with period speed equipment.
The end results are stunning. He's decided that this one had to go up for sale - this is the kind of car I could see going for ridiculous $ at Barrett Jackson.
Another car that was new to the meet was Charles Latty's two-tone CC. Latty lives in tiny Pacific Grove, California- also home to founding club member Mike Bainter.. meaning that Pacific Grove probably has more Crosleys per capita than any city in the state!
Not new to the meet, but still a fresh sight, Fred and Robin Dunner finished a beautiful resto of the Hot Shot they picked up at last year's meet. The car was nice, if a little tired, when they bought it- now it looks brand new. The long straight sides on the roadsters can be very wavy... but not on this one. They kept the clean, custom filled-seam look that the car has had for most of its life.
I contributed another rarely-seen, if not so minty, car to the gathering. I ended up buying a 'parts' Super Sport at the Sacramento meet a few years ago when Ed Scanlan made me an offer I couldn't refuse. I already had a '51 SS in boxes and I thought that having one to reference wouldn't be a bad idea since it'd been nearly a decade since I took the other one apart. truth is that I haven't done anything but move this thing around since I bought it, so I knew it needed to go. I also realized that I had spares of a lot of the parts that were missing when I bought it, so I added an engine, transmission, radiator, etc to make it an almost complete car. Apparently I priced it just right because it sold before I even got it off the trailer!
There were plenty of other great cars- Mike and Nancy Bainter brought their 4000 original mile '51 coupe - it looks, runs and drives pretty much like new! I remember when this car went up for sale about 6 years ago - I thought momentarily about buying it, but immediately realized that it had to go to someone with a better garage than me. Mike keeps this baby in a fully-climate controlled environment!
Mike and Robin Stoner brought their funkana-dominating Farm O Road, but had some low-power issues this time out. The collected Crosley brain trust tinkered with the timing, but no immediate solution appeared. Even engine guru Lee Osborn (in the passenger seat) was at a loss. Maybe it was just me, but it seemed like the F-o-R smoked even more than usual, so it may be time for new motor. I asked Mike about it and he doesn't remember where he got the motor that's been in it all these years- just that he dropped it in, fired it up, and off they went!
The West Coast Club has an active racing contingent, including Osborn. As usual, he brought his 1955 Shannon Special, the same car with which he's been eating Porsches and, lately, even a Jaguar C Type! I've been trying to catch one of Lee's races for 5 years and I've still never seen him on the track! I've already got my calendar checked for the Hmod reunion race on October 2, so i'll finally get to see this car in action!
Kip Fjeld and Don Baldocchi will also be running at the Hmod reunion, Kip with the Miller special pictured here, Don with the '53 Nardi he's been tearing up tracks with for a couple of decades. Kip inherited this car from Hmod great Joe Puckett who got Kip into racing when he was still a teenager! Kip also scored the buy of the day, picking up an NOS steel stroker crank for probably less than a standard steel crank would go for! I didn't get any good pics of the swap meet area- but there was more stuff for sale this year than at any meet I've been to. You can see incoming club pres Rick Alexander picking up some Crosley magazines from retiring president David Brodsky. David also sold off a big batch of hop up stuff including the Braje pan, cam cover and exhaust manifold you can see on the table. Rick brought a Uhaul trailer full of stuff including an intact tin block motor assembly along with a mountain of other stuff. I picked up an extra speedo, some magazines and a neat license place topper from a Minnesota Crosley dealership!
And beyond the actual swap meet vendors, we had several folks show up with motors! Don Rausch showed up with a truckbed full of V Drive and generator motors (pictured above with Ronnie Bauman), and a young microcar collector from LA yanked ANOTHER V Drive motor out of his trunk a few minutes later! I'd never seen a V drive motor until Saturday and suddenly I'm looking at three of them!
Longtime club member Gary Loomer brought a matched Crofton and Cushman. he's trying to break up the set- the Datsun-powered Crofton is currently for sale. if you think a Datsun powered Crofton is unusual, that's nothing... Gary used to have the world's only racing Skorpion!
When the time came for the Funkana, Pat Askren let me be the co pilot in his very-correct CC sedan. We were fighting a wounded clutch but still managed to take second place!
over half the cars at the meet ran in the Funkana, and the post-competition photo underscores what a nice batch of cars were there.
Since the meet is so close to Santa Barbara, my sister and her family drove the 45 minutes up for a visit. I don't get to visit them all that often, so it was a real treat! best of all was the chance to meet my new grand nephew Cash! Here he is risking tetanus in my Super Sport.
After the meet I loaded the SS back up (the new owner wanted to pick it up from my house later) and I got a good round of heckling over my trailer. Yes, its a tiny, rickety POS, but I still managed to haul Frank Bell's wagon all over creation on it last year, and the SS parts car was very secure this year. Hey, what do you want from a $50 trailer? They're just jealous. It just so happens that the light is about perfect when we get together for the club Banquet. I'm usually the last one seated because I'm out shooting pics of all the cars at 'magic hour.' Above is the 4000 mile coupe.
This is Ardell Johnson's incredible CD wagon. That interior is original from the factory.. he just touched up the seats with vinyl paint about 20 years ago. We had a great conversation at dinner about legendary Crosley racer Harry Eyerly who was from Ardell's home town, Salem, Oregon. Here's longtime club member Gary Cochrane's sweet convert. That custom wood job has been on the car since at least 1956!Just as I was finishing up my shots I noticed other people taking pictures too... and then I realized that one of them had hopped into David Brosky's 'vert to pose for her boyfriend! This really underscores how differently people perceive Crosleys... can you imagine a stranger hopping into any other restored vintage car and not thinking they were going to get a punch in the snoot?!
The banquet was fun as always, even though we ended on a bit of melancholy note... David Brodsky founded the West Coast club over 25 years ago, and has been elected and reelected President ever since. He announced that he wanted to step down a couple of years ago and he made it official on Saturday. He and his wife Aileen have done an amazing job of keeping the club going - and fun - for more than a quarter of a century. I'm sure Rick Alexander and Ronnie Bauman will do a great job, but it will be strange to think of David not being at the head of the table. The Crosley Club is one of the only organizations I've ever belonged to, and is by far the one I'm most attached to. Much of that is thanks to David and Aileen, and I can't thank them enough for everything.
At dinner Shirley Bell reminded me that she had brought some of her late husband Frank's Crosley t shirts for me- we're about the same size and she thought I might like them. That was really sweet, and I'm honored to fly the flag - I honestly can't remember seeing Frank wearing a t shirt that didn't have a Crosley logo on it! After the dinner I had a beer with Rick Alexander and former TBT designer Mike Blackburn who offered me the spare bed in his hotel room. I had spent Friday night cuddling with the Crosley motor in the back of the pickup, so a bed and a shower sounded pretty darn good. And the next day he absolutely refused to let me chip in for the room.
If you were a member of the West Coast Crosley Club you'd have seen this 1951 Super Sport for sale in our classifieds a few months back for nearly 2K less than the opening bid on Ebay today. And, that $7500 opener is the minimum bid, but at that price the reserve's still not met... so the seller is actually asking more. Shees - for the price bump you'd think he could have at least registered the car in California.I've seen this car in person, but it's been a while - Ardell Johnson (the guy who owned it up until a few months ago) usually brings his Super station wagon to the Club meets. Ardell always does a good job with his cars, so I suspect this is as nice as it looks in these pictures. I have to admit that there was a minute there when he told me that this car was for sale that I thought of jettisoning my project '51 Super Sport and just buying this. I know I'll have more than Johnson's $6K asking price into my car if/when I ever get it finished, but somehow I'm just not ready to call it quits on the project yet. (Because I'm an idiot?) I am a bit perplexed when sellers who've just gotten a car imply in their ads that they've had it a long time. Won't the buyer ask about the car's history? I always do. Is it just me? And the buyer'll find out anyway as soon as they see the paperwork. This seller's pitch isn't too bad, but, "It's a great little car that I'll miss very much" kinda implies that he's owned it longer than the lifespan of a brine shrimp. Blah blah blah. Nice car, hope it goes to a good home... I'll be curious to see if it meets reserve.
As soon as I got home from inspecting the Cupertino Hmod, I posted the pictures I'd taken and the details I'd observed to the Hmod bulletin board where I'd found out about the car. I was promptly contacted by a vintage racer named Mike in Arizona who was also interested in the car. He had a long racing history, and knew a lot more about homebuilts than I did - he'd restored many cars and had even made copies of James Broadwell's Jabro blueprints for other enthusiasts who were trying to build or restore Jabros without the original plans. He had already contacted the car's owner and made an offer.
I was pretty bummed. Now that I'd seen the car firsthand I really wanted it. A Crosley-powered fiberglass sports car was at the top of my list when I first started looking for a Crosley back in 1997. It had been articles about Crosley racing 'specials' in old car magazines that gotten me thinking about Crosleys in the first place. There had been plenty of manufacturers who made fiberglass sports car bodies for the Crosley, so I figured that they had to be out there somewhere. Devin, Almquist, Skorpion, Fibersport, Jabro and probably a half dozen other companies offered bolt-on bodies in varying degrees of style. The first Crosley meet I went to featured two beautifully finished Jabros, so there was proof that they couldn't be that hard to find. I was pretty sad when I tried to sit in one of the Jabros and couldn't get my 6'2" frame behind the wheel!While I wanted a sports car, I wasn't looking for a race car. I enjoy watching the races, but I can't imagine rebuilding an engine after one season of racing, or spending the $ it takes to run a car that you only drive a few times a year. Or dealing with the internecine organization rules and fugly safety modifications required to run on the track these days. I wanted a sports car that looked straight out of 1950-something that I could drive anywhere - the type of car that an amateur might have competed with in the fifties - a sports car that was driven to the track, raced, then driven to work the next week. I also figured that today's road speeds are about as punishing as most tracks were in the mid-fifties! The conundrum I faced was finding a car that wasn't already set up for racing, and one that didn't have any significant history so that I didn't have to worry about modifications for contemporary street use. After 10 years of looking, here was that car. I called Mrs Lowy and made an offer. Mine was about 50% over what Mike had offered, but she wanted to see if he was willing to go any higher. She asked me to call Mike and Carl Kapp (who was helping her sell the car), figure out who wanted to pay what, and to call her back and let her know who was buying it and for how much! I made the calls and Mike was really nice about it. He said that it was clear that I really wanted the car, and, A) I'd already been to look at it, and B) he didn't want to pay more AND pay for gas to/from Arizona to come get it. I called Mrs Lowy to let her know that I had the high offer and that I could pay and pick it up whenever she was ready. It was the strangest way I've ever bought a car.
A week later I borrowed a trailer and the indefatigable Dave Smith and headed out to Cupertino. Mrs Lowy had been looking for any history about the car, but had found nothing. She remembered seeing an old double exposure picture of the car that made the body appear transparent so you could see the running gear through the body, but she couldn't find it. Carl Kapp had mentioned the same photo.
Aside from the car and body, there was also the packed floor-to-ceiling garage which held many of the parts. When we started going through the garage looking for everything, Mrs Lowy's mood would go back and forth. I think she was relieved to get the car out of her driveway, but at the same time was losing another part of her late husband. It felt really awkward, and I imagined Liv in the same situation. Since we really didn't know exactly what went with the car she told us to take anything that seemed like it fit. Dave was convinced that she saw this as a chance to get somebody to clean out her garage! We found a ton of stuff. There was the Dauphine engine, gauges and mystery transmission I'd seen last time, plus lights (still taped from the last race), parts for the quick change, a couple of extra wheels/tires, the missing driveshaft (which turned out to be less than two feet long which is why I couldn't find it last time), several carburetors, the original fiberglass gas tank, racing mirrors, several aviation-style racing seat belts, a rolling metal cabinet filled with spares to be taken to the track, one NOS Lucas fog light, still in the box, extra parts for the Dauphine engine and assorted belts, bolts, bulbs, etc... The major things we didn't find were the seats and windshield. But the most exciting thing we found was a moldy briefcase. There wasn't much in there - the receipt for the quickchange, Lowy's racing license, a few notations on the cost of rebuilding the Dauphine engine and some notes on a 1966 race at Lyndale Farms, Wisconsin, along with the club program.
The program listed one of the entrants as Leo Lowy. He was driving the Robacek I.
It's not quite like saying goodbye to an old friend, but there is a similar sad emotion to this week's proceedings: I non-opped the Crosley. I finally gave in to reality - the car needs a ton of work, it's unsafe, Liv won't even ride in it, and I can't remember the last time I started it. I'm sure the battery is dead. It needs everything.
I bought my 1949 Crosley convertible with a small inheritance I'd gotten from my grandfather. I'd already had my 1951 Super Sport for about a year, but it had turned out to be much more of a project than I'd bargained for when I bought it. I'd been making progress on the SS, but I'd finally come to the realization that it needed a ground up restoration - and that it would take me years to get it on the road. The '49 had been sitting in a barn, and in the back of my mind since before I bought the Super Sport. Back in the good old days, pre internets, it was HARD to find a Crosley. I checked the paper every morning, and after about 4 months I saw an ad for a 1951 Crosley convertible - runs good - $2500. I went to check it out and was a little taken aback. The body/paint was pretty nice, except for the front floors, which were missing big chunks. There was no glass in the roll up windows - in fact, no window mechanisms at all. The gas tank was a boat tank that sat loose in the back boot. It had cable brakes- which made no sense for a '51. The top was there, but ruined, and the top bars were rusted into pieces. The engine was an Aerojet, which I didn't really understand at the time. I tried everything to get the car started, but several hours of pushing, jumping, etc later I gave up.
The car was well known to the local Crosley guys - it had been for sale on and off for a year. The great Gordon Becher warned me away from the car saying that it had been cobbled together from parts. He was right. I researched the vin number and discovered that the car was actually an early 1949, so the cable brakes were correct. The roll up window doors and hood/grill were not.Determined to have a Crosley I went back out to look at the car again. The owners didn't know much about it. Their Dad had bought it right before he died, and all they knew was that it was a rare car. That part was true- there were only 500 or so convertibles built in 1949. The car had been sitting since their father had died over a year before. They agreed to buy a new 6 volt battery since they figured they'd never sell the car if it wasn't running.
Ten minutes after the battery was in we had it running, if not purring. I'm still not sure how I knew it was positive ground. I'd never actually driven a Crosley at this point, so backing it down the long driveway to the farm road was pretty exciting. There is nothing that sounds like a Crosley tranny whirring along in a fast reverse, so I wasn't sure what was going on. Once I got it to the road I got it going and discovered a piercing whistle accompanying any speed over about 20. The engine didn't smoke and it steered OK, but it leaned hard to the side when I applied the brakes.
Back at their house I started negotiations. They acknowledged that they might have been 'optimistic' on the price. I showed them a Hemmings with a couple of Crosley ads, an encyclopedia of collector's cars which had a price breakdown for Crosleys, and I pointed out that it had over $200 in back DMV fees due. I also pointed that it was still for sale a year after they'd started trying to sell it. I offered them what I honestly thought it was worth: $1200.They were pretty horrified, and there was no convincing them that I wasn't trying to rip them off. In the end we pushed the car back in the barn and I went home and bought a 1951 Super Sport a few months later. I gave them the number for the editor of the West Coast Crosley Club newsletter in case they ever wanted to run an ad there for the car.
Cut to a year later. I'd pulled the SS completely apart and realized that pretty much everything needed to be replaced or restored. The 'straight' body turned out to be a bondo bucket that upon close inspection had revealed itself to be TWO cars welded together - and not very well. With my limited mechanical skills, and small budget, I figured out that I wasn't going to be driving it anytime in the 20th Century.
On a whim I dug out the number for the convertible and gave a call. The owner was glad to hear from me. No one had called about the car since I'd last looked at it, and it hadn't moved since I'd pushed it in the barn the year before. He told me I was the only person who had shown any real interest in the car and then said I could have it - for less than I'd offered him the year before!
Since I didn't think the car was up to the 30 mile drive home I arranged to have it towed. By this I mean that I cajoled my pal Mark to to tie a rope to his '64 Dodge Dart and drag the Crosley home behind it! I rode in the Crosley, operating the steering and brakes so I didn't rear end the Dart. Since this arrangement guaranteed hijinks, Mark's car was full of friends who had to watch the shenanigans. Somehow we managed to make it from the country to my place in downtown Sacramento without wrecking OR getting pulled over. I'm sure it would have been an ugly ticket, not helped by the fact that the Crosley was about 3 years out of registration at that point. The car was pretty solid overall, and I got it driving that weekend. Enough of the floor was missing that the gas pedal had nothing to attach to, so the pedal was just a peg in the floor. The wiring was a complete rat's nest and it shorted out often enough that I kept a battery cable loose in case I needed to quelch a fire until my Dad and I finally rewired the whole car a year or so later. There was no key, but I found a filing cabinet key that turned the ignition. The air filter was missing, and the only one I could find that would fit was for a motorcycle... but it worked. There was no top, no windows in the doors and no wipers. None of this kept me from driving it in the rain- this was, after all, my 'daily driver'! The funniest part of driving the car was the loud and unidentifiable squeal that appeared at speed. It wasn't the obvious culprit, the fan belt, and it took me a couple of weeks to figure out that it was an air leak at the muffler. I cut up a beer can to make a shim for the connection and that was the end of the squeal.
Actually, let me amend that. The funniest part of driving the car was just driving the car. I drove it to work, to parties, to rock and roll shows... I used it like a regular car. My only other vehicle was the Super Sport, so if I wanted to drive, the Crosley was it. A Crosley is one of the most absurd cars ever built, and even 50 years later, people still pointed and laughed at it just like in the 'Cruikshank the Crosley' article that was published about 1950. There were several times that I came out to find that the car had been picked up and moved.
Since I had nothing to compare it to, I thought it ran pretty good. One of the first things I did was take the intake assembly off and ground it to match the ports. I don't know how much it helped, but it seemed quicker after that. I took it up to 65 mph a few times; it felt like there was more room at the top, but I was leery of the brakes and the 40 year old bias plys to try for any more. The brakes were the real weak point. I worked on them pretty much constantly but never got them working satisfactorily. They were the main reason I stopped driving the car on a regular basis a few years back- they need to be rebuilt from top to bottom, and I've also got to replace the rear main seal in the motor- it keeps dumping oil that ends up on the shoes. At that point I might as well deal with the rust in the floors and all the rest. I learned a lot about working on cars on the Crosley. The Crosley was the first car I ever did extensive repairs to, and was the first car that I ever pulled an engine out of, and then put it back in and the car still ran! The Aerojet turned out to be a really solid motor, and after all these years of abuse it only smokes a little bit. I really pushed the envelope when my friend Al and I drove the car to Morro Bay and back - the temp guage was getting up to 230 when I pulled over as we were going over the mountains.
I've owned the convertible longer than any other car in my entire life (aside from the Super Sport project which doesn't really count.) I've taken road trips in it (Morro Bay, Visalia and and a DNF trip to Buellton) and it was my only car for a couple of years. Liv and I drove away from our wedding in it - the presents BARELY fit. I can't imagine ever selling it.
But I can't drive it either. So, I finally acknowledged the obvious and non-opped it. I've been moving stuff around in the garage and it will be back indoors for the first time in almost five years. I don't know how long it will take me to get it back on the road, but I guess I've got time. It's not going anywhere.
I spend somewhere near 40% of my waking hours obsessing over old cars. Usually, this obsessing revolves around an improbable American micro car from the midcentury period-- the Crosley. My fascination began with a quest to strip down my life by driving the world's simplest car.
Turns out that nothing is as simple as it seems.
