The Beginning of a Mystery, Part II

When I first saw photos tagged with the line ‘Help identify this Mystery HMod,’ on the Hmod yahoo group, I immediately thought: Crosley Special. Even though the car was reputed to have last been run with a Renault engine, the scale and style of it screamed Crosley. That’s one thing about dealing with cars that are only 4 feet wide— there aren’t many other cars that match their specs.

The car looked pretty rough. The fiberglass body had surprisingly little damage for a race car, but a mammoth okie hoodscoop had ruined the hood and an odd setback in the dash around the steering looked like an ill advised later modification. Many parts, including the engine and transmission, appeared to be missing. Prominent ‘DSR’ decals (D Sports Racing, the late sixties successor to the then defunct H Modified Class) indicated that the car was being set up for the track at some point after the mid sixties.

Despite the flaws, I was fascinated. Especially intriguing was the frame: a handbuilt tube ladder assembly that would have been woefully out of date by 1960 or so, indicating an early to mid-fifties build, matching the D-Type jag style body. Another point of interest was the rear end—a Halibrand-like quick change mated to what appeared to be a Crosley rear axle. And it was hard to tell from the pics, but the axles appeared to connect to tiny finned aluminum brake drums.

An old racer named Carl Kapp had posted the car on the site to help the widow of a friend find a buyer for her late husband’s derelict race car. It had been sitting, partially disassembled, since at least 1973, and hadn’t been driven since sometime in the sixties. Kapp’s friend, a Chicago racing enthusiast named Leo Lowy, had owned the car since at least the mid sixties when Kapp met him. It wasn’t running even back then. Lowy and Kapp both ended up in California a decade later, Lowy with the car in tow. He died in 2002 and his widow told Kapp that the car had never been out of storage since they’d moved to Cupertino in 1973.

I called Lowy’s widow and made arrangements to see the car. David Brodsky, president of the West Coast Crosley Club and and onetime owner of several Hmods, agreed to meet us since he lived close to the car. I know quite a bit about stock Crosleys, but my knowledge of sportscars, especially homebuilts is pretty spotty, so I was really glad to have his expertise.

The car was pretty much as indicated in Ms. Lowy’s photos. I took measurements at the wheels, and the car turned out to have the same wheelbase/track as a Crosley Hotshot, supporting the idea that the car had Crosley origins. The front axle was late Crosley as was the steering, and the rear axle appeared to be from a Crosley roadster. Some parts- the wheels, belly pan and plumbing, actually looked better than they had in the pictures.

I asked about the many missing parts, and was told that some might be in the garage. Since it was filled floor to ceiling with storage boxes, car parts and home remodeling projects, I could barely get in the door. With my flashlight I could make out some car stuff on and under a workbench. As I squeezed in as far as I could, I spotted what i assumed was the Renault engine on the back floor and what appeared to be a way-too-big transmission under the bench. Moving what I could get to on the workbench, I found a tub containing a wiring harness-- topped with a gauge cluster. Two still-taped-for-racing foglights rested nearby. I started to get really excited, realizing that most of the missing parts were probably buried somewhere. The thing that really concerned me was the driveshaft- there didn't appear to be any spot in the garage long enough to accommodate one-- and this would have had to have been specially designed for the car.

It was getting dark and Ms. Lowy was ready for us to go. I asked her if she had decided on a price, and she said that she was going to consult with Carl Kapp once people had made offers. I told her that I’d talk to him about the parts I’d seen and send him the photos so that he could use them to figure out a fair price—and that I’d like to buy the car if I could afford it.

As we walked down the driveway I asked David Brodsky what he thought.

“Whole lotta work- that’s a big project.”

Fair enough. He's restored everything from Crosleys to Allards, so he oughtta know. I asked what he thought it might be worth.

“Well… honestly?... I wouldn’t take it if you gave it me.”

We both laughed, for different reasons, I’m sure.

More to come...
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Quick Visit to the Arcane Auto Show

Dave "Smith" and I zipped down to SF this morning for the annual Arcane Auto Society show at Cowden Motors.  The club is open to just about anything 'odd', and members own everything from Crosleys (that's West Coast Club President David Brodsky's teal '47 vert above) to Amphicars to homebuilts.  If Average Joe on the street scratches his head when it drives by, it's probably eligible for Arcane membership.  And 'driving by' seems to be a key- I don't think any car at the show was trailered.

There were a lot of neat cars there, but if I had to pick a favorite, it might be this 1957 Fiat wagon.  The styling is clean and concise with just a hint of strangeness- note that third headlight in the center.  It was an immaculate car, and the color combo was perfect.  I didn't note the displacement, but I'm guessing 1200 cc.

This Fiat 600 rolled in just after Dave and I got there.  I have a real soft spot for these cars- if I hadn't gotten into Crosleys I'd have probably ended up with a 600... and I still might. My Dad had one of these before I was born, and watching the 8mm movie footage of him driving it on the sidewalks of 1963 Princeton, New Jersey is a cherished memory.   The Fiat was the only European car besides Bugatti and Jaguar that my Dad didn't regard as a complete POS (which, given the reputation of fifties/sixties Fiats, still boggles my mind).  He loved his, drove the snot out of it, and I wish he'd held on to it (along with the Bugatti, the '31 Ford Vicky, '51 Mercury and '72 VW bus) long enough for me to have at least had a ride in it.   

Dave didn't have a clear favorite, but he did keep wandering back to look at this Austin a lot.  Truth be told, I stayed clear for fear that if I looked at it enough I'd decide I need one.

This Berkeley buzzed in sounding like an angry hornet, 2 cylinder motorcycle engine revving hard.  It was a great driver, with paint chips, hazy plexiglass windshield and well worn upholstery.  I dream of the day that my '51 Super Sport has this kind of worn-in feel.

This '53 Ford Comete  was featured on Jalopnik a couple of years ago- I don't know if the person showing it was the buyer, or if it didn't sell.  It didn't have a for sale listing, so I'm guessing that it was here with the new owner.  This thing was nice, and Dave and I did cartoonish double-takes when we spotted it rolling down Folsom Street on the way to the show.  It was powered by the Ford V860 motor that never went over that well in the US market, but worked like gangbusters in France for decades.  Hotrod guys have rediscovered these little flatheads, and I remember reading that a warehouse full of NOS French V860s was discovered 10 years or so ago, making them available at an affordable price.   Back in the day, enterprising Crosley owners stuffed these engines into their cars, more than doubling the power with only a moderate weight gain.  I looked at a V860 powered 1948 wagon when I first started shopping for a Crosley-the seller thought it was the best part of the car!   

I don't know much about these Toyota 800s other than that they are rare, pricey and really cool.  I have to think that that back area would catch a lot of wind if you actually drove it with the top off.

Again, I don't know a whole lot about Traction Avants.  They look a lot older than they actually are, and there's one in Sacto that I was praying was for sale when I saw it parked on the street last year.   Thankfully for my wallet and the sanity of my household (yes, Liv would have killed me) it wasn't.

This Thames van was incredibly well restored, but was an obvious driver too.  I saw one of these for sale last year and thought, 'Where would you get parts?'  Seems like I might have been right to worry, judging by the owner's answer to the query, 'Looking for parts?'  Answer: 'Always.'  They get bonus points for having a van that the Beatles could have toured in circa 1960.  Here's the front:

And, yes, you did see it poking into a picture back there.  A Pacer.  like I said, if it's weird, it gets in the club.  There was a moment (approximately June 7-13, 1988) where I wanted one of these for the sheer absurdity of it, but the fact that they weren't dirt cheap (like almost free) and that every one I saw was beat nearly to death, cured me.

There were plenty more cars, including an Amphicar, an Elf, and even a much-modified Opel- but my photos didn't all turn out so well.  All in all, a day well spent looking at cars, and getting my inspiration to maybe drive one of my Crosleys, or maybe Dave's NSU there next year.  

When the Auto Industry was in Flower

One of the websites I check almost daily is the Jalopy Journal, a vintage hot rod/sports car/race car enthusiasts' site. Ryan, the site admin, comes up with so much arcane and fascinating gunk that I really wonder if he does anything other than plow through old car magazines, books and youtube videos looking for story ideas. Take today's entry.

On September 24, 1960, Flora, Illinois became "Ford Town, USA," with every one of the town's 1600 residents receiving a brand new Ford for a one week trial- even the local Chevy dealer! The stunt was the brainchild of Lee Iacocca who must have been quite pleased with himself when it actually came off.

It's interesting to contrast the US auto industry of 1960 with the state it is in today. Who in those heady days could have imagined that "Toyopets" would one day rule US roadways and that American cars would have a reputation for shoddy craftsmanship and bland styling?
1960 was a pretty good year for the US industry, IMHO. Sensible compacts like the Falcon and Valiant were introduced, and the fascinating, if flawed, Corvair entered the marketplace. An American automobile made in 1960 is still able to run comfortably in today's traffic, cruising at highway speeds and generally offering plenty of power. Brake systems may not match modern standards, but the drums of that day still work well, if not quite as well as today's discs. Certainly the same cannot be said for most European or Japanese products of the time. As much as I love Fiat 600s and early Datsuns, I'm not sure they would survive long on today's roadways.

What happened to the US Auto Industry? I think they fell victim to following the poorest examples of foreign car-makers (poor reliability, uneven build quality, and designs that always followed other leaders) while ignoring many of the best foreign-car ideas like fuel efficiency and styling that was changed sensibly- not simply to make last year's model look old. By contrast, many of the foreign car makers improved their offerings constantly. Sad to say, I'd choose a Toyota or SmartCar today over almost any modern US made car. Still, there is hope-- who would have expected a hot little item like the Solstice, especially badged as a Pontiac??? More like that, please!

29th Annual SouthWest Unique Little Car Show, April 3-4

I'm stuck in Norcal this weekend, but you mid and south staters might want to head out to Commerce, CA to check out the 29th Annual SouthWest Unique Little Car Show. Try as I might I've never been able to make this show, but the reports I've gotten from those who have say it is a great event. All sorts of fun stuff shows up, including (but not limited to) Crosleys, Isettas, Berkeleys, Messerschmitts, DAFs, Fiats, and- since it's sponsored by the Metropolitan Club- many Metropolitans. Bay Area and other NorCal types might mark their calendars for the Arcane Auto Society's Annual Meet in SF on April 11. That I have been to and it is a hoot.

McCahill Tests the Crosley

I knew that Tom McCahill had written an enthusiastic road test of the Crosley Super Sport but I had never seen his earlier test of the CC Model.   This link just popped up on the Crosley yahoo group.... enjoy!

The Ones That Got Away

I try not to obsessively check Craigslist and ebay multiple times a day.  I don't have the time, money or space to properly maintain the small army of Crosleys that I already have, so I certainly don't need any more.   But, it's a losing battle.  I hate the thought of something really neat slipping by, and I delude myself that if i get a new car I'll surely get rid of one of the others to make room.

Ha.

In the end I do seem to turn up a few cars each year that, in a perfect world, I would own.  This year there were three.

This isn't a photo of the actual 1951 wagon I missed this spring, but I didn't save a picture of that one, and this is pretty close.   When this beautifully fixed up wagon (with rebuilt engine no less) popped up on CL for $3K, less than 100 miles from my house, I sprang.  There was no number in the ad so I sent several emails and waited impatiently, only to have the seller call to say that the car had sold.  Only then did we realize that we'd traded several emails a few years back.  He said that the new owner was a young guy who seemed excited about his purchase and couldn't wait to join the Crosley Club.   He was glad that the car had gone to 'new blood'.

It was less than a week later that I spied the car again, this time on Ebay.  The seller lovingly detailed the car's history and restoration process, evincing sadness that the time had come to part with it as though he'd owned it forever.  No mention that he'd owned it less than a week, and naturally, the minimum bid was way over what he'd paid.  To be a pain in the ass I called the guy and asked lots of questions, waiting for him to mention the real story.   He came across as a complete snake oiler... unsurprising given the snow job he'd given the old owner.  

I mean c'mon- I don't mind somebody getting a deal, but he had to know the guy he bought it from would see it for sale a week later.  "Yes sir, I can't wait to join that Crosley Club."   Lame.    One note: when I talked to the ebay seller, I didn't bother to point out the piles of speed equipment on the motor, and the many other rare parts that he obviously had no clue about.    In the end, somebody else got a deal too.

The next car I missed was one I've been watching for a long long time.  The Art Babin Super Sport emerged about two years ago after 50 years in storage.  I responded to a vague sale posting about a Crosley Hotshot with race history back in early 2007.  A car nut named Steven George had inherited the car (along with a whole batch of race cars) from a car buddy and didn't know too much about it other than it had been raced and it was in some old magazines and even a Crosley ad.  

The mention of the ad rang a bell with me, and i began to wonder if it was the car that I'd seen one photo of and had always thought of as the prototype for my own Super Sport.  That car had tasteful, sensible modifications: opened front wheel wells, scooped doors, lowered windshield-- and a supercharger.   I'd always wondered what had become of that car, and the more I talked to Steven George, the more I thought I'd figured it out.   He soon sent some photos, and confirmed exactly what i'd thought: it was the same car.

Art Babin was a Crosley Distributor from NY who liked racing.  When Crosley introduced  the Hotshot he began to think of competition as a way of promoting his business and boosting sales.  Stock Crosleys were soon outclassed on the tracks of the early 1950s and Babin responded by doing what most did: he modified.   The 1952 Super Sport that he set up for racing had a reworked frame, an Austin 4 Speed trans and the aforementioned Italmeccanica supercharger, resulting in a top speed of 102 mph and several class wins.  Perhaps most historically significant, the car took second in class at Watkins Glen.  Babin hoped to set up shop building Babin Super Sports, but the demise of Crosley put an end to the dream.

The car continued to be raced until it was retired in 1956.  George's friend the sportscar collector bought the car around this time and stored it with his collection of Allards, Porsches and other assorted thoroughbreds.  The car didn't see the light of day again until George inherited it from his friend-- with under 3000 miles on the clock.

Though I really couldn't afford the nine grand Steven was asking for the car, it was the historical significance that kept me from trying too hard to buy it.   Yes, I'm a Crosley nut, and yes, I have spent probably 10 hours staring at that one photo of this very car over the years.  But, in the end I realized that as much as I liked the car, it would be better off in the hands of someone else... someone who didn't want to drive it in street traffic and who probably had a climate controlled garage and who would actually take it out on a race track where it belonged.

  

Still, that didn't stop me from calling Steve every few months to make sure that it was still there... just in case.  It took the better part of two years, but I did finally see that it recently  sold to someone in Texas, and I hope to someday see photos of it sliding through the curves amidst a hoard of like-vintage sporting machines.

This is the first Crosley I ever saw.

Gordon Becher was a true Crosley man.  Gordon knew more about Crosleys than I will ever learn, even if I spend the next 40 years trying.  He owned about a half dozen Crosleys and had even bought out the parts inventory at the Crosley dealership in his hometown!   The '48 sedan above was his first car.  He bought it in the mid fifties and kept it until the day he died. 

I first saw the car drive past me at an auto swap in the mid nineties.  The strange whirring engine noise made me look, and even though I'd only read abut Crosleys at that point I knew that's what it had to be because, I thought, "nothing else is that ugly."  Gordon drove that car to the auto swap, to work, wherever.  He painted it with a brush in the early sixties and installed a tape deck sometime in the seventies.  It may have looked a bit rough around the edges, but it ran perfectly.

I finally met Gordon when I started looking for a Crosley.  He helped me know what to look for and even gave me some leads on cars with the proviso that if I didn't buy them I couldn't tell anyone else about them.  When I finally dragged home 10 boxes of Super Sport he was the first person I called to come take a look.  Of course he drove up in the '48.

Gordon died of cancer in 1998.  I had known that he was sick, but didn't realize it was as serious as it was until I ran into him at an auto swap.  He was unable to speak, but tried to smile and shook my hand for a long time.  He was gone less than two weeks later.

Gordon's son Keith inherited an unbelievable assortment of Crosley gunk.  Though not initially a Crosley fanatic, he soon became one.  Keith usually brings some of Gordon's collection to the West Coast Club Meet, but lately he's been bringing cars of his own.  Gordon owned a prewar Crosley, and Keith really connected with that two cylinder runabout.  He's acquired a few more of them over the past few years, and has focused most of his Crosleying on those earlier models.

I was pretty surprised when Gordon's sedan showed up for sale on ebay last month.  It just never occurred to me that Keith would part with the car.  Unfortunately, he'd run out of room and  something had to go.  The '48 was it.  

I tried to figure out a way to buy the car, but by the time I'd noticed the auction there wasn't enough time for me to scramble my finances or my storage situation in time.   Even if I had  bought the car I'd have had to put it outside, at least for a while.  Reluctantly, I let it go; I know that I'm really going to regret that one day.

Gordon's sedan sold for $3000.  Somebody got a deal, and I hope they realize that they got more than that too.

All in all, I can' t complain.  Even if I missed these, I did manage to get the one car that I was most excited about this year, but I'll save that for another post.

Merry Christmas!