Tag Archives: Hagerty Car Insurance

How Japan’s Government Created the World’s Most Sinister Cars

November 10, 2025 The Silo Leave a comment

You know the look: A long, low-slung sedan finished in shiny black paint with equally bright chrome rolls through town. Beige, burgundy, and blue cars move out of the way, magnetically repelled by the menacing four-door.

This threatening style has been idolized by Hollywood since the 1960s, perhaps most famously in the unfortunately short-lived ABC television program The Green Hornet, in which actor Van Williams drove a Chrysler Imperial modified by Dean Jeffries. It was painted black, of course, and the chrome slats that ran horizontally across its huge grille clearly meant business—even on the 19-inch TV screens that took up considerable living room real estate in a 1960s home.

Black paint, while popular today, was a daring, high-style choice in the 1960s that was not-so-subtly influenced by the largely chauffeur-driven cars that carried around heads of state and other major politicians. For instance, the Soviet Union’s KGB notoriously drove around in black-painted GAZ Chaika sedans that had a distinctly Detroit-inspired appearance. (The irony of which seems to have been lost.)

An outsider might not expect Japan, where the pavement has been specifically engineered to be quiet, to have a small but mighty homegrown industry producing the world’s most ominous cars.

The Japanese Royal Family Needed a Ride of Their Own

Dating back more than 1400 years, Japan’s Imperial Household Agency does just what its name suggests: it manages the royal family’s affairs. This is no easy task for a country so steeped in tradition. In fact, the Imperial Household Agency has more than 1000 civil servants, which stands in marked contrast to the self-funded, non-governmental managers of, say, the British and Swedish royal families.

The Imperial Household Agency’s wide-ranging list of tasks includes everything from ensuring that the Emperor’s family is comfortable and healthy to organizing and overseeing ceremonies. In the early 1960s, the Imperial Household Agency called automakers together and told them to submit designs for an official state vehicle. The car needed to have four doors, be reasonably spacious, and have a prestigious but not overly ostentatious appearance.

Prior to World War II, the Emperor’s vehicle fleet consisted of large, imported cars from brands like Rolls-Royce and Daimler. The company’s nascent automotive industry focused on small, mostly work-oriented vehicles. By the early 1960s, Japan’s recovery from the war’s devastating effects was well underway, fueled heavily by Western investment. While Japan didn’t give up on its traditions, the bright lights of Tokyo had a strong American influence. So too did the country’s cars, like the Toyota Crown that looked like last season’s Chevy. So when the Imperial Household Agency came calling, it should come as no surprise that the results looked rather Detroit-ish.

The winner was a brand you might not have heard of: Prince Motor Company. Founded in 1947, Prince was Japan’s short-lived flagship automaker in the early 1960s, though it was in the midst of being folded into Nissan.

The Prince Royal that got the royal nod, so to speak, was based on the Prince Gloria, a vehicle already used by the Japanese government in an official capacity. The Prince Royal was extended to provide those in back with stretch-out legroom, and the rear doors were modified to open coach-style for easier and more elegant access. While not a particularly showy car, the Prince Royal has an understated elegance. Its stacked headlights recall the Ford Galaxie and the big W108-generation Mercedes-Benz models. The tall greenhouse, on the other hand, is a nod to practicality rather than style. Inside, in the Japanese luxury tradition, the wool seats make nary a peep as passengers slide across. Leather would be rather squeakier.

Prince Royal gained the Imperial Household car — The Prince Royal gained the Imperial Household Agency’s nod as transport for the Emperor of Japan. These cars served until 2006, when they were replaced by a special version of the Toyota Century.Nissan

Underhood, the Prince Royal utilized a 6.4-liter V-8—not Japan’s first, but only a couple of years after the so-called “Toyota Hemi.” An eight-cylinder design was, admittedly, an odd choice; while inherently fairly smooth, the engine was undoubtedly a costly thing to develop. Fewer than 10 were ever built, one of which lives at the unusual and yet highly appealing Nissan Engine Museum and Guest Hall next to the company’s powertrain factory in Yokohama, Japan.

Just five Prince Royals were built, and they stayed in service for a staggering 40 years, when they were replaced by a limousine version of the Toyota Century. But the Century doesn’t really owe its status to the Prince Royal. It should thank the Nissan President, a model that was developed back when Nissan and Prince were quasi-competitors.

Into the 1980s, the Nissan President retained a classic, but hardly ostentatious, look as seen on this 1982 President Type-CNissan

The President, as its name suggests, was intended from the start as a government vehicle. Unlike Toyota’s Crown, the first Japanese car to use a V-8, the President was developed in direct response to the Imperial Household Agency’s request. At nearly 200 inches long, the President was a very large sedan by Japanese standards. Its styling is contemporary if a bit bland, even in comparison to the Prince Royal. Horizontal headlights embedded in a broad, generic grille give way to fenders that had an almost Ford Falcon modesty to them. There’s a bit more drama at the rear with big NISSAN badging. Copious chrome lines the rocker panels.

While the Prince Royal ended up being chosen to transport the Emperor, Nissan’s President didn’t go home empty-handed. Instead, it was used by the country’s Prime Minister. Government versions were only minimally modified compared to the President models sold through Nissan’s dealership network in Japan, though official-use models were invariably painted black. Those available to consumers came in a slightly wider range of colors. The President was a sign that its owner—and, most likely, the person riding in the back—had arrived. It was the Lincoln Continental of its era. Today, when government spending is closely watched by a hawkish public, there is no U.S.-market comparison.

Nissan wool upholstery — In Japan, fabric upholstery like the wool seen in the 1973 Nissan President remains an indicator of a high-end vehicle because it makes no sound as a human slides across it.Nissan

Nissan didn’t dominate government contracts, but it was a commanding presence into the late 1980s. Then, almost inexplicably, the brand gave up. Its chrome-laden second-generation President, which was based on an early 1970s design, was replaced with a comparatively plebian design that would be sold in the U.S. as the Infiniti Q45. That’s not to say that the Q45 was a dud, but its big plastic bumpers and, in Japanese-market spec, Jaguar-ish grille were not in keeping with tradition. The Imperial Household Agency famously rejected a stretched version of the 1990 President in favor of the Toyota Century.

Toyota’s Century Begins

The original Toyota Century was overshadowed, at least to a degree, by the Nissan President that beat it to the market in Japan and initially secured more government contracts.Toyota

Thanks in part to the floodgates of 25-year-old vehicles from Japan, the Toyota Century has something of a cult status among enthusiasts in the U.S. today. It was not always this way; while the Century was undoubtedly a high-tech vehicle at its 1967 debut, the Imperial Household Agency initially passed it up in favor of the Nissan President. However, the Century’s rise coincided with Toyota’s phenomenal growth in the 1970s and 1980s, when it began to overtake Nissan as the premier Japanese automaker.

The original Century ran for three decades, always with V-8 power. Despite the fact that its specs and power could have appealed to buyers in Europe and, especially, the U.S., it was rarely sold in left-hand-drive markets. (Toyota flirted with the idea in the early 2000s before concluding that the conservative Century would be no match for the comparatively flamboyant Mercedes-Benz S-Class.)

Yet it’s the Century that endures in Japan, an icon in its own time. The Emperor of Japan rides around in a stretched one, approved by the Imperial Household Agency, of course. The redesigned model that arrived in 2018 carries on the 1960s original style in marked contrast to the edgy, modern look found in any Toyota or Lexus model. There’s even an SUV version now, though its front-wheel-drive architecture and hybrid V-6 powertrain mean it’s more like a snazzy Toyota Highlander than a bespoke Emperor-hauler.

Clearly, the Century has won out, so much so that Toyota recently announced it will position the Century as its own brand as a more conservative sibling to Lexus. It did face some limited competition from Mitsubishi with its mid-1960s Debonair. While the Mitsubishi, with its slab sides and fenders that leap forward past its grille, is basically a rolling villain, the four- or six-cylinder sedan lacked the interior volume and the power to compete with the Century or the President. Its angular 1986 replacement, which looked sort of like a K-Car with fender mirrors, was anything but debonair.

Mitsubishi Debonair front three quarter — Though its effort was comparatively short-lived, the Mitsubishi Debonair boasted a fantastic name and slab-sided Lincoln Continental-inspired looks, if not Conti-style proportions.Mitsubishi

The Yakuza Turns State Cars Into Mafia Cars

Nobody does organized crime like the Japanese—and that is not meant as a compliment. The Yakuza, as the Japanese crime syndicates are broadly known, hit its peak right around the time when the decidedly more upstanding Imperial Household Agency was asking automakers to design a state vehicle.

Those vehicles were soon appropriated by the Yakuza. In retrospect, they have a sinister, angry look. If the bad guy in a period flick drives a car in Tokyo, it’ll be a President, a Century, or perhaps an early Debonair. Set in 1999, HBO’s Tokyo Vice puts the Q45-adjacent Nissan President front and center. While it may not have been the vehicle of choice for the Emperor, that era’s President was the car to have for the heads of organized crime. Perhaps that’s why Nissan steered away from tradition with its final redesign, a swoopy model unsuccessfully sold here as the Infiniti Q70.

The 1990 Nissan President abandoned the 1960s-style chrome bumpers of its predecessors.Nissan

These big, black sedans have an authoritarian presence. Their drivers may think they have impunity. Not only are their cars imposing, but they look official—even if those inside are doing anything but official business. Yakuza members often mounted curtains inside their Presidents and Centurys, a style known as VIP that persists today—albeit in a much broader and harder-to-define look.

We have no direct equivalent in Canada or the US., at least in terms of how the criminal underground appropriated cars meant for high-ranking government officials. The Crown Victorias once favored by Canadian and American cops lack the luxury and exclusivity of a Century or President. A Chevy Tahoe can’t be all that menacing if you can find dozens of them in the carpool line at your local elementary school. And while our head of state has long had a highly modified Cadillac-ish limousine, which has been described as a tank with a limousine body, it lacks a showroom counterpart. That said, the crested wreath brand made a strong appearance in the late-1990s/early-2000s setting of HBO’s The Sopranos.

It’s a different story in Japan, though. There, a government official arrives in black-and-chrome style—as dictated, if indirectly—by the edicts set forth by the Imperial Household Agency. The automotive equivalent of a tuxedo is, after all, always in style. For the Silo, Andrew Ganz/Hagerty.

Transportation

What Happens To Cars That Sit For Long Periods Of Time

January 4, 2025 The Silo Leave a comment

The trouble is that automobiles, like everything else, are subject to the law of entropy. “Preservation” is about more than just keeping the odometer reading low. “Like-new” means something different after one, two, or three decades, even if the car still has plastic wrap on the steering wheel. The paint, upholstery, and trim may look flawless—but what about the bits you can’t see, like the complex systems and different materials that make up the driveline? Just because a car is like-new doesn’t mean it actually is new, or that you can just hop in and drive it home. We decided to call up some experts across the industry to answer a big question: What exactly is happening to a car when it sits?

1967 le mans winner ford mark iv at the henry ford gurney foyt — *The Henry Ford Museum/Wes Duenkel*

First off, what’s happening to it while it sits depends on where it sits. Imagine a car in a museum—perhaps the Le Mans–winning Ford Mark IV at the Henry Ford Museum in Dearborn, Michigan. Now, think of that old pickup you once saw sitting in a field. Technically, they’re both decaying. One is just decaying far more slowly than the other.

The race car lives in a perfectly curated world. The temperature in the museum is consistent and the humidity is just so: Low enough to deter moisture-loving insects and mold, high enough to prevent the tires and other rubber seals from drying out. A museum car’s tires may barely touch the ground, because the chassis sits on jack stands. The fluids in the car—fuel, coolant, oil—have either been drained or supplemented with stabilizing agents. The upholstery is regularly vacuumed to eliminate pests. Dust barely gathers on the body before someone gently sweeps it off.

1967 Ford Mark IV Race Car wheel detail — The wheel of The Henry Ford’s 1967 Ford Mark IV race car, with its original tire. *The Henry Ford Museum*

The pickup, meanwhile, has been at the mercy of the weather for who knows how long. The tires have cracked and rotted. Salty air might be corroding metal. Insects and/or rodents might be living inside the cabin and engine bay. The engine’s cylinders may be dry, the gas in its rusty fuel tank a kind of goo, the oil gray instead of honey-colored. Its paint may be bubbling, its carpets mildewing.

Those are two extreme examples, of course, but when it comes to the condition of a car, the storage (or display) environment makes all the difference, whether the car is Henry Ford’s original Quadricycle from 1896 or a brain scientist’s sporty Sentra from 1992. To keep a “like-new” car living up to its descriptor, the temperature must be consistent; otherwise, even the most immaculate car will bake, sweat, and/or freeze. The moisture in the air needs to be high enough to slow the decay of organic materials like tires but low enough to protect from rust. The room itself needs to be well-sealed to deter pests. The vehicle also needs a barrier (or two) between the paint and the dust, dirt, and grime that will accumulate. And that’s only the parts of the car you can see …

The Odometer Doesn’t Tell the Whole Story

tom cotter 930 turbo barn find hunter — Tom’s 16,000-mile/ 25,750-kilometer Porsche, where he found it. *Youtube / Hagerty*

No one is more familiar with finding automotive diamonds in rough storage situations than Tom Cotter, known as The Barn Find Hunter. When I called him to discuss this story, the consequences of bad storage were especially fresh on his mind: He had just bought a barn-find car (a 1986 Porsche 930 Turbo) with 16,000 miles. “That’s the good news,” he said. “The bad news is that it has not been driven since 1996, so nearly 30 years. And even though it had a plastic sheet on it, somehow it got filthy. Filthy. My heart breaks.” Even worse, the windows were open, and the car was infested with mice. It needs a thorough recommissioning: brakes, gas tank, fuel lines, fuel injection unit, fuel injector, fuel pump—and those are just the major areas, says Tom. He’s still in the process of figuring out how much the car needs, but if everything needs to be replaced, the work could cost as much as $40,000 usd/ $58,000 cad. Oh, and he’ll need a new set of tires—the car was parked on its original set from 1986.

“Just because a car has low miles doesn’t mean it was well cared for,” says Cotter. “Cars go bad when they sit.” A perfect storage environment and a sedentary life don’t guarantee stasis, either: “There are things that happen inside the systems of a car that break down, like the rubber in a brake system or the rubber in our fuel system. It doesn’t matter if the car is hot or cold or clean or dirty, those things are going to break down.” One interesting system that is especially prone to degrading when a car sits is the exhaust, he says. “For every gallon (3.785 liters) of fuel that’s burned in a car, a gallon of water comes out the tailpipe. It’s just part of the combustion process. And so if you run the car and then turn it off and park it for 20 years, you’ve got at least a gallon of water (3.785 liters) sitting in the exhaust system—most of it, in the muffler. Unless it’s made of stainless steel or something, it’s going to just rot right out. There’s really nothing you can do about that.”

The fluids and the metals in a car are often conspiring against each other. “One of the biggest challenges you have managing large collections—and with cars that sit, too—is coolant system corrosion,” says Scott George, curator of collections at the Revs Institute in Naples, Florida, who knows a thing or two about keeping old cars in peak health. “You’ve got brass, copper, aluminum, iron, steel, all coming in contact with water, and it can create a battery of sorts. It can almost create its own internal energy, which can attack certain metals that are most vulnerable,” like the vanes in a water pump, which are often made of a different metal than the pump itself. Using antifreeze doesn’t eliminate the problem: Those systems can corrode, too, damaging hose connections and water chambers in cylinder heads. “Corrosion in radiators, and things that attack solder and solder seams, are also a big challenge for anybody with large collections.”

Triumph TR5T gas tank paint — *Kyle Smith*

Proper storage requires understanding of the car’s construction, because certain materials require special attention and/or precautions. Wool and horsehair, materials that are especially common in the upholstery of cars built before World War II, can attract cloth moths and carpet beetles. Cuong Nguyen, a senior conservator at The Henry Ford, who is heavily involved in the care of the museum’s 300-car collection, suggests vacuuming such cars each season. He also warns that some more modern wiring harnesses are made with soy-based materials that, while eco-friendly, attract mice. Sticky traps, he says, especially those without pheromones, can be good preventive measures for furry pests.

Understanding how a car is built also helps set expectations for how it ages, even in the best conditions. For instance, different sorts of paints wear differently: Lacquer-based paint, used on most cars built before the late 1980s or early ‘90s, doesn’t hold up as well as the more modern, urethane-based version. Another notoriously finicky modern material covers the soft-touch buttons found in some Italian exotics from the 1990s or early 2000s. The black material gets sticky over time.

Best-Case Storage Scenario

Cotter, who owns a storage facility called Auto Barn in North Carolina, encourages enthusiasts to store their vehicles thoughtfully because they’re protecting their financial investment. “It might take you a half-day to get a car ready to lock up, but put a little bit of effort into it. You are maintaining your investment. It’s a mechanical portfolio. A car that’s parked haphazardly will more than likely go down in value.”

The best place to store a car—with any odometer reading—is in a clean, dry place with temperature and humidity control. To avoid flat spots on the tires, which can develop within a year, the car should be elevated, just slightly, on jack stands (as mentioned above, a trick used by museums) or lowered onto a set of tire cradles. If the fuel isn’t drained, it should be ethanol-free; the regular stuff turns into a gummy, gooey mess when it sits. If the fuel in the tank does contain ethanol, it should be supplemented with a fuel stabilizer. If the car was driven regularly before storage, the carpets in the driver’s side footwell should either be completely dry or propped up, away from the floorboards. Cotter explains why: moisture from the driver’s shoes may get onto and under the carpets, and it may mold the carpets or, worse, become trapped between the rubber backing and the sheet metal underneath, which may begin to rust.

Some sort of rodent protection, even a Bounce sheet, should be taken. (This nifty device, called Mouse Blocker, uses sonic pulses to keep the critters at bay.) One moisture-absorbing trick that Cotter recommends is cheap, and readily found at your local hardware store: charcoal, which absorbs moisture and odors. Ideally, the paint should be waxed and the car put under a cover. Feeling fancy? Look into a Car Capsule, the “bubbles” that the Detroit Historical Society uses to store its cars.

detroit historical society storage bubble car capsule — *YouTube / Hagerty*

While in Storage

Of course, not all low-mile cars are barn finds like Tom’s Porsche. Many of them present amazingly well. Scott George weighs in. There’s an excitement, he says, about buying a car that appears locked in time and cosmetically perfect—free of nicks, scrapes, bumps, wrinkles. But some people, he says, may not think about what they’re getting into at a mechanical level: “Every time I see a later-model car sell with low mileage, what often goes through my mind is ‘cha-ching, cha-ching, cha-ching.’” He’s seen what can happen when cars sit for 25 or 30 years: “Everything functioning part of the automobile, maybe except for a total engine rebuild, has to be redone.”

Not all buyers may want to drive their pristine, low-mile prize, he admits—some may simply want to be the next owner, to park the car in their climate-controlled showroom as a trophy. There is nothing wrong with that, of course, but down the road, it may be a very costly one—if not for them, for the next person who buys it and wants to drive it. “Cars are operating machines,” George says. “They like to drive.”

At the very least, a car should be started once in a while, and run for more than 5 or 10 minutes—half an hour or so, at least, so that the engine and oil can come up to temperature and cooling fluids can fully circulate. Starting a car and quickly turning it off, says Cotter, “does more damage than if you just leave it alone because the cylinders are dry—there’s not enough oil in the system.”

Acids and moisture can build up, warns George, if a car doesn’t run long enough, “and exhaust systems can corrode from the inside out, and so forth.” He practices what he preaches: The Revs Institute has an unusually high commitment to keeping most of its 120-something collection running, and that means driving the cars—on a circuit loop, for the road cars, or on track, for the race cars, whether that’s at a historic racing event or during a test day where Revs rents out a facility.

Where a car is stored may make the most difference in preserving its condition, but how it is maintained during that period is a close second. “I have witnessed actually cars that 25 or 30 years old that literally sat,” says George, “and I’ve seen it firsthand: every functioning part of the automobile, maybe except for a total engine rebuild, has to be redone. The fuel systems, the fuel injectors, all of that stuff.” Maintaining a low-mile car in driving condition requires a balance of commitment and restraint: “There are some people that have just had these wonderful low-mileage cars,” says George, “and they have done annual maintenance and they have cared for the mechanical systems. They’ve just been cautious about how many mile miles they’ve put on.”

In short, the best way to keep a car in driving condition is to, well, drive it.

Barn Find Hunter Episode 172 Porsche 930 911 Turbo covered in dust in barn

“Just because a car has low miles doesn’t mean it was well cared for,” says Cotter. “Cars go bad when they sit.” A perfect storage environment and a sedentary life don’t guarantee stasis, either: “There are things that happen inside the systems of a car that break down, like the rubber in a brake system or the rubber in our fuel system. It doesn’t matter if the car is hot or cold or clean or dirty, those things are going to break down.” One interesting system that is especially prone to degrading when a car sits is the exhaust, he says. “For every gallon of fuel that’s burned in a car, a gallon of water comes out the tailpipe. It’s just part of the combustion process. And so if you run the car and then turn it off and park it for 20 years, you’ve got at least a gallon of water sitting in the exhaust system—most of it, in the muffler. Unless it’s made of stainless steel or something, it’s going to just rot right out. There’s really nothing you can do about that.”

Best-Case Storage Scenario

While in Storage

Of course, not all low-mile cars are barn finds like Tom’s Porsche. Many of them present amazingly well. Scott George weighs in. There’s an excitement, he says, about buying a car that appears locked in time and cosmetically perfect—free of nicks, scrapes, bumps, wrinkles. But some people, he says, may not think about what they’re getting into at a mechanical level: “Every time I see a later-model car sell with low mileage, what often goes through my mind is ‘cha-ching, cha-ching, cha-ching.’” He’s seen what can happen when cars sit for 25 or 30 years: “Everything functioning part of the automobile, maybe except for a total engine rebuild, has to be redone.”

Acids and moisture can build up, warns George, if a car doesn’t run long enough, “and exhaust systems can corrode from the inside out, and so forth.” He practices what he preaches: The Revs Institute has an unusually high commitment to keeping most of its 120-something collection running, and that means driving the cars—on a 40-, 50-, or 60-mile (approx. 64-, 70-, 97 kilometer) loop, for the road cars, or on track, for the race cars, whether that’s at a historic racing event or during a test day where Revs rents out a facility.

In short, the best way to keep a car in driving condition is to, well, drive it. For the Silo, Grace Houghton.

Transportation

When Buick And Oldsmobile Promoted Cars With Space Themed Musicals

November 25, 2024 The Silo Leave a comment

General Motors’ affinity for using entertainment to promote its products reached a fever pitch in 1955, as an estimated two million people attended Motorama in New York City, Boston, Miami, San Francisco, and Los Angeles. It was followed that same year by Powerama in Chicago, a show that highlighted GM’s non-automotive businesses and featured a musical dubbed “More Power to You.” It included French acrobats atop a 70-foot crane, 35-ton bulldozers dancing the mambo, and a battle of strength between a top-hatted elephant and a bulldozer in which the pachyderm is sent packing. The show ran for 26 days and attracted two million visitors.

But that wasn’t the end of it, as GM produced musicals—yes musicals—to help move the metal. The result would be Buick’s Spacerama (so many -ramas) and Oldsmobile’s The Merry Oh-h-h.

Oldsmobile in 1955

1955 Oldsmobile black white — *Flickr/Chad Horwedel*

Having reached record sales of 583,179 units for the 1955 model year, Oldsmobile hoped to continue the sales boom for 1956, even though its lineup was mostly carryover. The biggest news was the Jetaway Hydra-matic automatic transmission, which was redesigned for the first time since its introduction in 1940. For the first time, it offered a Park position, like modern automatics, and featured two fluid couplings to enhance shifts between its four gears. The Jetaway was standard on the 98 and Super 88.

J.F. Wolfram, Oldsmobile general manager, confidently predicted Oldsmobile would sell 750,000 cars for the 1956 model year as Oldsmobile employment reached a record high of 19,170 employees.

To stoke enthusiasm, the company created a musical dubbed “The Merry Oh-h-h”, which debuted in New York City at the Ziegfeld Theatre. The show starred Chita Rivera, who had appeared in “Call Me Madam” and “Can Can.” Here she plays Miss Jetaway Drive alongside singer Mildred Hughes and Billy Skipper, who danced in “Annie Get Your Gun.” Other notable names include Joe Flynn, Frank Gorshin, Charles Cooper and Bern Hoffman. It was directed by Max Hodge, who would go on to work on the TV shows “Mission: Impossible” and “Mannix.”

The musical, which at the time cost GM $150,000 usd / $210,000 cad to produce, espoused the glories of power steering, automatic transmissions and Rocket V8 engines. Songs included “Tops in Transmission,” “Advancing on Lansing” and “The Car is the Star.”

After its New York debut, the musical and its 34-member cast went on tour to San Francisco, Fort Worth and Chicago before arriving in Lansing, Michigan, Oldsmobile’s hometown, which included an appearance by pop star Patti Page.

But the show generated unintentional notoriety when its piano player, Robert Orpin, was found dead in his room at the Hilton Hotel in Fort Worth. Orpin, who hailed from Forest Hills, Long Island, was found in a filled bathtub with the hot water running. He was discovered by a maid who heard the running water running. His death was later ruled accidental.

“The Merry Oh-h-h” would play to 30,000 Oldsmobile employees and their families nationwide. But it did little for Oldsmobile sales, as demand fell to 485,492 units for the model year.

Buick heads for Spacerama

No doubt using a stage show to promote new models was hardly an isolated idea at GM in 1955. In fact, Buick arrived at the idea before Oldsmobile, thanks to their ad agency at the time, the Kudner Agency and its vice president, Myron Kirk.

Kirk had attended GM’s 1954 Motorama during its nine-day stand in Boston, where he ran into Ivan Wiles, vice president and general manager of Buick, and Al Belfie, Buick’s general sales manager. While watching the theatrics, Kirk told the executives of the impressive dancing he had seen in the then-new movie, “Seven Brides for Seven Brothers.” Kirk arranged a private viewing of the film for them, and afterwards, Kirk received approval to bring in the movie’s choreographer, Michael Kidd, to produce a show to promote the 1956 Buick lineup.

He tapped Alan Lipscott and Robert Fisher to write the show. The duo was well-known for writing scripts for such TV shows as “Make Room For Daddy,” “The Donna Reed Show” and “Bachelor Father” along with many others. The plot concerned mankind’s search for the obtaining transportation from the Stone Age to the current day, where a trip to Mars reveals a depressed population. They overcome their depression when they are brought to earth to see the 1956 Buick lineup. The show starred Mark Dawson and comedian Jack E. Leonard.

For the music, Kirk’s agency chose Bernie Wayne, who is best known for such songs as “Blue Velvet,” “The Magic Touch,” the Miss America theme, and the commercial jingle “Chock Full O’Nuts Is the Heavenly Coffee.” For Buick’s musical, Wayne composed such songs as “Just Like Coming Home Again,” “Switch the Pitch,” and ‘The Peak of Civilization.”

The show started in Flint, Michigan before heading to Los Angeles, Houston, Chicago, Atlanta, Detroit, and wrapping up in New York City. In all, 50,000 Buick dealers, employees and their families saw the show.

Still, you have to wonder why GM went to so much trouble. “We have about 12,000 dealers and their salesmen,” a Buick spokesman told the Detroit Free Press in September 1955. “Many of them will sell as much as $150,000 usd of our products next year. You surely can afford to spend $100 or more to entertain them.”

Of course, GM could afford such largesse; they were on their way to their first billion-dollar annual profit. Now that’s a lot of spacebucks. For the Silo, Larry Printz/ Hagerty. Featured image- GM’s Spacerama 2 promo.

Transportation

8 Cars That Deserved Better Engines

September 28, 2024 The Silo Leave a comment

What vehicle never got the engine it deserved? That’s the question posed to our friends at Hagerty Auto Insurance. Their love of cars goes back decades, or centuries and they’ve all been wondering how much better certain cars would be if they had a different engine …

… Or a better engine, something that truly spoke to the rest of the car. Let’s see what alternate car realities they would have created.

A Standard V-8 for Every Cadillac

engine cadillac VVT — Lies! All lies! *Cadillac*

For me, it’s the fact that all Cadillac cars (cars—Escalade excluded) from the last 20 or so years lack a standard V-8 engine. GM has an excellent LS motor, and a baby Caddy with a modest 4.8-liter small-block would give buyers more reason to avoid a thirsty BMW for a slightly more thirsty Caddy.

As the Caddy becomes larger, the V-8 engine follows suit (5.3-liter CTS, 6.2-liter CT-6, etc.) with increased displacement, and forced induction for the V-series examples. The inherent torque and simplicity of a pushrod V-8 complements the minimalist architecture of GM’s new EV powertrains, and exclusively pairing those two in a luxury car brand will make Cadillac more appealing than any of its competition. — Sajeev Mehta

As under-the-radar-good (and as mod-friendly) as the ATS-V’s LF4 V-6 is, I agree. After having spent over ten thousand miles with the smaller of the Alpha-chassis Caddys, the ATS should have gotten the 455-horse LT1 from the Camaro, and the ATS-V should have gotten the LT4. — Eddy Eckart

V-8 Bronco Raptor/ Ford GT

2024 Ford Bronco Raptor climb front three quarter — *Ford*

Ford Bronco Raptor. Lack of a V-8 is … yeaaaaah. For the record, I am fully aware that you can’t easily fit that V-8 into Ford’s T-6 frame. Actually, here’s the same opinion again: This also applies to the most recent Ford GT. — Matt Tuccillo

For sure, the Ford GT shoulda had a V-8. — Larry Webster

I think I’ll also jump on the Ford GT bandwagon, as I don’t care for the reasoning of why it got the EcoBoost V-6. That car deserved a V-8 based on heritage alone. – Greg Ingold

That buttress really flies *Sajeev Mehta*

Yes, please! Kill the flying buttress, make room for a 900+ horsepower Coyote with a twin-screw supercharger. — Sajeev Mehta

V-8 Prowler

1997 Plymouth prowler rear three-quarter — *FCA*

The Plymouth Prowler comes to mind. Chrysler Corporation came up with a car that was a modern nod to the classic hot rod but forgot the one factor that people want from a hot rod: A V-8 engine. You have to actively try to miss that detail. I don’t think anyone would’ve minded seeing a 318 Magnum out of a Ram pickup in the Prowler, as long as it came with eight cylinders. — Greg Ingold

Honda Motors in a Modern Lotus

Lotus Evora GT40 front three quarter — *Lotus*

Any modern-day Lotus fits in this category. They make do with Toyota engines but the chassis deserves the character of a Honda motor. — Larry Webster

Having a Lotus with a K-Series would be excellent! Totally agree with that take. — Greg Ingold

A Straight-Six SLK

Let’s not overlook the original Mercedes SLK. This folding-roof roadster needed Mercedes’ juicy and punchy 2.8-liter straight six. That supercharged four-cylinder engine was disappointing, and the manual gearbox was even worse. — Larry Webster

SHO-inental, If Only

1989 continental signature series engine — *Sajeev Mehta*

I only thought of this car/engine combo since I yanked my 1989 Continental Signature Series out of storage. Turns out it needed new rubber, and tires from a 1989 Ford Taurus SHO are a smidge wider on the same-sized wheel. Getting a set of those and slapping a set of 1/4-inch spacers on the rear gave it a stance that I can’t stop looking at. And now, curiously, it’s getting a lot more compliments. Even the manager of a local burger joint stopped me from giving my order so he could compliment me on it.

He thought it was a Town Car, but that’s not the point. These moments get this Lincoln-restomodding fool thinking about one thing: Ford needed an automatic transmission ready for the Taurus SHO sooner, and should have slapped it all into the 1989 Continental. Such a tragedy! — Sajeev Mehta

Citroën DS

The Citroën DS was so unconventional and interesting that it’s easy to forget there was only ever an old-fashioned, underwhelming OHV four under the hood. The later SM got a Maserati V-6, but the DS was never so lucky. — Andrew Newton

The Sky Shoulda Been the Limit

2007 Saturn Sky Red Line front three-quarter — GM

GM flogged its Ecotec four-banger, and I know they made crazy power for drag racing. But I thought the Pontiac Solstice and Saturn Sky deserved a more refined motor. — Larry Webster

They needed an LS, maybe just a small-displacement 4.8-liter, to keep Chevrolet appeased with their Corvette’s dominance. But I am sure that was discussed in some conference room at GM, and it was quickly shot down. — Sajeev Mehta

Featured image- Ford GT with Ecoboost 6 cylinder engine.

Transportation

Supercars Can Be Financed

August 13, 2024 The Silo Leave a comment

Take this 2005 Porsche Carrera GT for example:

Lot 214 |Monterey Jet Center 2024 Thursday, 15 August 2024

2005 Porsche Carrera GT Lot 214 Estimate: $1,100,000 – $1,300,000 USD/ $1,509,000 CAD- $1,704,000 CAD
Illustrative Hammer: $1,100,000 USD/ $1,509,000 CAD
Illustrative Purchase Price*: $1,215,000 USD/ $1,667,000 CAD
Down Payment: $500,000 USD/ $686,100 CAD
Amount Financed: $715,000 USD/ $981,000 CAD
Monthly Payments**: $7,299 USD/ $10,015 CAD

Highlights of this supercar include:

A desirable single-owner example offered with less than 23,643 documented miles at the time of cataloging
One of just 477 produced for the U.S. market in 2005
Finished in classic Communication Colors of GT Silver exterior over Ascot Brown leather interior
Unmodified and offered with four pieces of its factory luggage set and other delivery accessories
Features servicing and maintenance by a single authorized Porsche dealer
One of the most collectible Porsche models ever produced

Chassis No. WP0CA29875L001120

Porsche seldom exits a motorsports arena without a taste of triumph. Yet, in 1991, an exception proved the rule as Porsche ventured into Formula One, supplying engines to the Footwork-Arrows team with their newly developed 3.5-liter naturally aspirated V12. This engine, essentially a combination of two TAG-Turbo V6s from Porsche’s McLaren days proved cumbersome and prone to reliability issues. Midway through the season, Footwork-Arrows terminated their contract with Porsche due to these setbacks.

Undeterred, Porsche embarked on a solitary path of refinement over the subsequent three years, nurturing the engine’s potential through advancements in technology and engineering. Eventually, they succeeded in transforming it into a robust and potent V12 powerplant. This worthwhile endeavor of internal engineering spurred Porsche to further explore Formula One’s evolving regulations, resulting in the development of a 3.5-liter V10 engine—purely as an educational pursuit. Later iterations saw this V10 engine grow to 5.5-liters and find application in Porsche’s LMP2000 sports racing prototype, codenamed Typ 9R3 and conceived for the prestigious 24 Hours of Le Mans. Despite its initial promise, the LMP2000 project met an untimely demise, leaving the formidable V10 engine temporarily abandoned until a pivotal turn of events.

Porsche’s engineers were fervently engaged in another ambitious project—the Carrera GT prototype, internally referred to as SCM (Super Car Millennium).

Housed in Huntington Beach, California, a select team of designers undertook the task of bringing SCM to life. In a nod to its showpiece stature, the decision was made to equip this extraordinary prototype with the same 5.5-liter V10 engine originally developed for the 9R3 project. So fantastic was the reaction to the prototype driven along the Champs-Élysées to the 2000 Paris Motor Show that the approval of a production version was a foregone conclusion.

Commencing in 2003, the Carrera GT swiftly became the quintessential analog supercar of its era. Embracing a back-to-basics philosophy, in stark contrast to its technologically intricate predecessor, the 959, the Carrera GT boasted a raw engineering ethos. Its naturally aspirated 5.7-liter V10, renowned for its rapid revving capability, paired seamlessly with a six-speed manual transmission nestled within a carbon fiber monocoque chassis. Eschewing electronic driving aids, the Carrera GT epitomized a driver-centric experience, delivering unrivaled auditory and performance thrills akin to those found on the racetrack. Produced for a short two years, just 644 Carrera GTs were sold through U.S. Porsche dealerships

This 2005 Carrera GT was constructed in the final year of production and was delivered new to Howard Cooper Porsche of Ann Arbor, Michigan with a purchase date noted in the service book as 22 December 2004 with 15 delivery miles/ 24 kms. Selected with XT Bucket Seats and finished in the Carrera GT’s official Communication Color of GT Silver Metallic over an Ascot Brown leather interior, this fantastic single-owner example features a clean CARFAX and, at time of cataloging, less than 24,000 miles/ 38,624 kms. GT Silver was a long-held bespoke color for the Carrera GT and certainly one of the most popular, echoing those giant-killing RS Spyders of the late 1950s and ’60s.

According to its CARFAX and ownership records, this Carrera GT features servicing while under single ownership by the consignor at Howard Cooper Porsche, later known as Germain Porsche and now Porsche Ann Arbor. One of the many benefits of a single-owner super sports car such as this is the familiarity between the official Porsche dealer and owner and the expected elevated level of trust between the two. Twenty visits to the selling dealer over the 19 years have ensured that this Carrera GT has remained in regular hands during those service visits, remaining at the ready for those special Michigan days that offer the most to both car and driver. Partial service records on file show a Major Maintenance in 2009 with a new windshield at 10,739 miles and two recorded maintenance visits in 2015 and 2017, the latter being a two-year service visit. Furthermore, it should be noted that all services have been conducted at the original selling dealer, Porsche Ann Arbor.

Offered with service records on file dating from 2007 to 2020, this single-owner Carrera GT is accompanied by an impressive number of delivery items including its original window sticker, owner’s manuals, hard top panel bags, centerlock socket, tools, and factory fitted indoor car cover. Furthermore, all Carrera GTs were delivered with a set of factory fitted luggage by Ruspa of Italy, color-coordinated to the selected interior color of the car. Over the years many of these sets have become disassociated with their cars, yet this Carrera GT retains a nearly complete set in Ascot Brown—an additional, and welcome benefit.

Created by specialist teams with a narrow focus and cloaked in secrecy, with little interference from the corner offices, the Porsche Carrera GT is an exquisite example of race-honed engineering brought to life on the road. Never before offered for sale, this single-owner Carrera GT, number 455, should make an enjoyable addition to those in search of the finest motorsport-derived super sports car of the 2000s. Just as Porsche intended. For the Silo, Jakob Greisen.

Internet bidding is not available for this lot. Please contact [email protected] for more information.

Transportation

These Fun, Affordable 21st-Century Cars Aren’t Classics…Yet

May 27, 2024 The Silo 1 Comment

Every so often, I engage in a particularly futile and depressing ritual—I shop for cars that I’ve foolishly let go. They’re cars that could have been feasible 10 years ago, but not today. I’ve been priced out of the market for virtually all of them. And while the market might be settling down at the moment, there are few signs of an out-and-out retreat to pre-pandemic pricing. Among cars from the 1970s through the early 1990s, there are precious few bargains. But go a little bit newer, where there’s even some depreciation yet to be done, and the picture gets more enticing. I’m talking cars from the 2000s to 2010s that are getting older, but still aren’t considered any kind of “classic” or “collectible” yet. Here are some highlights.

Fiat 500 Abarth

The 500 Abarth is the closest thing to a real hot hatch that Fiat has ever offered in the U.S., a market that is sadly short on real hot hatches. There were more interesting varieties of the Punto and Ritmo, but those were Euro-only cars that frankly weren’t very good compared to competition from Renault, Peugeot, VW, and Ford. As for the 500 Abarth, although it first arrived here in the early 2010s, the 160-hp pocket rocket feels more like a 1990s hot hatch. It’s crude, the ride is choppy, and a 10 year-old Fiat probably wears more like a 20 year-old VW. But it’s loud, analog-feeling, and fun. Most importantly, it’s cheap. Around $8000usd to $10,000usd/ $11,000cad to $13,700cad buys one with under 50,000 miles/ 80,467kms. That’s tons of fun per us or canadian dollar in a package that offers an old school driving experience in something that’s new enough to have most contemporary features and conveniences.

MazdaSpeed3

Back in the days of the Zoom Zoom tagline, Mazda fielded the incredibly entertaining MazdaSpeed3. Offered from 2007-13, it’s a four-door hatch with 263 hp and 280 lb. ft. of torque. It’s exactly the kind of car enthusiasts and auto journalists beg manufacturers for, but rarely head to a dealership and actually buy. Everyone who tested a Speed3 back in the day found the car fun, especially those of us who were entertained by the torque-steer. Car and Driver wasn’t, comparing driving the car to a game of tug-of-war. But, affordability and perfection don’t often go hand-in-hand, so for $10,000usd to $12,000usd/ $13,700cad tp $16,400cad at current prices you could do far worse than the powerful and practical Speed3.

C5 Corvette

If hot hatches aren’t your jam, there’s always the bargain Corvette of the moment, the 1997-2004 C5. While some variants, most notably the Z06, sailed beyond true affordability in the last several years, a base manual C5 with somewhere between 75,000 and 100,000 miles/ 120,000km and 160,934km can still be had in the $13,000usd to $15,000usd range/ $17,760cad – $20,490cad. That’s a huge bargain for what was an utterly clean sheet design, one of the few in Corvette history, and more performance than almost anything in this price point. Interiors are standard 2000s GM, but livable. And the styling, over a quarter-century after it was introduced, is aging quite nicely.

2003-08 BMW Z4

The 2003-08 Z4 is a bit like the C5 Corvette in that it wasn’t universally loved when new, but is aging well. Available in 2.5- and 3.0-liter six-cylinder forms, the Z4 was larger and more practical than its predecessor, the Z3. Its odd surface detailing and Kamm-tail also look better now than they did 20 years ago. The Z4’s list of maladies is well-known at this point—the VANOS variable valve-timing system can give trouble (it’s often the solenoids), as can the cooling system. These are pricy repairs, but with nice cars available in the $9000usd to $12,000usd/ $12,300cad to $16,400cad range, if you budget $2000usd-$3000usd/ $2,730cad-$4,100cad to sort things out, these can still be a compelling deal in semi-modern convertible German sports car.

2012 Mercedes-Benz SLS AMG CoupePalm Coast, Florida

2005-2014 Ford Mustang

2005 mustang convertible skyline beach — *Ford Motor Company*

You could argue that the 2005 Mustang was the first one to really look like a Mustang since maybe 1973. The brilliant Sid Ramnarace-designed S197 Mustang managed to look the part without being foolishly retro, a hard balance to achieve. Special editions, and certainly the Shelby versions of the S197 are not cheap, but a lightly optioned V-8 coupe or convertible is still one of the best cheap V-8 pony cars out there. Being a Mustang, there are always plenty on the market to choose from at any given time, and a decent manual transmission car can be had in the $12,000usd to $14,000usd/ $16,300cad to $19,130cad range. For the Silo, Rob Sass/Hagerty.

Featured image: Mazda/Guy Spangenberg

Transportation

This 1980s Tech Can Keep Gas Powered Cars Relevant In EV Age

May 17, 2024 The Silo 1 Comment

Read enough automotive-related articles on the internet and you will be convinced the internal-combustion engine is being hunted with a fervor typically reserved for villains in Jason Statham movies.

Okay, that conclusion may be extreme—but it holds some truth. Regulations regarding emissions and engine efficiency grow stricter with each passing year and manufacturers are faced with an impossible task: Take a centuries-old design and make it endlessly better—faster, cleaner, stronger, ad infinitum. At some point, progress will plateau, and the cost of ICE experimentation will simply outweigh the incremental gains in efficiency and power. The good news? The internal-combustion engine might have one more trick up its cylinder sleeve.

Fuel, air, and spark—the three things an engine needs to run. Air is one ingredient that it makes sense to leave alone. Fuel type is essentially decided by contemporary infrastructure. (Synthetic fuels are in the works, but we’re thinking of large-scale changes in the ICE design that would extend far beyond the top echelons of motorsport to the everyman (and woman) on the street.) That leaves spark as the low-hanging fruit in this equation. If a different type of ignition could more completely burn the fuel and air mixture, it would not only reduce emissions but also increase efficiency.

Enter plasma ignition.

This is what plasma looks like compared to the sharp spark of a traditional ignition system. Transient Plasma Systems, Inc

Traditional spark ignition is very simple.

A coil transforms the 12 volts from the car’s charging system into thousands of volts that discharge quickly to jump between the electrode and the ground strap of a spark plug. This forms a sharp but small zap that lights off the chemical chain-reaction that expands the air and fuel mixture to push the piston down and thus rotate the crankshaft. In order for the fuel-and-air mixture to be lit by this type of ignition system, it needs to be fairly close to a stoichiometric mixture; right around 14.7 to 1. That ratio—14.7 grams of air to one gram of fuel—puts a ceiling on efficiency. But here’s where things get interesting.

If we were able to lean out the mixture by adding air but still getting the same in-chamber expansion, and the corresponding force exerted on the piston, efficiency would increase dramatically. A lean mixture is much harder to ignite, though. So hard that you’d need transient plasma to make it happen in any reliable fashion. Technically, the spark on a standard spark plug does create plasma when it ionizes the gasses between the electrode and ground strap; transient plasma takes that small arc and dials it up to 11. If a spark plug is a zap in the chamber, plasma ignition is a TIG welder mounted in a cylinder head.

difference between spark ignition and plasma — Ionfire Ignition

This much more violent mode of ignition can regularly and predictably ignite extremely lean air/fuel mixtures. One of transient plasma’s most obvious advantages, besides a higher-efficiency combustion cycle, is that relatively low amounts of energy are used to perform a lot of electronic “work.” (The difference between energy and power, for those of you who enjoy recalling high school chemistry class.) The spark itself is not lighting a fire to burn the fuel; rather, a rapid-fire sequence of low-range electronic pulses generates a highly potent electric arc, which then breaks the bonds holding the oxygen molecules together and allows the electrons to shoot out, essentially attacking the hydrocarbons (fuel) and creating combustion. This means we are not waiting on a flame to consume the fuel and, in the amount of time between combustion and exhaust strokes, we get a more complete burn.

The most fascinating part? This technology is not new.

We traced the basic concept to patents from the 1980s, but technology has obviously come a long way since then. Outfits like Transient Plasma Systems, Inc. and Ionfire Ignition are reviving the concept and the reintroduction is timed quite nicely. (If you’ll forgive the pun.) TPS ignition systems have been tested and show a 20 percent increase in efficiency while also decreasing harmful emissions like NOx by 50 percent. Numbers like that aren’t a silver bullet in the ICE gun, but plasma ignition could keep our beloved internal combustion engines on the road longer than we’d expected. TPS claims it is working with manufacturers to integrate its ignition tech into production engines, but we are still a few years away from seeing the fruit of that collaboration.

The internal-combustion engine has undergone constant evolution for centuries, and at this point we’re extracting incremental gains. Plasma ignition could be one of the last significant improvements to be found in the ICE story. Here’s hoping that this ’80s tech, refined for the 21st century’s needs, makes its way onto the streets. For the Silo, Kyle Smith /Hagerty.

The Japanese Royal Family Needed a Ride of Their Own

Toyota’s Century Begins

The Yakuza Turns State Cars Into Mafia Cars

The Odometer Doesn’t Tell the Whole Story

Best-Case Storage Scenario

While in Storage

In short, the best way to keep a car in driving condition is to, well, drive it.

Best-Case Storage Scenario

While in Storage

Oldsmobile in 1955

Buick heads for Spacerama

A Standard V-8 for Every Cadillac

V-8 Bronco Raptor/ Ford GT

V-8 Prowler

Honda Motors in a Modern Lotus

A Straight-Six SLK

SHO-inental, If Only

Citroën DS

The Sky Shoulda Been the Limit

Take this 2005 Porsche Carrera GT for example:

Highlights of this supercar include:

Chassis No. WP0CA29875L001120

Porsche’s engineers were fervently engaged in another ambitious project—the Carrera GT prototype, internally referred to as SCM (Super Car Millennium).

Fiat 500 Abarth

MazdaSpeed3

C5 Corvette

2003-08 BMW Z4

2005-2014 Ford Mustang

Read enough automotive-related articles on the internet and you will be convinced the internal-combustion engine is being hunted with a fervor typically reserved for villains in Jason Statham movies.

Enter plasma ignition.

Traditional spark ignition is very simple.

The most fascinating part? This technology is not new.

Canada's 'biggest little blogspace'