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I’m fortunate to live close to Phoenix Raceway and each year I have two chances to fulfill my jonesing of watching a NASCAR race up close from the grandstands. My love of NASCAR, plus the convenience of nearby racetrack, has granted me the opportunity to spend a lot of time at Phoenix Raceway. Though it will always be Phoenix International Raceway to me, and no amount of remodeling or name updates can take that away. I have similar sentiments for Chase Field, it will always be the BOB (Bank One Ballpark) despite more than a decade of a new moniker.

But that is neither here, nor there. I’ve been in The Valley of the Sun since 2005 and in the ensuing 17-years I’ve spent a lot of time at Phoenix Raceway as a fan or reporter. Heck, I even got to ride in a NASCAR racecar around the track.

This past Sunday was my first opportunity to cover a NASCAR Cup Series playoff race, or see one in person for that matter, and a day at the track is good for the spirit when the Arizona Cardinal continue to disappoint, and my beloved Nevada Wolf Pack isn’t particularly competitive.

The garage and paddock before the race (Photo by David P. Castro)

On Sunday morning I left the house at 8:00 a.m. with a 30-mile drive to Avondale ahead of me. The track is in the Phoenix suburbs, and one must traverse numerous subdivisions to make it to the one-mile oval. I left five-hours before the race started and there was quite a bit of traffic. We NASCAR fans and media like an early arrival on race day.

My early arrival afforded me time to walk the garage and paddock area. Even at the early hour the area was bustling with mechanics preparing Cup Series cars and fans with preferred access were still shaking loose some cobwebs from the night before. Say what you will about NASCAR, but it rewards the fans with incredible behind the scenes access that’s almost unheard of in athletics. If one is inclined there’s a chance to peak behind the curtain and see the motorsports machination with almost unlimited access.

The media center isn’t action packed (Photo by David P. Castro)

After my stroll I set up shop in the media center. We media types are given assigned seating on press row and work in close quarters with other reporters. Not for the claustrophobic but the catering is great, and you get to see Jamie Little or Bob Pockrass working. Contrary to popular belief motorsports reporters largely cover a race by watching it on TV at the track. In many ways it’s like watching a race at home, except the background noise is awesome and you can’t imbibe.

I don’t watch a lot of the race outside of the media center, except the first few laps to get the blood going from the overwhelming noise of 40 stock cars in unison. I do this without ear plugs, and this explains my hearing issues, but alas I’m good with some minor auditory damage from a sport I love.

After watching the first few laps near the pits I headed back to the media center and settled in for a cool afternoon of racing for the Cup Series Championship. My NASCAR reporter techniques involve taking a lot of notes that a reader would find incoherent and not very legible. I also follow the race stats online with the race on TV. This involves multitasking, statistical overload and a general overwhelming feeling I enjoy.

A dejected Chase Elliott after Sunday’s race (Photo by David P. Castro)

After a couple of hours watching the race, I stepped outside to get some fresh air. This break was short lived as Chase Elliott spun out on Lap 205. The incident was 30-yards from where I was standing but all I could see was tire smoke. I had no idea what happened until I looked up at the jumbotron.

I can not take responsibility for Chase’s incident that forced him a lap down and effectively eliminated him from a championship with 107-laps left, but I feel guilty knowing that his fortunes dropped after I interviewed him in August. Since that magical morning he’s had an average finish of 17.5 and hasn’t won a NASCAR Cup Series championship since our paths crossed. I’m sorry, dude, but I don’t think we should chat again. It’s for the best.

Feeling that I cursed a championship contender, I headed back to the media center and got back to work. With about 10-laps left in the race it was readily apparent that Joey Logano was going to win his second Cup Series title and I headed to the pits to witness it. I’m neither a Logano fan nor hater, I’m fairly indifferent to him, but I wanted to see a little bit of history. How often do you get to see championship clinching moment and celebration?

A wild scene in the pits (Photo by David P. Castro)

Everyone seemed to have similar thoughts and it was jammed in the pits as the laps wound down. Chastain wasn’t going to catch Logano, and the race results were almost etched in stone. The final laps were quick and drama free. No miraculous comeback was coming. Logano started on the pole, led a race-high 187 laps, and dominated the weekend. It was a well deserved second championship and I am happy for the guy. The finish was inevitable and Logano’s team celebrated while he spun donuts. The scene was chaotic for fans of the 22 and it was dope to be a part of it.

Ross Chastain rehashing his Sunday (Photo by David P. Castro)

I headed back to the media center and the press conferences began with the three drivers that came up short on Sunday and didn’t beat Logano for the championship. Elliott, Christopher Bell, and Ross Chastain answered numerous questions with dignity, but you could tell that they didn’t want to discuss their respective Sundays at Phoenix Raceway. Would you want rehash a bad day at work with questions from a bunch of strangers?

I was at the press conferences in the media center for an hour or so and then made my way home. Even though the race had been over for almost two-hours there was a lot of traffic to get out of Avondale and back on the highway. I didn’t care about stop-and-go traffic in suburban Phoenix as I listened to a Bill Simmons podcast and took in a day at the track. Ninety-minutes later I was home and a day later I’m still riding high.

The Gilmore Car Museum’s Outdoor Holiday Lights Experience and Christmas Through The Decades have quickly become welcomed parts of families’ holiday traditions.

Hickory Corners, Mich. – Winter Wonderland at the Gilmore Car Museum is back for its second year, with an expanded drive-through and walk-through nighttime holiday lights experience on the museum’s beautiful 90-acre campus, just outside of Kalamazoo. Tickets are on sale now at GilmoreCarMuseum.org

Presented by Hagerty, Winter Wonderland is unlike any other holiday lights show attraction you can imagine. Guests can enjoy a driving tour through the lighted grounds, surrounded by festive music and decorations, then head indoors to meet Santa Claus and explore the Festival of Trees throughout galleries filled with hundreds of classic cars.

Josh Russell, Executive Director of the Gilmore Car Museum, reports that the museum staff has been working with nationally-renowned lighting specialists to create exciting new outdoor lighting installations, which include dynamic programming, motion, animation, and sound. 

In addition to the twinkling lights and delightful decorations, Winter Wonderland offers a variety of memorable experiences for Gilmore guests to enjoy this winter:

  • Gourmet hot chocolate, adult drinks, holiday-themed food & sweets, and holiday gift shopping
  • A giant, one-of-a-kind maze of holiday inflatables
  • A nostalgic 1960s fresh Christmas tree and wreath lot, complete with vintage Shasta camper trailer
  • Dashing Through the Snow family rides through the lights in Ford Model A’s, a Checker Taxi Cab, a ‘63 Cadillac convertible, and several other vintage cars from our collection
  • A stop inside Santa’s Garagethe big man’s hot rod workshop, located inside our 1930s Shell Station
  • Classic cars from the museum’s collection dramatically displayed inside Gilmore Snow Globes 
  • Featured outdoor artwork exhibits from legendary automotive illustrators, including Art FitzpatrickVan Kaufman, and Jeff Norwell

“The Gilmore Car Museum celebrates both cars and history on an exceptionally beautiful 90-acre campus in the Michigan countryside, so it’s truly the perfect place to host a drive-through and walk-through holiday lights experience for our community,” Russell said. 

Upon arriving at the Gilmore Car Museum grounds, guests will be directed to follow winding roadways through the museum’s historic campus to view the thousands of lights within dozens of dazzling themed displays, lighted barns, and vintage-era car dealerships. After your twinkling tour, head inside the museum to explore our Festival of Trees as you make your way through our decorated galleries, take a walk down memory lane through our popular Christmas Through the Decades exhibits, then finish your evening by visiting with Santa and enjoying special holiday treats & beverages. 

“This spectacular Christmas and holiday lights show will bring our Michigan Winter Wonderland to life, and create lasting holiday memories for our guests in the museum, in their family car, or perhaps taking a ride through the lights in one of our classic automobiles,” added Russell.”

Winter Wonderland at the Gilmore Car Museum will run throughout the holiday season, on select nights from Friday, November 25, 2022 through Friday, December 30th, 2022. 

  • Open weekly Thursday through Sunday from 5pm – 9pm ET
  • Vehicle entry gates close one hour before end of night
  • Tickets are now available for purchase at GilmoreCarMuseum.org
  • Tickets are sold per person, and include access to the museum during that same evening: Adults 18+: $20 at door/ $17.50 online in advance, Children ages 5-17: $12 at door/ $9.50 online in advance, Children ages 4 & under: FREE
  • Dashing Through the Snow family rides in vintage cars (up to 4 guests) are FREE with donations highly encouraged, first come first served 

For questions or more information, visit www.GilmoreCarMuseum.org, call (269) 671-5089 or email info@gilmorecarmuseum.org

About Gilmore Car Museum – The world-renowned Gilmore Car Museum – North America’s largest auto museum with more than 400 vehicles on display — is located midway between Chicago and Detroit, just 20 minutes north of Kalamazoo, or 45 minutes south of Grand Rapids. The museum is a 501(c)(3) nonprofit organization, whose mission is to tell the history of America through the automobile. Learn more at GilmoreCarMuseum.org 

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Headlined by the SEMA Show, SEMA Week will evolve the annual event into an “all-city” experience with new concepts, activities and celebrations created specifically for automotive enthusiasts in 2023.

Diamond Bar, Calif. – SEMA (Specialty Equipment Market Association) announced a five-year vision to expand the SEMA Show into an “all-city” experience. Officially called “SEMA Week,” the expansion’s goal is to create the most passionate and exciting automotive event in the world. SEMA Week will kick off in 2023 with new concepts, activities and events introduced over the five-year roll-out period including SEMA Fest, an immersive festival-like celebration.

SEMA Week will be headlined by the SEMA Show, which will remain a trade-only event Monday through Friday. On Friday, the final day of the SEMA Show, a limited number of enthusiasts will be able to attend the SEMA Show through the Friday Experience program, which launched at the 2021 SEMA Show. Beginning on Friday evening of SEMA Week, SEMA will take over the Las Vegas Festival Grounds through Saturday night with an all new SEMA Fest.

“We have been watching the connection between enthusiasts and our industry grow for more than a decade and, as the industry’s trade association, have a responsibility to help facilitate that connection in new and meaningful ways,” said James Lawrence, SEMA Chairman of the Board. “By creating SEMA Week and SEMA Fest, we will be able to maintain the integrity of the trade show that makes it a must-attend event for automotive professionals while introducing a new platform for enthusiasts and the industry to engage with one another.”

For 2023, SEMA Fest will take place at the Las Vegas Festival Grounds and be open to everyone, bringing together automotive enthusiasts with the aftermarket industry in a high-octane and immersive festival-like celebration of car culture. SEMA Fest will feature top music and entertainment, car show and cruise, VIP experiences, craft food, automotive celebrities and motorsports. It will run alongside the popular SEMA Ignited Cruise and SEMA Show after-party which draws thousands of enthusiasts on Friday night.

SEMA Week is also scheduled to include a SEMA Auction, featuring some of the best builds from SEMA and many more amazing vehicles to headline the festivities. SEMA will continue to expand and refine SEMA Week over the next five years, rolling out new events and activities throughout the city of Las Vegas. The evolution of SEMA Week preserves the trade aspects of the industry and business components of the SEMA Show, while enabling enthusiasts from all over to join in the festivities and enjoy car culture-focused events throughout the SEMA Week experience.

Additional details for the 2023 SEMA Show, SEMA Week and SEMA Fest will be announced in the coming months.

About SEMA – SEMA, the Specialty Equipment Market Association founded in 1963, represents the $50.9 billion specialty-automotive industry. The industry provides appearance, performance, comfort, convenience and technology products for passenger and recreational vehicles. Association resources include market research, legislative advocacy, training and product development support, as well as leading trade shows such as the SEMA Show in Las Vegas, Nev., and the Performance Racing Industry (PRI) Trade Show in Indianapolis, Ind. For more information, visit www.sema.orgwww.semashow.com or www.performanceracing.com.

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The Saratoga Automobile Museum will celebrate 60 years of James Bond with a major new exhibition called “BOND IN MOTION” featuring twenty-five official vehicles from the past six decades of the longest-running film franchise in movie history.

Saratoga Springs, NY – Marking the 60th anniversary of the James Bond film franchise, the Saratoga Automobile Museum will celebrate with a major new exhibition called BOND IN MOTION featuring twenty-five official vehicles from the past six decades of the longest-running film franchise in movie history. The multimedia exhibit also features movie memorabilia, images, and video to create a totally unique Bond experience for museum visitors. The exhibition opens November 18, 2022, in Saratoga Springs, New York.  

Visitors to the exhibition will experience all the excitement and drama of the world of Bond with a collection of automobiles including the iconic and most famous Bond car: the 1964 Aston Martin DB5. Other vehicles on display include the white 1977 Lotus Esprit from The Spy Who Loved Me (1977) that sensationally transforms from a high-performance sports car into a submarine; the 2007 Aston Martin DBS that made movie history with a record-breaking seven full rotation roll in Casino Royale (2006), and the one-of-ten 2015 Aston Martin DB10, built specifically for 2015’s Spectre.

“James Bond has driven some of the most exciting and iconic cars in movie history, and he has been involved in some of the greatest car chases ever filmed so to have them form the centerpiece of our exhibit as they take the visitor on a rollercoaster ride of magic Bond moments as expressed through the automobile is thrilling,” said Carly Connors Saratoga Automobile Museum executive director.  

“It is truly the most ambitious exhibition we’ve ever put together, and we know it will attract visitors from far and wide. Saratoga Springs makes a wonderful weekend getaway for New Yorkers and BOND IN MOTION is most definitely a ‘must-see’,” she continued. 

In addition to some of the most iconic cars is movie history, BOND IN MOTION features a motorbike, three-wheeler, Skidoo, wet bike, and submarine. The exhibition even includes the Indian motorized rickshaw, or tuk-tuk, that appeared in an unforgettable chase scene through the crowded streets of Udaipur in the film Octopussy (1983).  

“With their machine guns, lasers, ejector seats, and gadgets BOND IN MOTION honors the vehicles from the past 60 years that have wowed us and are indelibly etched in our minds. We’re thrilled to bring so many of these unique vehicles together under one roof for everyone to enjoy,” concluded Connors.

Don’t miss this rare opportunity to see the official licensed collection of screen-used cars from EON Productions Limited, Danjaq, LLC., and the Ian Fleming Foundation at the Saratoga Automobile Museum as we celebrate the 60th anniversary of the world premiere of the first James Bond film Dr. No in 1962.

Tickets on Sale Soon

Saratoga Automobile Museum 
110 Avenue of the Pines
Saratoga Springs, NY 12866
www.saratogaautomuseum.org

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Featured on AutoHunter, the online auction platform driven by ClassicCars.com, is this restored 1971 Chevrolet Camaro Z28 powered by a 350 LT-1 backed by a Muncie M22 “Rock Crusher” four-speed manual transmission. Features include power brakes, front and rear spoilers, color-keyed sport mirrors, sport suspension and heavy-duty radiator. Refinished in the original Mulsanne Blue with black stripes over a black vinyl interior, this garage-kept Camaro Z28 comes with its Protect-O-Plate, vehicle history and authentication documents, and clear title in the seller’s name.

This 1971 Camaro is one of 4,862 built with the Z28 package for 1971. It has been verified by noted Camaro authority Jerry MacNeish, who has certified that the trim tag and drivetrain on this Camaro are authentic, and that the car was built in the third week of May 1971 and sold new at DeNooyer Chevrolet in Kalamazoo, Michigan, on May 21, 1971. The body has been restored and refinished in Mulsanne Blue. Features include color-keyed sport mirrors with driver-side manual remote adjustment, Style Trim Group with rocker moldings and other trim, hidden windshield wipers and three-piece rear spoiler.

A set of metallic gray five-spoke Z28 wheels with trim rings is wrapped in 15-inch Goodyear Polyglas GT tires.

The front bucket seats and rear seat are upholstered in black vinyl. Interior features include center console with storage compartment, Hurst four-speed shifter, AM radio, manual steering and power brakes with front discs.

A 150-mph speedometer, 8K-rpm tachometer, clock, and gauges for the fuel level, amps and coolant temperature are located ahead of the driver. The odometer reads 59,035 miles.

Like all 1971 Z28s, the engine is a 330-horsepower 350 LT-1, but the original buyer specified the optional Muncie M22 four-speed manual transmission. Underhood features include windshield washer, dual-snorkel air cleaner with chrome lid, and finned cast-aluminum valve covers. The documentation included with the sale states that this Camaro retains all of its original components including air cleaner, carburetor, intake manifold, distributor, heads, block, crank, water pump, alternator, pulleys, 11-inch bell housing and transmission.

This Camaro was factory-equipped with an independent front suspension and solid rear axle with 3.73 gears, Positraction, and sport suspension with stabilizer bars front and rear. A full-length dual-exhaust system exits at the rear. The front frame stub suspension components, rear axle and leaf springs have been refinished in matte black. The underbody floors have been refinished in red oxide. Additional photos of the undercarriage can be seen in the auctions photo gallery.

The auction for this 1971 Chevrolet Camaro Z28 ends on Monday, November 14, 2022, at 12:20 p.m. (MST)

Visit the AutoHunter listing for more information and photo gallery

As a young dude in the mid-1980s I could never figure out the Subaru Brat that was owned by one of my grandparent’s neighbors. It looked like a truck but the backward facing seats mounted in the bed gave it a funky appearance. Also, it was illegal to ride in the bed of truck in California and that made it even more confusing for me.

1978 Subaru Brat 4×4 with seating for two

In the ensuing three decades I still look at a Subaru Brat with a curiosity, intrigue and suspicion that should be reserved for the ending of an M. Night Shyamalan movie. My son had a lot of questions when I described the Brat to him. I guess being confused and somehow intrigued by the Brat runs in the family.

1978 Subaru Brat 4×4

Brat is an acronym for “Bi-drive Recreational All-terrain Transporter”, which under current standards sounds like an SUV, crossover, or a side-by-side. Subaru developed the Brat to compete in the American small-truck market and the addition of the two jump seats mounted in the truck bed led to the vehicle being classified as a passenger car, as opposed to a truck that would have higher import tariffs. This work around led to funky truck, ute or whatever genre you consider the Brat.

The Pick of the Day is a 1978 Subaru Brat 4×4. It’s listed for sale on ClassicCars.com by a dealer in Cadillac, Michigan. (Click the link to view the listing)

The listing indicates that the Brat’s interior and exterior received a restoration but there are some rough spots. It’s powered by a 1.6-liter four-cylinder engine with a two-barrel carburetor and the engine is paired with a four-speed manual transmission. The front and rear brakes have been serviced and the factory stock wheels have new tires, including the spare.

The dealer is asking $12,995 for this Subaru Brat and it would be a conversation piece for those that looked at them with curiosity when they were new. Most importantly the rear jump seats look to be in good shape.

To view this listing on ClassicCars.com, see Pick of the Day.

Ancient Roman mythology states that the deity Mercury was a wing-footed messenger who had a knack for gracing mortals with financial gain. But there was so much more to Mercury than fiscal prowess and communication. This Roman god was also known for eloquence, guiding travelers, establishing boundaries, providing luck, and — truth be told — a little trickery. Kind of fitting, then, that Ford Motor Company’s mid-market division was bequeathed with both the deity’s name and likeness when organized during the late Thirties. It was an upscale traveler as comfortable as a messenger in flight that alluded to financial success without blatantly flaunting it. It was only later that the trickery trait emerged.

Color image of a 1964 Mercury Comet Caliente modified tribute parked in a front 3/4 position.

Color image of a 1964 Mercury Comet Caliente modified tribute parked in a front 3/4 position in front of trees.

Color image of a 1964 Mercury Comet Caliente modified tribute parked in front of a building, head-on position.

Color image of a 1964 Mercury Comet Caliente modified tribute parked in a near profile position in front of a silo.

Dearborn’s mid-level division, named for the wing-footed messenger, was intended as a cut above Ford-branded vehicles, and the Mercury line offered a broad variety of options on many of its models during the 1960s that could increase both comfort and performance, often discreetly. Mercury’s more exclusive mid-market muscle cars were also produced in fewer numbers, yet that didn’t mean there was less demand among gearheads, then or now.

“Back when I was about seven or eight years old, my dad, Jeff, bought a used 1964 Mercury Comet Caliente. It was a 289-powered car with an automatic transmission, and the power — what I knew of it then — and the looks were what got me hooked on the Mercury brand,” Chambersburg, Pennsylvania’s Curtis Thomas explains. “At about the same time, I took a real interest in the A/ and B/FX cars that the big names were racing back in the day. I couldn’t help but fall in love with Mercury.”

A mechanic and auto body restorer by trade today, Curtis kept his Mercury ownership dreams alive — twice. “I bought my first Mercury when I was 15: a 1964 Cyclone with a 210-horse engine under the hood, with an automatic on the column. It had black bucket seats and a Polar White paint job. After I fixed it up, I drove it around for a while and eventually sold it,” Curtis states with a hint of longing. He adds, “I had been wanting another Mercury since. Something that could fulfill a vision I had of a B/FX racer. All you see today are A/FX style cars; you don’t see much B/FX stuff at shows.” The trick to meeting a second ownership goal, and turning his vision into reality, was to build up a fiscal nest egg, so as to be ready when the right subject came along. That effort was aided by another of Ford’s creations, the Fox-body Mustang. During off hours, Curtis would put his mechanical expertise into further practice by buying a pony in need, fixing it up, and then flipping it for profit. He repeated this nearly a half dozen times, until one day…

Color closeup of the engine bay in a 1964 Mercury Comet Caliente modified tribute, 260 V-8 overbored to a 302.

Color closeup of the carburetor under the air cleaner in the engine bay of a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the hood and hood scoop on a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the hood and hood scoop on a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the Mercury Roman god logo on the fender of a 1964 Mercury Comet Caliente modified tribute.

Color closeup of Crane Cams stenciling on the front fender of a 1964 Mercury Comet Caliente modified tribute.

“Two years ago, I was sitting at home scrolling through social media when I spotted this 1964 Mercury Comet Caliente two-door hardtop for sale in Harrisburg. That’s close enough to me, so I drove up there to check it out. The car had been painted Yellow Mist at the factory and was sold new in Harrisburg, but by the time the seller got his hands on it, the body was weather-worn with patina and looked green because of all the muck on it — it was very dirty. Originally, there was a 260-cu.in. V-8 under the hood, but in its place was a warmed-up 302. And it was an automatic column-shift car, but this guy had gaffed a Hurst Quarter-Stick into the cabin. The decklid had been spray-bombed with cheap primer for some reason, and the wheels were wearing Cyclone hub caps.”

Curtis quickly saw the potential, even though the seller had lost interest. “While I was looking the car over, it came out that the seller — the second owner — had bought it thinking he was going to turn it into a lowrider. The first thing he did was cut the floor up for the Quarter-Stick, but then he changed his mind and wanted a ’62 Impala instead.” This certainly worked in Curtis’s favor, and he didn’t hesitate.

“I’m really good at seeing through a mess and visualizing what something will look like before I even put a wrench to it. It had taken years for me to find one that had almost zero rust, so yeah, it was dirty, but there was almost no rot,” Curtis reports.

Color closeup of the front passenger's side corner of a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the head lamps, driver side, on a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the tail lamps, tail panel and trunk script "Comet" on a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the rear quarter window on a 1964 Mercury Comet Caliente modified tribute. Stickers and various decals.

Color closeup of the trunk lock and emblem on a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the rear passenger side quarter and wheel/tire on a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the passenger side front wheel/tire and fender on a 1964 Mercury Comet Caliente modified tribute.

Color closeup of a performance decal on the back glass of a 1964 Mercury Comet Caliente modified tribute.

Finding the Comet for sale could be chalked up to a combination of patience and kismet. Years earlier, while Curtis was detailing cars at Conners Auto Sales fresh out of school, a Chevy pickup arrived wearing a Curtis Ford Mercury front plate (Pennsylvania issues only rear license plates) — a dealership that had been in Harrisburg. Curtis kept the plate, as it bore his name, and hung it in his garage for posterity. Years later, with the newly acquired Caliente hardtop stowed in the same garage, a simple vision morphed into something far more meaningful, as Curtis explains.

“My dad and I were brainstorming one Saturday afternoon and told him what I’d like the car to look like. He said, ‘Why don’t you put Curtis Mercury on the side because it’s your name, it’s a Mercury, and you have that old license plate. Both came from Harrisburg, so if you put it all on the car, it all ties together.’ That was it. After finding a profile of a white ’64 Comet online, I printed out an enlarged image and sketched out how I wanted the exterior to look.”

Curtis launched into his project by subjecting the Comet’s exterior to a pressure washing, followed by a thorough scrubbing of the interior, the latter of which was enough to eliminate the need to source new upholstery. Curtis was also able to analyze the condition of the Mercury’s brightwork — only a single gauge bezel within the cabin needed to be restored. Focus then shifted to the mechanical design.

Color image of the interior, dash and more from the passenger side of a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the steering wheel, dash and dash cluster in a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the switches, steering wheel knob and cluster in a 1964 Mercury Comet Caliente modified tribute.

“The car ran okay, but I really wanted to make sure it would last. Fortunately, the seller knew all the details, so it was a matter of simple double-check and some visual adjustments,” said Curtis, going on to explain, “The block was a 302 with a .040-inch overbore, so it worked out to 308 cubic inches of displacement. He used Edelbrock aluminum heads with 1.6:1 roller rockers, along with a cam profile that was close to the hi-po units Ford used. He also had an aluminum Edelbrock intake installed with a 600-cfm Holley.

Curtis wanted the Comet engine to have the right look as well. “I swapped the valve covers for real-deal 289 “hi-po” units, and put them on with spacers so that there would be room for the aftermarket rockers. I also bought a reproduction hi-po air cleaner assembly. The only thing someone did wrong was paint the engine blue; they were black in ’64, but I can address that later,” Curtis says.

“What bugged me was the condition of the floor after the transmission swap. My eventual plan involved the installation of a four-speed, but to keep the budget down at the time, I opted to keep the Hurst Quarter-Stick automatic shifter in place. The transmission has a 2,600-rpm stall converter and a shift kit, and I’m okay with that right now.”

Even though he was sticking with the automatic, Curtis still kept an eye toward the future. “The other thing I needed to do was swap out the steering column — that still had all the automatic stuff hanging out of it — with a column from a floor-shifted ’65 Mustang. Then I cleaned up all the rough metal cuts in the transmission hump in a dimension that will allow for the four-speed. It’s one less thing that needs to be done later.”

Color closeup of the glovebox and dash area in a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the rear seat and racing helmet in a 1964 Mercury Comet Caliente modified tribute.

Color closeup of the front bench seat in a 1964 Mercury Comet Caliente modified tribute.

But there were other things for Curtis to attend to immediately. “Something I was able to change right away was the rear axle gearing. The car was fitted with ‘airplane gears’ at the factory and the seller had purchased a set of 4.11s for the 8-inch differential. I wanted to make sure this Comet had not only the right visual attitude but the right track attitude. So, I put the 4.11s in. Then I cut the springs in the back to get the tail end to drop a bit for that classic Sixties drag-strip stance. Up front I installed 90/10 drag shocks so that I’d get a little extra lift during a launch. For traction, I swapped the stock rear wheels for a pair of 15 x 6-inch steelies from Coker, along with M&H drag slicks. At the other end I installed American Torq Thrusts with Firestone ‘pie-crust’ tires.”

All the purpose-built attitude would be for naught were it not for a matching exterior. With the “patina’d” exterior providing a perfect canvas, Curtis reached out to his friend, Glen Shaw, a.k.a. “Pooch,” to manage period lettering weathered to match the paint. Simultaneously, Curtis color-matched the body, enabling him to paint not only the gray primered trunk lid, but also a recently purchased teardrop fiberglass hood; the original was safely stowed. A final touch on those two panels was a layer of satin clearcoat.

Finally, there were but a few interior tweaks that needed to be addressed. The first was the installation of a period-correct Moon tachometer and a Stewart Warner oil pressure gauge, the latter a true representation of what Ford installed in its high-performance cars during the era when new. Second was a period racing helmet that was found and, eventually, emblazoned with “Junior” — Curtis’s nickname.

“We finished the Mercury a month before the Ford Nationals at Carlisle. I didn’t trailer it there, I drove it. She’s pretty snappy on the street. So far, Carlisle is the furthest I’ve driven it. That drive up Route 11, rather than the interstate, was a hike for her with those 4.11s. At 50 mph I was already tachin’ 3,000 rpm!” Curtis relates with no regrets. “It’s such a fun ride. It handles better than I thought it would for a tribute racer. If you don’t mind taking your time getting somewhere, it makes for a great day behind the wheel.”

Owner’s View

Color image of the owners posing in front of their 1964 Mercury Comet Caliente modified tribute.

I haven’t raced the Mercury yet. I would need to put seatbelts in it since it never had any when it was sold new, though period racing belts would be ideal. As built, I think it should run in the low 14s or high 13s in the quarter-mile. The goal, however, is to take it to the next level for that A/FX vibe. That means getting a Ford FE 427 with dual quads feeding it. But right now, I love driving it. People wave and come up beside to say they haven’t seen one in years. My plan is to enjoy it for two years, then get to work putting the FE in, and then enjoy it on the track.—Curtis Thomas

SPECIFICATIONS

ENGINE

Block type: Ford “small-block” 302-cu.in. V-8, cast-iron block, Edelbrock 5.0, cast-aluminum cylinder heads, 60-cc combustion chambers

Displacement: 308 cubic inches

Bore x stroke: 4.04 x 3.00 inches

Compression ratio: 10.0:1

Horsepower @ rpm: Unknown

Torque @ rpm: Unknown

Valvetrain: Manley stainless 2.05/1.60-in, intake/exhaust; Speed Pro hydraulic lifters

Camshaft: Speed Pro CS-1020R; hydraulic

Induction: Edelbrock Performer 289 cast-aluminum intake, single Holley 650-cfm four-barrel carburetor; Ford OE mechanical pump

Lubrication system: Ford gear-type pump

Ignition system: Ford breaker-point

Exhaust system: Hooker headers; custom 2.50-in dual exhaust; dual Flowmaster mufflers

Original engine: Ford 260-cu.in. V-8 w/ 2-bbl. carburetor

TRANSMISSION

Type: Ford C-4 automatic; Hurst “Quarter-Stick” shifter

Ratios: 1st/2.46:1 … 2nd/1.46:1 … 3rd/1.00:1 … Reverse/2.20:1

DIFFERENTIAL

Type: Ford 8-inch, Traction-Lok limited-slip

Ratio: 4.11:1

STEERING

Type: Ford recirculating ball, power-assisted

Ratio: 16:1

BRAKES

Type: Ford hydraulic, unassisted Front/Rear: 10 x 2.50-inch drums

SUSPENSION

Front: Ford independent, unequal length control arms; coil springs; 90/10 shock absorbers, anti-sway bar

Rear: Ford solid axle; altered semi-elliptic leaf springs; telescoping shock absorbers

WHEELS & TIRES

Wheels: American Racing Torq Thrust (front); OE-style stamped steel (rear)

Front: 15 x 4.0 inches Rear: 15 x 6.0 inches

Tires: Firestone (front); M&H (rear)

Front: 5.60-15 bias-ply Rear: P235/60R15 radial slicks

PERFORMANCE

1/4-mile ET, factory-stock: 19.0 @ 75 mph* (Motor Trend, 8/63)

1/4-mile ET, current best: N/A

Current 60-foot time: N/A

* Tested vehicle was 1963 Comet S-22 fitted with a 164-hp 260-cu.in. V-8, four-speed manual transmission and a 3.50:1 final drive ratio; 0-60 mph time was 11.50 seconds.

Color image of a 1964 Mercury Comet Caliente modified tribute parked in a rear 3/4 position in front of a building.

Photo by David Conwill

Your week is off to a great start because you made the time to check out this week’s Hemmings Auctions Roundup. Forty-six new listings ran through our online auctions between Sunday, October 30, and Saturday, November 5, and we saw a sell-through rate of 80 percent. Of the 37 that sold, nine were post-auction Make Offer listings. View the latest consignments and consider placing your bids after subscribing to the daily Hemmings Auctions newsletter.

1966 Pontiac GTO convertible profile top up

1966 Pontiac GTO convertible interior

1966 Pontiac GTO convertible engine

1966 Pontiac GTO convertible undercarriage

1966 Pontiac GTO convertible window sticker

1966 Pontiac GTO top up

1966 Pontiac GTO

Reserve: $47,000

Selling Price: $53,550

Recent Market Range: $54,110-$75,550

The GTO was arguably at its stylistic zenith in 1966 when this convertible was built. It’s stood the test of time and been reborn as a restomod with a Tri-Power-topped, overbored 455-cu.in. V-8 under the scooped hood and a console-mounted four-speed between bucket seats. The custom red paint was called an “8” on a scale of 10; the white vinyl top was recently fitted; and the Parchment vinyl-upholstered interior sported a wood-rim wheel, vintage-look modern stereo, and accessory gauges. Cragar mags added a period touch. The seller promised this Pontiac was rust-free, and it was said to be a fine-driving head turner. Three videos and ample photos helped the GTO sell as a relative bargain.

1963 Chevrolet Corvette Sting Ray front quarter

1963 Chevrolet Corvette Sting Ray interior

1963 Chevrolet Corvette Sting Ray cargo area

1963 Chevrolet Corvette Sting Ray engine

1963 Chevrolet Corvette Sting Ray undercarriage

1963 Chevrolet Corvette Sting Ray rear quarter

1963 Chevrolet Corvette Sting Ray

Reserve: $115,000

Selling Price: $131,250

Recent Market Range: $118,150-$145,450

A color change to Riverside Red from its factory-sprayed Daytona Blue during a 1989 rotisserie restoration was the sole alteration to this promised otherwise-correct 1963 Corvette Sting Ray. The split-window coupe was a rare, very basic example believed to retain its original 327-cu.in. V-8 and three-speed manual, which have motivated the car a mere 1,875 miles over the past 33 years. Such little use accounts for its “no flaws” cosmetic condition of paint, brightwork, and red vinyl interior. The chassis appeared clean, although the tires were of indeterminate age. A seller willing to answer questions, plus the fine presentation of this classic Chevrolet, helped it hammer for a tidy sum.

1997 Land Rover Defender 90 NAS front quarter

1997 Land Rover Defender 90 NAS interior

1997 Land Rover Defender 90 NAS rear seats

1997 Land Rover Defender 90 NAS engine

1997 Land Rover Defender 90 NAS undercarriage

1997 Land Rover Defender 90 NAS rear quarter

1997 Land Rover Defender 90

Reserve: $82,500

Selling Price: $86,625

Recent Market Range: $83,110-$105,550

The “North American Specification” Defender 90 was a short-lived import in the late 1990s that, as years passed, became more and more valuable. This 1997 model presented like new in site of the 103,000 miles on its odometer thanks to a 2017 repaint in the factory Coniston Green color, blemish-free vinyl interior interior, and detailed undercarriage. Alterations from stock included the fitment of LED headlamps and taillamps and a CD-changer-equipped stereo system. The 4.0-liter V-8 and automatic transmission were said to operate without issue, and only minor surface rust was divulged on the chassis; the tires were recently installed. This Land Rover neatly sold in its expected market range.

2013 Cadillac CTS-V front quarter

2013 Cadillac CTS-V coupe interior

2013 Cadillac CTS-V coupe manual shifter

2013 Cadillac CTS-V coupe engine

2013 Cadillac CTS-V coupe undercarriage

2013 Cadillac CTS-V coupe rear quarter

2013 Cadillac CTS-V

Reserve: $25,000

Selling Price: $32,550

Recent Market Range: $23,110-$34,350

The combination of two doors and three pedals made the second-generation CTS-V a bona fide collectible right out of the showroom. This example, which sold as a Make Offer listing, was a two-owner car with little over 98,000 miles on the odometer. Its supercharged 556-hp 6.2-liter V-8 was driven moderately, the seller promised. The limited-slip differential was rebuilt and suspension control arms replaced. It was divulged that areas of the body were repainted due to hail damage, but minor blemishes remained. The leather/Alcantara upholstery showed minor bolster wear on the driver’s seat and the driver’s floormat was likewise affected. If carefully kept, the Cadillac will likely appreciate.

1943 Willys MB Jeep profile

1943 Willys MB Jeep interior

1943 Willys MB Jeep front seats

1943 Willys MB Jeep engine

1943 Willys MB Jeep undercarriage

1943 Willys MB Jeep rear quarter

1943 Willys MB Jeep

Reserve: $25,000

Selling Price: $29,925

Recent Market Range: $21,110-$32,450

Willys was churning out MB jeeps by the boatload during World War II, and it’s probably safe to assume none were as carefully finished as this restored U.S. Army example, which appeared to have driven right out of 1943. It was promised to be rust-free, its olive drab paint a fine complement to the new canvas top, and its accessories included a jerrycan and military antenna. Canvas-upholstered seats and a functioning heater were the only nods to comfort. The 60hp four-cylinder and manual transmission were said to function without leaks or issue, and no problems with the brakes or suspension were noted. Bidders responded enthusiastically, and after an impressive 53 bids, it got a new home.

1958 Chevrolet Corvette front quarter

1958 Chevrolet Corvette interior

1958 Chevrolet Corvette engine

1958 Chevrolet Corvette undercarriage

1958 Chevrolet Corvette soft top

1958 Chevrolet Corvette rear quarter hard top

1958 Chevrolet Corvette

Reserve: $147,500

Selling Price: $156,975

Recent Market Range: N/A

The number of fuel-injected first-generation Corvettes that Chevrolet built was very small in proportion to total model production, and this Panama Yellow ’58 was reportedly one of 144 built that combined that engine with the heavy-duty brake and suspension options. Promised to be numbers-matching from the factory, its rebuilt 290-hp V-8 and four-speed manual gearbox with fresh clutch were said to be “strong and powerful.” The fiberglass body’s two-tone paint were described as “above-average driver quality,” and a body-color hard top and interior-matching soft top were included. The black vinyl seats looked fresh, like the undercarriage. It ultimately changed hands as a Make Offer listing.

For seemingly decades, the Goodguys Rod & Custom Association, that rolling cross-country custom-car show series with a magazine attached, had a nothing-after-1972 rule. But time marched on, and one day in the new millennium, suddenly the game changed: now it was nothing after 1987.

This meant emissions-era machines could be here for the first time: big-bumper anything, Colonnade GM A-bodies, the last of the full-size leviathans, the first of the downsized generation, and the early vestiges of Detroit’s power and performance resurgence. Were they outside of the hot rod and custom brief? Depends on the car, of course. Was there an outcry then? We don’t remember one if there was, but the crowds at the events we’ve gone to all seem perfectly happy to be there.

1997 Chevrolet Camaro SS

brochure image

Today, years later, it’s only right and proper that the event update the rules, allowing now-vintage rides like Fox-body (and many SN95) Mustangs, LT1-powered fourth-gen F-bodies, trucks of all marques (including early redesigned Dodge Ram pickups), Vipers, and lots more interesting machinery. Plenty of these have been modified, and are still being tweaked. Entire businesses are dedicated to servicing a single marque in order to make those machines quicker, prettier, grippier, and/or more comfortable. There’s still nothing newer than 25 years old allowed through the gates (which seems to run counter to an earlier policy change to a rolling 25-year cutoff, similar to the AACA’s); it’s just that time has marched on, and the ever-sliding scale of what’s 25 years old has moved forward. Will there be an outcry now? (We hope not, although scores of anonymous keyboard warriors will doubtless make their opinions known.) Goodguys has a vested interest in keeping its membership rolls chock full of people (70,000 is the number we keep hearing), so bringing in younger enthusiasts and catering to their tastes is a good way to keep the numbers up. They’re not going back. Good for them.

Will street rods get squeezed out? Of course not. Whether pre-war, street-rod, kustom-with-a-K, and custom lead-sled iron turns up at the events is entirely up to the people who own them and want to go to the events. Wherever they go, Goodguys is the biggest game in town, and is a great way to get as many regional eyeballs on your ride as you can stuff into a sunny weekend. Frankly, anyone looking at a Goodguys show as strictly a street-rod show will be disappointed. The events we’ve visited have frequently skewed heavily to the muscle era, even after the age limit was raised to 1987, with ‘50s steel a distant second. Expanding the parameters all those years ago didn’t flood the show fields with newer machinery then, and it won’t do so now that 1997 is the hard limit. These newer cars and trucks will simply become part of the rich tapestry of old-car enthusiasm in our hobby. People will still bring what they like, it’s just that Goodguys is casting a wider net now.

1994 Ford Lightning

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It meets younger enthusiasts on their own turf: Instead of trying to convince da yoofs of liking what you like, Goodguys is letting in the kind of stuff that they are drawn to, that they remember fondly and with glowing nostalgia. If the kids like lead sleds, cool. If they liked slammed pickups, sweet. If they remember their uncle’s fourth-gen Z28 six-speed and want to see some just like it, awesome. If they’re into new million-dollar hypercars full of bleeding-edge tech, well … Goodguys has to draw the line somewhere.

Goodguys wisely recognizes that the generation who are into ‘80s and ‘90s cars, the kids who drew them in their school notebooks and fantasized about peeling out of the high school parking lot behind the wheel of one, the kids who have warm memories of those machines, are now grownups with families and are coming into their prime spending years. Getting that generation hooked now, showing them that this is an inclusive hobby, can only yield dividends.

1994 Oldsmobile Cutlass Supreme

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The last Goodguys event of the calendar will be the 25th Speedway Motors Southwest Nationals at WestWorld of Scottsdale November 18-20, 2022, in Scottsdale, Arizona. Their next events in 2023 will start the ’97-and-younger rule. We can’t wait to visit some Goodguys events next year and see what marvelous machines this change flushes out.