Hi everyone and welcome to the August Newsletter!
This month traditionally is known by the less-than-affectionate term of “The Dog Days of Summer”.
This year however, has so far been cooler than some recent summers, and in turn, has led to more comfortable car show and cruise night gatherings. There is a plus to almost everything!
We have had plenty of rain though, and with it some events have been rained out or rescheduled. That is the norm for any year. This summer as of now seems to be running about average for that.
The car market has seemed to level out quite a bit. I am hearing from many people that it in fact, may have slowed down!
Not as many cars seem to be changing owners as they did for the last several years. There are still some high dollar cars that are bringing big bucks, but the low to medium priced market is experiencing some sluggishness that it hasn’t seen in years. Some folks report that cars they have for sale are sitting for months without a buyer! We’ll see how this pans out over the ensuing year before we make any conclusions about the state of the market.
***I ask everyone for input on this. Let me know your experiences and thoughts on the market trend so far this year.
Send your comments to pgiordano@liclassiccars.com
I hope everyone has taken advantage in some form or another of the discounts that have been offered to you by our advertisers! These businesses have much to offer and their services are all professional and come with years of experience and references. Check them out! See last month’s Newsletter for their promotions.
Below is a reminder for everyone of Long Island Classic Cars.com new features. Again…take advantage of them!
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In
July we made the most significant changes to the website since we first
launched last fall. We are pleased to present them to you and feel that they
will enhance the website, as well as benefit all of the car enthusiasts who use
the site.
To
begin with, the PARTS ad section is now FREE
to individuals who want to list and sell their parts! You can place ads for all
your extra stuff at no charge!
Businesses
and dealers will still be charged a modest fee as before. Spread the word to
everyone you know! Now is the time in mid-summer to advertise your surplus!
We
have also incorporated two new sections onto the main page. You will
undoubtedly notice two new graphics under the main blue boxes. One of them is
an open book, the other is a flashing newspaper.
Clicking
on the “open book” link will take you to a page we have titled “The Word”. The
text on this page will change frequently and is meant to give you something to
think about. Read it slowly, and give each message some thought.
Clicking
on the “flashing newspaper” graphic will take you to our newly created
“Newsletter Archive”! Many people have asked me how they can re-read or have
access to previous editions of the Newsletter. This link provides continuous
access to them. In addition, there is also a cross-reference list of articles
and features by author and subject! How about that!?
You
can now search for your favorite scribe or story and read it anytime you like!
We
hope you enjoy and make use of these new features. They certainly will enhance
the website and provide more for the collector car community
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Cruise Night location
updates:
TUESDAYS: McDonald's. 98-01 Metropolitan Ave. Forest Hills, NY.
TUESDAYS: Audrey Ave. Oyster Bay, NY
WEDNESDAYS: Long John Silver's/A&W. Union Blvd, South of Sunrise Hwy. West Islip, NY.
FRIDAYS: Huntington Shopping Center. (Toys R Us) Route 110. South of Jericho Tpk. Huntington, NY.
SATURDAYS: Sonomax Station. 278 Greenpoint Ave. Greenpoint, Brooklyn, NY.
SATURDAYS: Kohl’s. Corner Grand Blvd and Commack Rd. Deer Park, NY.
The Oyster Bay Chamber of Commerce has relocated their Tuesday cruise night several blocks over onto Audrey Avenue.
They close off the street to all traffic except for the specialty vehicles. This location is filled with shops and restaurants so you can have a nice meal or browse for interesting items while you attend the cruise night. One thing this had done immediately is to bring in more spectators. The street takes on more of a “something going on” atmosphere than just a parking lot could.
There is still live entertainment. Check it out.
More Cruise Night updates as they develop in the next Newsletter.
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We would also like you to take notice of these new advertisers on Long Island Classic Cars.com. They can certainly help you with your vehicles and provide services that you may need.
Streetside Restorations. Bud and the crew at Streetside do full body off and rotisserie restorations as well as repairs and smaller jobs on all muscle cars and American classics. They do it all from mechanical to cosmetic, electrical, custom fabrications, and troubleshooting! They are a full service resto shop that is strictly 100% dedicated to specialty vehicles. They are holding an open house on September 12th. Stop down and see their work!
RP Interiors Inc. Rich Perez is a fabricator and customizer extraordinaire! His work has won national recognition and he performs all phases of repairs, restorations, custom work, and design. No job is too big or too small. See him for all your interior, trunk, top, and custom needs.
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GUEST WRITER(S) COLUMN(S)
We
have a returning guest columnist for you this month. Andy Vourlos writes
for us again. This time he discusses the price and nature of gasoline and our
thirst for it. Another timely article!
Lou Refano continues his writings
about Independent auto makers with a piece about the Kaiser Automotive Company.
This interesting article segues nicely with one of our “My Car Story” features
this month!
“Rich’s Tech Tips” gives us a very
informative and “deep” explanation of the workings of manual transmissions.
This is the first of a two-parter, next month he continues with the automatic
transmission. Also included are some troubleshooting tips. Note: There will be
a test following this, so pay attention!
In
the “My Car Story” feature, Arlene Swenson tells us about her beautiful
and rare Kaiser-Darrin and a little history behind the car. I saw this car at a
show in Glen Cove and just had to have it in print! Check out the one-of-a-kind
door opening arrangement!
Another
“My Car Story” feature is from Steve & Kris Becker. They relate to
us how they came to appreciate, love, and eventually own a Lotus Elan. These
folks are more proof of the old adage: The couple that buys classic cars together, enjoys classic cars together!
Ok. So I made that up. It’s not quite an
old adage, but I like it … and its true!
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The High Price of Octane
by Andy Vourlos
Are you feeling it yet? When Winter was turning to Spring, most of us were just itching for hotrod season to begin. But this year, a dark cloud greeted us as we took our rides out for their first feeding after hibernation; gas at over $2 per gallon.
I don’t know about you, but that hurt.
Then again, should we really be surprised? We knew this was going to happen one day. It was inevitable. Growing up, I can still remember gassing up mom’s Valiant at 89 cents per gallon in the 70s, during the energy crisis. It seemed like in one night gas went from 57 cents a gallon to almost a dollar. When it finally did go over a dollar a gallon, it was like the end of world, especially for my dad.
For me, my worries over rising gasoline prices go back to 2001 when my daily driver, a 1989 Crown Vic (302, dual exhaust w/H-pipe and bullet mufflers) was feeling her 170k miles. Rather than continue riding around with my Craftsman toolset and digital multi-meter (for troubleshooting her various illnesses during any given lunch hour), I decided to finally get a new car. But what to get? My friends knew me as the guy who only drove the big boat, a V8, chrome-bumper monster with four headlights that would barrel down the LIE like an undercover highway patrol car in hot pursuit. Nope, those days were about to end.
For the new daily driver, I thought of only one thing; economy. Having bought my weekend warrior in 1998, I no longer felt that I needed the everyday cruiser to be a gas-guzzling monster. I could get my V8 thrills with the Charger on nice days, and the money I saved commuting back and forth to work with a more economical car than the Crown Vic could be put into purchasing Sunoco 94 for the Dodge.
Don’t get me wrong, I still miss “the Intimidator”, the name I gave to the Crown Vic (and no, I am not a Dale Earnhardt fan). But it was time for me to make a change. It shocked everyone. My girlfriend, my friends, my parents, my coworkers. No one would have ever guessed what Andy got.
A Saturn.
A front drive, four cylinder, rubber bumper, Saturn L200, in all her plastic doors and fenders glory. Some thought I went mad. Others thought I was a clone and the real Andy was in an asylum. My dad, though, was pleasantly surprised.
Personally, I didn’t care what anyone thought. I wasn’t buying a car to impress people. I wanted something that was economical, cheap to insure, reliable, and priced right. The Saturn was all these things. It’s daily transportation that is comfortable, easy to drive, and averaging 26 mpg in combined driving. On a highway cruise, she gets 33 mpg. In the worst city driving, she gets 24 mpg. The money I save on petrol goes into the Charger. I don’t think that’s a bad compromise.
No matter what we want to accept, the fact is that the
lifeblood of our rides, be them daily drivers or weekend warriors, is gasoline
(for those diesel owners out there, it will catch up to you). Gasoline costs money. And we need it. And it doesn’t come from the
In the 80s, as a result of the energy crisis of the 70s, there were so many people driving economical cars in our country that we actually created an oil glut, which caused gas prices to fall in the 90s. Then, as we grew “fatter”, the automakers got around Corporate Average Fuel Economy standards (re. CAFÉ), by introducing sport utility vehicles (SUVs) as alternatives to the daily vehicle. With gas economy numbers rivaling that of our old, chrome bumper boats, we depleted our oil glut and found ourselves with steadily rising gas prices as we rolled into the new millennium.
There are other factors as well contributing to the high
price of gasoline.
So what do we do as consumers of this precious commodity? If we want to have fuel for our weekend warriors in decades to come, we must conserve what we have now. Whether it be by having an economical daily driver, changing driving habits to extract the most mileage out of an Expedition, or both, we must treat gasoline with respect and realize that it is a finite resource. Remember the movie, The Road Warrior? We don’t want to see that anytime soon (although the cars were kind of cool).
Smoke ‘em if you got ‘em! Til next time…..
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INDEPENDENTS’ DAY...PART 3
Part Three of a
series...Kaiser-Darrin
by Louis Refano
It was 1946, and following
the end of World War II, there was a huge seller's market, as pent-up demand
from no new cars built for the previous four years meant that car buyers were
beating a path to car dealer's doors.
Many entrepreneurs saw the opportunity knocking, and attempted to build
their own cars to meet the enormous demand...thus came into existence quirky independent
cars like the Playboy, Keller, Davis, and Imp, small enterprises consigned to
the history books quickly. There were,
however, two gentlemen who were giants of industry who had much grander
dreams...Henry J. Kaiser, a shipbuilding magnate, and Joseph Fraser, a super
salesman and auto industry veteran.
Together they formed the Kaiser-Frazer Corp., which in the words of
noted automotive historian Richard Langworth, was "the last onslaught on
Detroit". The two men brought
together their vast automotive and construction experience, and huge financial
resources. They leased the enormous
factory in Willow Run, Michigan that had produced B-24 Bombers for the war
effort. 
Henry J. Kaiser
“Dutch Darrin”
By January 1946 Kaiser-Frazer
was on its way. Prototypes were displayed at the Waldorf-Astoria hotel. By June the first handful were shipped from
Willow Run, and 11,751 cars were shipped by the end of '46. In January '47 alone 7,000 were built, and by
the end of '47, Kaiser-Frazer led all independent carmakers for the calendar
year with sales of 144,500. What K-F had
pulled off in a year and a half was, in automotive terms, a minor miracle.
Unfortunately a few years
later, Kaiser-Frazer went into decline due to a number of factors. Joseph Frazer left the company in '49. Even a handsomely styled new '51 Kaiser line
could not ultimately stem the tide. By
'55 Kaiser ended production in the U.S.
But before the end, the chief designer of the company was allowed an opportunity
to pursue personal glory.
Easily the most memorable,
most controversial, and most innovative car produced by Kaiser was the
Kaiser-Darrin (also referred to as the KF-161).
The car was designed by K-F's chief designer, Howard A. "Dutch"
Darrin. When Darrin showed his two-seat
convertible sports car design to Henry J. Kaiser in 1952, the reception was
less than enthusiastic. Only after Henry's new wife Alyce had seen the car and
loved it did Henry decide to build the fiberglass boulevard cruiser; that's
right, FIBERGLASS. It beat the 1953
Corvette into production and is officially credited as the first production
fiberglass car. But that was not the most unusual feature; not by a long shot. One of the truly unusual features of this
two-seater was the use of sliding doors that slid forward into the front
fenders. Apparently Dutch was enamored
of this feature; he had wanted to use them on the original 1947 Kaiser, but it
was deemed too costly at the time.
Announced in Feb. '53 as a '54 model, the car's base price was $3,668.
The car came standard with wire wheel covers and a soft top with landau bars
(both evidence of its sporting intentions rather than being an out-and-out
sports car) and was also available with a fiberglass hardtop.
Powertrain wise, the Darrin
used an F head version of the 161 cubic inch Willys 6-cylinder engine and a
three speed standard transmission with overdrive. The Darrin was by no means a
burner; it was more of a boulevard cruiser.
Check these performance stats: 90 hp @ 4200 rpm, a 0-60 time of 15.0
seconds, and a top speed of just 98 mph.
Even 50 years ago these numbers were not too impressive, considering the
'53 Corvette with its six did 0-60 in 11.0 secs with an automatic. No, the
Kaiser-Darrin was much more about style than speed, and style it had plenty
of. 
When all was said and done,
435 of these cars were built, and according to Kaiser Jim's web page (http://my.stratos.net/~jimkf/page3.htm)
about 385 survive today. When K-F left the passenger car market in 1955, Dutch
bought 100 leftover Darrins from the factory and refitted them with Cadillac V8
engines and LaSalle transmissions.
I was fortunate enough to
see one of these for the first time in person at the car show at Morgan Park,
Glen Cove just recently. Talk about car
show buzz!
There is no doubt as to the
uniqueness of the design. Four hallmarks
of this automobile deserve special consideration: Unusual lowness for its time...only 36 inches
tall at the cowl. Second of all, the fiberglass body. Third, the
sliding rail doors which slide forward into the frame...this feature gets just
about everyone talking at car shows.
Finally, the Darrin also had a three position convertible top; you could
have the whole top down, the rear portion up only, or the entire top up. This worked in conjunction with the landau
bars.
My personal take on the
design...it's quite a bit offbeat. Dutch
Darrin definitely took some chances...it's a love-it-or-hate-it design, very
little middle ground here, reflecting a limited production, almost concept
car. From the small "puckered"
grille, to the forward-arching rear edges of the doors, the convertible top with
landau bars, the tall front fenders and windshield on the low body. Unusual? Distinctive? Absolutely. A classic example of independent thinking.
Sources:
1)Detroit News Rearview
Mirror,
2)Cars of the Fabulous
Fifties by James M. Flammang and the Auto Editors of Consumer Guide,
3)The Dream Machine by Jerry
Flint,
4)Hudson, The Postwar Years
by Richard M. Langworth.
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“BANGIN’ THRU THE GEARS !!”
By
Rich Fiore
Manual
transmissions with synchros have been around for decades. Some of the early
designs were 3 speed units whereby 2nd and 3rd were synchronized along with
reverse. Lets start with what it means to synchronize. To synchronize 2
gears is to match their speed. One is a drive gear and one is a driven gear.
The drive gear is spinning while the driven is stationary. If we don’t
match the speeds properly we get that ugly gear grinding followed by the funny
looks from your buddies.
Lets
start with the basics. The input shaft of the trans is driven by the clutch
disk when engaged and rotates at crankshaft r.p.m. The output shaft of the
transmission is coupled to the driveshaft which drives rear axle and then
wheels. It turns at road speed. So to have a neutral, the 2 shafts must be
separate. The input shaft is meshed with the countershaft and the speed gears
run freely on the main or output shaft driven by the countershaft gears.
The individual synchronizer assemblies are splined to the main or output shaft.
The sliding sleeve of the synchronizer is moved by the shift forks to engage
one speed gear at a time. When the sliding sleeve locks onto the acceptance
teeth of the speed gear, the gear is locked to the main shaft and power is
transmitted to the driving wheels in whatever ratio the speed gear is. Thus we
have our various gear changes.
In
operation the driver depresses the clutch pedal, it disengages and the input
shaft slows down. The driver selects a gear by moving the shift lever and
the shift fork then moves the appropriate sliding sleeve of a synchro assy
toward the speed gear selected. As the sleeve moves it carries the synchro keys
into contact with the synchro ring which is a wet cone clutch that begins to
engage the cone on the speed gear being selected. The synchro ring now has to
speed up or slow down the speed gear being selected while at the same
time blocking the sliding sleeve from contacting the engagement
teeth on the speed gear until the speeds of the shaft and gear are equalized.
(still with me ?).
Once
shaft and gear are turning at the same speed, the synchro ring will turn
slightly allowing the sleeve to contact the gear and complete the shift. Whew !!!! Sounds simple but
wear and tear, abuse, (not I), part failure and improper lubrication can really
booger things up. So lets look at some of the problems that might come up;
Hard shift - This is a heavy steady pressure to change gears. Possible causes are worn, damaged or misadjusted clutch creating loss of release. Damaged or worn shift mechanism components causing binding on internal or external shift linkage. Wrong lubricant which causes synchros to slip or bind. Worn synchro sleeve.
Gear clash or grind during shift - Loss of clutch release. Wrong oil
viscosity. Wrong or broken synchro ring that cannot alter gear speed. Worn
taper on cone of the speed gear.
Gear jump out – (This is when the shifter will pop out of gear
immediately or under different throttle conditions.) Worn or broken
power train mounts. Misalignment of of bell housing or trans. Excessive
end play on the shafts or individual speed gears. Excessive run out of the
sliding sleeve or speed gear. Worn out back taper on the sides of the
engagement teeth on the speed gear. Missing or worn crankshaft bushing.
Locked in gear after a shift - Damage or wear to shift rails. Over travel of sliding sleeve due to endplay problems or worn synchros.
So
there you have it. A basic understanding of your manual transmission and some
things to think about should you encounter some
problems. Remember .... a shift in time spares the
redline.
QUICK AND DIRTY: When was the last time
you checked your shifter linkage for loose hardware and spray lubed it?
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Steve
and Kris Becker: 1969 Lotus Elan S4 DHC
My wife, Kris, and I had been attending car shows and cruise nights
for almost three years when we decided it was time to start entering our own
classic. We had some success showing our
96 VW GTI VR6, but it was not old enough for most of the shows. I had been interested in the original
Corvette Stingray, especially the 1967 model, since they first came out, but
never had the opportunity to buy one. As
we attended the shows we would speak with Corvette owners and found them
friendly and eager to talk about the cars.
Unfortunately, any car in decent shape was priced higher than we were
willing to pay - especially when we considered that there were sure to be
repairs that would rear their ugly heads and increase the cost further.
The other car that had caught my eye in the 1960s was the Lotus
Elan. As the owner of several European
sports cars during those years I had taken a liking to the nimble handling,
lightweight and high revving engines in those cars. I was a weekly entrant at autocrosses in
Mitchell Field, Bar Beach, and other venues and one day someone brought an
Elan, admittedly a special model with more power and a lighter body. I watched the car stay with a 427 Corvette
off the line and leave it in the dust through the corners and I was hooked. Unfortunately, I could never come up with the
money needed to join the Lotus owners club, what with family, house, kids, etc.
Anyway, when we gave up on the Corvette we began to search the web
for an Elan and finally found a fully restored one for sale at a dealer in
Connecticut. However, a phone call to
the shop revealed that the car had been sold.
I happened to stop in at Penny Lane Auto in Huntington and spoke with
Bob Heiberg about the car I had just missed purchasing. Bob and I had been friends for over 30 years
and knew of my lust for these cars. He
had been working on these cars for years and was an owner of one himself.
Several days later Bob called me to reveal that one of his
customers had just called to say his Lotus was up for sale because he no longer
drove it. Bob had been maintaining the
car for over a dozen years and knew the car was in decent shape. He gave me the fellow's number, we hooked up
and two days later we bought the car.
This was last Labor Day weekend.
The car had been garaged and under a cover for a while, but started
up immediately. Kris liked the bright
yellow color (she had been dreading that it would be red) and we took it
outside into the street. The body was
beautiful, having been re-painted about 14 years ago, and it felt good when we
took it for a ride. Of course, there was an oil leak (standard equipment, it
seems, in these cars) and one or two other things that needed work, but none
were deal breakers. We bought the car on
the spot, and at a much more friendly price than any of the Corvettes we had
seen.
One of the reasons we settled on the Elan was that, in the maybe 50
or more shows we attended over the years, we never saw an Elan displayed. There had been about 12,000 made during the
years 1962 through 1974, and they are very rare. Ours is a 1969 S4 DHC (that's drop-head coupe
- British for convertible). The car has
a lightweight fiberglass body that can be lifted easily by three people. The frame is a 75-pound steel box section
backbone, open at the bottom that fans out in the front to support the
suspension and engine and at the rear to support the rear suspension. Total
weight of the car, complete with electric windows, is less than 1500 pounds.
Suspension is independent at both ends; with the rear axles
supported by rubber Rotoflex u-joints.
This makes for some interesting movement, the Lotus Hop, if you don't
engage the clutch properly. Do it right,
however, and you will be rewarded by incredible acceleration.
The power plant is a 1558cc English Ford block, topped by a
twin-cam Lotus-designed head. Power is
110 at 6,000 RPM - certainly enough due to the cars light weight. This gives the car a 0-60 time of about 8
seconds - slow by today's standards, but not in 1969. Especially when you realize this is from less
than 100 cubic inches in a car not designed to drag race.
We brought the car to Penny Lane at the beginning of October to cure
the oil leak and, with one thing leading to another, eventually wound up with a
complete re-build. This included a .040
over bore, new pistons, polished crank, etc.
In fact, everything but the crank, rods and cams have been
replaced. The car was not back in our
hands until May 8.
Since then we have put about 2,000 miles on the car, taking it to
shows, cruise nights, etc. It's been to
the Hermitage in New Jersey for a Triumph Club event, at Lime Rock Park for
Dare to be British and even the MGB Convention in Parsippany (which we attended
with the MG Car Club-LIC). The car draws
a crowd wherever we bring it and we're planning on entering it in the Greenwich
Concours next June. 
The car is a blast to drive, especially in it's environment - a twisty, narrow road. It is fast and nimble, changing direction with the smallest of steering input. Without a doubt, it is one of the best handling cars ever built and it does this on 155-80X13 tires! To date, the total cost has been less than just buying a Corvette. In fact, Kris has become interested in another Elan - a 1971 coupe - that we found on the web. I guess a lotus is like a potato chip - you can't just have one.
(Well said! Keep collecting
them!) Pete
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Arlene Swenson: 1954 Kaiser-Darrin Convertible
The late Forties and early Fifties saw
yearly increases in the numbers of Sport’s cars sold. One of the most memorable products from the
Kaiser-Frazer industry was the Model KF-161 automobile, called the Darrin,
built in Jackson, Michigan.
The car is a 90 H.P., F-Head six-cylinder
version of a 161 cubic-inch Willy’s engine.
The H-pattern floor shift, with three-speed standard transmission had
electric overdrive, by Borg Warner. Howard “Dutch” Darrin designed the vehicle, which featured
a fiberglass body, (made by GlassPar, a boat manufacturer) and with snap-in
side curtains. The most novel feature of
the Darrin is its sliding doors. The
doors slide on nylon rollers seated in an aluminum track into the front fender
cavity.
Another unique feature is the
three-position folding top – up, down, and a halfway “landau” position. When not is use, the entire top folds neatly
into the rear deck, completely out of sight, providing for dramatically clean
lines. The dash (sported an inside rear
view mirror) and seats (seatbelts were standard) are covered in pincrush
“yellow-satin” (also the car color) vinyl.
Remember too the cigar lighter & floor tunnel ash
receiver? Directional signals, borrowed from the Henry J were used on all cars. Tinted and shaded windshield was standard, as
were “wind wings” in glass or plastic.
It has electric windshield wipers with windshield washer. The tires have 2 ¼ inch white sidewalls. Wire wheels also added so much swank to the
car’s appearance. Spare tire is in the
“Luggage Compartment”.
The Darrin is 15.3 feet long, weighs 2175
pounds, gets 30 mpg, can go 100 mph, & originally sold for $3668.
There were 435 Kaiser-Darrin’s
built and about 385 of these cars survive today. I purchased this car in
Hershey, PA in October 2001. Its value is
in the high $50’s. The Darrin has been a winner since it’s restoration in 1996.
The car puts a smile on my face. I love driving it! It’s great to keep automotive history alive
with this beautiful ’54 classic!
Arlene Swenson
East Islip, NY swenson@optonline.net
(Indeed a beautiful classic
Arlene...a real rarity!) Pete
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Here is where you can access previous editions of the Long
Island Classic Cars Online Newsletter.
October 2003 http://www.liclassiccars.com/Newsletter/Oct03.html
November
2003 http://www.liclassiccars.com/Newsletter/Nov03.html
December 2003 http://www.liclassiccars.com/Newsletter/Dec03.html
January 2004 http://www.liclassiccars.com/Newsletter/Jan04.html
February 2004 http://www.liclassiccars.com/Newsletter/Feb04.html
March 2004 http://www.liclassiccars.com/Newsletter/Mar04.html
April 2004 http://www.liclassiccars.com/Newsletter/Apr04.html
May
2004 http://www.liclassiccars.com/Newsletter/May04.html
June
2004 http://www.liclassiccars.com/Newsletter/Jun04.html
July 2004 http://www.liclassiccars.com/Newsletter/Jul04.html
You can also access the previous
Newsletters through a link on the main page of the website.
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That wraps up another issue of the Long Island Classic Cars.com Newsletter.
We are accepting articles for the “My Car Story” feature that we do monthly. So, now is your chance to see your car in print and full color on the screen, and sent out world-wide for all to see!
It’s a great keepsake for you to always refer to, and to send out to all your friends and family.
Enjoy your summer that is now in full swing!
Hit the events as often as you can!
And as always, stop by and say “Hi” if you see us at the shows and cruise nights!
Pete Giordano
Long Island Classic Cars.com