HAPPY THANKSGIVING everyone!!
It’s winding down….
Car
season that is.
I know, I know,
I hate to see it go…
But with the weather change,
Our cars we re-arrange,
And get ready for the snow.
We put away our “toys” and pack them up snugly for their hibernation until next spring. Not a happy thing to do, but here in the Northeast, a necessity. Do you have a clean, dry, and safe place to keep your ride? I hope so. Don’t forget to check out Rich’s Tech Tips this month regarding proper winter storage of your classic or collectible car.
I for one had a great time this year! So many shows were fantastic, as were the cruise nights! It seems that attendance at events was higher than ever before! Several things contributed to this;
A still growing pastime!
New influx of young people in their teens and 20’s into the car hobby!
Great weather!
More events and better publicity for them!
And hopefully…..this website!
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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.
THURSDAYS: North Wind Shopping Center. Main Street (RT 27A), Oakdale, NY
FRIDAYS: Huntington Shopping Center. (Toys R Us) Route 110. South of Jericho Tpk. Huntington, NY.
FRIDAYS: Cow Meadow Park Marina. Henry Street, South of Sunrise Hwy. Freeport, NY.
SATURDAYS: Sonomax Station. 278 Greenpoint Ave. Greenpoint, Brooklyn, NY.
SATURDAYS: Kohl’s. Corner Grand Blvd and Commack Rd. Deer Park, NY.
November signals the end for cruise night events. Check back in the
spring for next year’s listings!
There may still be some folks who gather with their cars into December.
More power to them! I will join them as long as the roads aren’t
salted.
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GUEST WRITER(S) COLUMN(S)
Tom Sebastian usually writes on a
bi-monthly basis. But he had such a great tale to tell again that he couldn’t
wait for
December
to roll around! So all of you get a treat….two back-to-back months of Tom!
Enjoy!
Lou Refano returns with a feature
about two disparate but genetically joined cars; the Hudson Jet and the Hudson
Italia. Lou is just a wealth of automotive information and he has a knack for
writing about interesting vehicles!
This
is Part Four of his Independent Automobile Manufacturers series.
This
time out in “Rich’s Tech Tips” Mr. Fiore discusses some important
considerations for winterizing and storing your automobile. Another timely
feature!!
In
the “My Car Story” feature, Jeffrey DiPietro shows off his incredible
home made Pontiac show car. This is hell of a custom job. This is not your
ordinary, run-of-the-mill, customized vehicle (no offense to any customs out
there), but this is a true modern day work of automotive art! He had the whole
show flipping out over this car! And rightly so!
Wait
’til you see how he did it! AMAZING!
* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
Tom Sebastian
Tom goes from this…
….
to this! 
The Essence of the Game
The GT Experience
GT, Grand Touring: A car that combines the comfort of a sedan plus the handling abilities of a sports car -- the fun car for the long haul.
There are some things that
just take your breath away.
Besides the obvious one, a
classic car exposition from the House of Alfa might be the other.
I can't imagine any other company being able to pull off a daylong show. I mean, when BMW does one, the show is over in less than an hour. (The sturdy but dull, Birkenstock Shoe, must be their model in the drafting division.) Add another hour and a half for a show by Corvette; another 3 hours, perhaps, for Ferrari -- And a mere drive-by for the entire range of either VW or Morgan should do the trick there… I mean, how many angles could there be to view what is, essentially, the same shape?
Even up against Numero Uno, Ferrari of Maranello, Alfa will take precedence. Seduction is none too strong a word to use
with these cars, especially when viewed through the wide-angle lens of their
long and unique history. Their list of
stunning classics simply boggles.
Besides spawning Ferrari
itself, Alfa Romeo initially defined -- and then continually redefined for
hopeless car companies trying to get it right -- the meaning of GT.
GT. Grand
Touring. Something American car manufacturers
never really had a sense of. In the
early, co-opted versions of the term here, the GT badge added to the car name rarely meant more than a couple of
bucket seats plunked down on the floor and a stick-shift added to what was,
essentially, the very same car before the cheap add-ons. Even Britain and Japan -- the great
automotive producers that they are -- never caught on to the essential,
automotive application of the term.
It took the companies from
the foot hills of the Alps, on the cusp of the European continent -- the cars
of Bavaria; the companies of the Piedmont Plateau in Northern Italy; and Talbot Lago, Bugatti, and Peugeot of France -- to conceptualize
and then properly mold the term into its proper metallurgical expression.
GT. Grand
Tourismo: The First-Class, outer lane of the Autobahn, reserved for
a distinct class of car -- and person.
That weekend trip from Milano to the lake house in Geneva; the yacht
waiting. Since you are stopping for a
leisurely lunch at one of the best inns in the Alps, the two of you will not be
caught under-dressed.
You open the trunk of your
car and throw in the two small pieces of luggage. You slide into the highly functional yet
incredibly comfortable bucket seats. You
look over at your Sunbeam Alpine Tiger parked along side. Had it been better weather, a different and
much shorter trip -- perhaps a quick trip into the Bergamo foothills for a
light feast of the town's famous polenta -- well, OK. Perhaps a wind-buffeted jaunt in the
convertible would have been fun. But
that's not what this is. A weekend-long
outing demands a bit more on the ‘comfort’ front and forces one to let up a bit
on the all-out sporting life.
But then you turn the
key: You quickly realize that you are
not sacrificing that much! The very
first tap on the gas tells you that this will be anything but a boring
sightseeing excursion. You wait for the
engine to warm. The RPM's to climb...
You've forgotten entirely about your green Alpine.
As you shoot up the rise and
follow the signs North to Lago di Como
and beyond, the familiar scream of your Alfa
GT Junior 1600 wakes you up. You
grab the 9:30 and 2:30 position of your stark but functional steering wheel and
get on it. Let the fun begin!
Now there are obviously many
cars to choose from when you go hunting for a classic GT -- or a classic Alfa
Romeo. Americans are familiar with the
venerable Alfa Spider (à la The Graduate) and not much else
(Alfa’s long disappearance from the American market does not help in that regard). Up-market collectors know the gorgeous Giulia Sprint and the racy, GTA. And the Junior's
better-known cousin, the GTV 2000,
ranks as well, having given the American family of the 1970’s their first taste
of Ferrarista on the cheap -- a way
out of town that made the getting there as much fun as the arrival -- and for
very little more than your neighbor paid for his Bel Air! (Or Fiat, if we’re
still in the Alps). In fact, it is with
the GTV 2000 (2000 = 2 liter) model
that the Junior is often confused
with.
While the 2000 (and the even rarer, 1750) was a good car - the Everyman-Euro-Deluxe GT Package of the day -- the Junior was where the action was.
First of all, the Junior is a driver’s car. Not that the 2000 was all slag, mind you, but we're comparing... apples with
apples, so to speak. Where the 2000 is a good-enough, sweet-enough, Red
Delicious... a fun, good-eating apple, the Junior
is a real Mac... something tart and a
lot more serious where the taste bud meets the fruit and where tire meets the
road.
And it was also the sui generis
of the entire line. Just as Alfa begot
Ferrari, so also did the Junior beget
the bigger milled, and more visible, GTV's.
In this writer's view, the
1600 cc was the quintessential Alfa engine of the era. It was, after all, the heart and soul of the
quick as lightening GTA Competizione – the factory racer. And in the Junior wrapping -- if you can't afford the GTA – it is the best way to display its pizzazz.
Now the first Junior came with a 1300 engine -- and
the prettiest package. It was almost as
good as the 1600 when you were rolling, but a real dud from scratch, i.e.,
getting up to speed. And the heavier, 2000's (2 liters) were a bit doggy by
comparison -- never quite enough harrumph
to carry all that Euro-Deluxe weight through the corners.
Oh, yes. Something you should know about the
Italians. They are the premier design
engineers in the world. But they have
his nasty habit of gunking things up beyond the first concept model. The first Junior
(1966) was just flat-out gorgeous.
Understated and simple -- serene even.
Not only was it another piece of rolling sculpture from the fab House of
Bertone, but also under the direct supervision of the young Giugiaro -- a
Michelangelo-class artist who, luckily, chose our age to be born in*.
Nothing wasted inside or out. As
soon as you got into it you knew you were in for a bare bones, but thrilling,
week-ender. But, as stated, the oomph was just short of perfect.
Then came the next version (1972) with that screaming**, 1600 engine. But, unfortunately, they ruined about everything else on the car. Too many lights, bells, and whistles. I managed to find the impossible combination: the 1300 body with the 1600 engine: Quick, nimble, light and… gorgeous!
(Also, a word about fuel
injection (iniezione) and the
Italians – it’s not their thing; just as the V8 is America's domain and the V12
the Italians... so it is that Injection is a Germanic game and most definitely not
one for the Italiani. They just didn't work. Find one with Weber carbs... Then you will really
have something special.)
In comparison with other
cars in its class, the extra prep (and learning) time required is both the plus
(+) and the negative (-) aspect of this car.
The magic of the BMW 2002 is
that it is an instant racer. The German
engineers took out all the worry. But
you simply cannot drive the Junior to
the track, race it, and then drive it home worry free as per the 02.
This one requires the full measure of your devotion -- and maybe the
expense of a second vehicle to haul it to the track. Nor could it ever be the ‘street car’ that
the 02 is with that car's total
vision or ease of transition in traffic -- all at very civilized, low-maintenance,
RPM's. While the Alfas low-riding, steel
under-guard demands the smoothest of pavements, the unique, shock-tower
suspension of the 02 will get you
through almost any surface condition lickity-split; you can be doing your taxes
in your head -- you won't feel a thing.
You can save your ‘race face’ for the track.
But for that long weekend
outing deep into New England or around Lake Michigan, where the winding roads
can either annoy you or thrill you to the bone, my choice is the Alfa. It's the only car I've been stopped by the
State Police in. As you wind that thing
up, the screams can get to you, taking you further out toward the edges of your
own driving ability, perfecting your ability to maintain those high revs with
each shift.
No, you won’t be doing any taxes in your head with the Alfa. The engineers left you in charge. This one will challenge you all the time: all the way there and all the way back.
*The
man’s name doesn't ring a bell? Besides
the prettiest of the Alfas, Giugiaro also designed he Lotus Esprit; the Ferrari 250 Bertone; the Bugatti EB112; the Aston Martin DB4;
the Masserati models: 5000 GT, Bora and Ghibli; he did
the Lancia, Iso Rivolta and Iso Grifo;
Fiat Dino; BMW M1; Fiat Abarth; the fabulous Bizzarini cars; the Lamborghini Calá. In other
words, anything that counts in the automotive world. (I’m not anywhere near finished with the
list, by the way... My hand is tired!)
-- Thank God, neither his nor Enzo Ferrari's mother ever met up with the
abortion rights advocates... Yikes!
Frightening thought, that!
**PS. Alfas really do scream. If you're coming to this mode of transport
from a German, American, or British sports car, it will take you a while to 'get'
this -- and, for sure, to learn how to drive one of these properly. High winding one of these others for too long
can get you oodles of shop-time and even, perhaps, the irrevocably blown
engine. The Alfisti, on the other hand, zip through life on the upper end of
the power band. (A reason, perhaps, that
Italians are said to have short, happy lives in general.) While this means plenty of prep and ‘retune’
time if you are a weekend racer, it does not harm the engine. This is where they – and you – will run best.
See more
pictures of this car at: http://www.carclassic.com/html/DS57.htm
You
can send comments to Tom at tmoore3us@yahoo.com
He can also get you into a classic car!
(Awesome article Tom!
Loved the history, knowledge, and sensory experience of it!) Pete
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INDEPENDENTS’ DAY...PART 4
Hudson Jet and Hudson Italia
By
Lou Refano
Hello there Indy carmaker
fans!
This month I will talk about
2 cars that are on the absolute opposite end of the spectrum from each other --
yet they were built by the same manufacturer. The cars of the month are the
Hudson Jet and the Hudson
Italia.
First, some background. In 1946, it was good to be a carmaker. It was
an amazing seller's market, based on the pent-up demand from no cars being
built during World War II, and all that household money being saved. In the
first few years after World War II, virtually every new car built was sold, and
the independents were struggling to meet the demand. In those days there were
quite a few independent carmakers — Hudson, Nash, Packard, Studebaker, Willys —
who knew they had a golden opportunity to cash in. And a new company,
Kaiser-Frazer had big dreams and a great big factory. Optimism was the order of the day. In 1948,
Hudson rolled out all-new models called Step-downs that had dealers cheering.
They were lower, wider, safer, and much more modern and dramatic looking than
anything Hudson had ever built. New high-performance engines were on their way
that would lead to racing victories. Hudson had every reason to be optimistic,
until...
By 1954, everything changed.
There was a new war...a car war, between Ford and Chevy, known as the
"Ford Blitz" of 1953. Both were determined to be king of the hill.
Unfortunately, the independents, and even Chrysler, suffered major collateral
damage as Ford tried to out-produce Chevrolet and reclaim its status as
America's best-selling car. Ford and Chevy dealers were shipped cars whether
they wanted them or not. Lots filled to overflowing, and prices were cut to the
bare bone. Customers loved it...but smaller carmakers, among them Hudson, could
not afford to go head-to-head with GM and Ford on price. Thanks in large part to the "Ford
Blitz", Hudson was strapped for cash, and couldn't afford a complete
revamp or a new V-8 engine which most consumers wanted. It had made a big $12
million investment on its compact car called the Jet.
1954 Hudson Jet
The Jet was just the wrong
car for the wrong time. Hudson CEO A.E. Barit banked on this economy car to
save his company, but it wound up hastening its end. He felt that the Nash
Rambler and Kaiser Henry J. needed competition, but the fact was that there
just wasn't that big of a market for small cars in 1953. The compact boom was 6
years away. To make matters worse, the Jet was tall and awkward looking and had
a narrow track, not the low, curvy, European styled car that designer Frank
Spring had envisioned. But Hudson management was quite conservative on styling
and thus, the final product looked like a shortened '52 Ford. And with a new
Ford you would have saved money! The first Jet had a stripped price of $1,858,
versus $1,690 for the larger Ford; a new Chevy sold for $1,670 and a Plymouth
came in at $1,750.
Engineering-wise, the car
was built a lot like the senior Hudsons...which meant it was built like a
Sherman Tank. It had a 105 inch wheelbase and weighed 2,700 pounds. It had the
same heavy unit body as the senior Hudsons, and the frame rails went outside
the rear wheels like its big brothers. Despite the heft, the car had decent
(for '53) performance; it featured a high-compression 202-cubic-inch six that
offered 104 hp. A high-compression aluminum head and "Twin H-Power"
(a dual manifold, dual carburetor induction system) were optional. With both options, the engine produced 114
hp. GM's Hydra-Matic transmission was available, the only other compact besides
Rambler to offer this option. The Jet was very roomy and wide inside, with lots
of headroom and high-quality upholstery.
The Jet, despite its
styling, had some advantages over its competition but between Hudson's weak
resources and the Ford Blitz, it just didn't catch on. With the merger of Hudson and Nash to form
American Motors, the Jet died after just two model years. However, as the Hudson Motor Company was
fading into the sunset, it produced one final masterpiece...the Hudson Italia.
The Italia was meant to
provide positive PR for Hudson, much the way the Darrin did for Kaiser. It was quite striking, with many advanced
styling features. Introduced on August 25, 1953, the Italia made a strong
statement about Hudson's design objectives...it showed the world that Hudson
had many fresh design ideas, despite the fact that their regular production
cars hadn't changed much since 1948.
Hudson Italia
Like the Kaiser Darrin, the
Italia had many original ideas. It sat ten inches lower than a standard Hudson.
The bodies were built by Carrozzeria Touring of Italy. It had a wraparound
windshield, which at that time was quite radical. Front fender scoops gathered
cooling air for the front brakes, and fuselage intakes ducted more air to the
rear brakes. The doors were cut fourteen inches into the roof to make getting
in and out easier. Probably the most controversial feature was at the rear end,
which featured three bright chrome tubes on each side that looked like exhaust
pipes, but actually held the taillights, directionals and backup lights. The
seats were of an "anatomical" style and the interior was quite
roomy.
The car also offered the
first use of flow-through ventilation in a production car. All Italias were
upholstered in red and white leather, and fitted with Borrani wire wheels. The
most popular exterior color was light cream. As Frank Spring put it, this car
was meant to carry two people and their luggage far and fast. In effect - the
Italian definition of "Gran Turismo". But the car itself wound up not
being that fast...it was based on the Jet and was heavier. It did 0-60 in about
14.5 seconds, definitely not sports car material like the Corvette and
Nash-Healey.
Unfortunately, the
production only amounted to 26 units. Apparently the reception was terrific
from car show attendees, and many had wanted to place orders, but strangely management
did not accept them. Both Hudson management and its engineering department were
not high on the car and denounced it as "an advertising gimmick, with no
production potential".
It was never seriously
promoted on the corporate level. There was also a problem later with
replacement parts, as the small coach builder refused to meet standing orders.
Despite all this, there is speculation that the Italia's styling would have
been the springboard for a new line of Hudsons had the company stayed independent. Unfortunately we'll never know. But in the
1950's, the Hudson Motor Company designed and built two very interesting
examples of independent thinking.
Sources: Hudson: The Postwar Years by Richard M.
Langworth,
The Dream Machine by Jerry Flint
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“Storing That Ride For The Winter” 
By
Rich Fiore
Well
sorry to say boys and girls – it’s that time of year again. The time which
us car buffs dread. We set the clock back, most of the leaves are down and the
temps are quite cool with maybe a 70 degree day in there (like
Halloween). Being a convertible guy I still think there is an 80 degree day
hiding in there somewhere. The ideal Indian Summer for me (and it has
happened) is to cruise down my street with the top down and enjoy the
Christmas lights. But eventually for most of us it means storing the car for
the winter. Personally I run my cars as much as possible throughout the
winter months as long as there are no traces of moisture or salt on
the roads. But for those that must leave the car sitting this column is written
with you in mind.
First
off let’s talk fuel. It’s a good idea to top off the tank. But prior to that,
add a good fuel stabilizer and run the car enough to get the stabilizer in the
lines and into the carb. Your other option is to run the fuel out and drain the
tank. (Not my favorite way).
Next,
check the oil and if need be, change it. I would definitely change it in
the spring due to moisture that would collect during the winter. Also
check on the condition and ratio of your antifreeze - especially if the car is
stored in possible freezing conditions. If it’s questionable, flush the
system, replace the thermostat, and check the condition of all hoses while
the system is opened. You might as well take a look at the water pump for
bearing free-play and any signs of excessive leakage above and beyond the
normal weep hole seepage. Check all other fluid levels like power steering,
brakes, transmission and rear axle.
The
next thing I would figure would be where to store your ride. In most cases it’s
academic, but if you have a choice, hopefully in an out of the way place where
there are slim chances for minor mishaps to occur. It’s not a bad idea to place
a tarp on the floor to slow down moisture from working its way up into the car.
Also look to block off access for critters that might want to take up
residence in your ride and nibble on your wiring to just piss you off.
Mothballs, dryer sheets, and the like placed strategically in and around your
car will help to ward off these pests. Some people will jack the car off the
ground to get the tires up off the pavement. That I believe goes back to the
days when tires were made with Rayon and developed flat spots until the tires
warmed up. Not really the case nowadays. However, if you feel the need, knock
yourself out.
Another
important item to remember is the battery ... especially if you have a repro
battery. (Read my old article on those expensive bad boys). After the
car is located in its "hibernation spot" the battery should
be removed. Bring it inside if possible (but not in your bedroom) and not on a
concrete floor. The water level should be always above the plates. Only
distilled water should be added if needed. A good battery maintainer (not a
trickle charge) should be used throughout the winter.
Finally,
a good wash and wax is not such a bad idea along with a breathable car cover.
If the car is in an area that’s susceptible to damage (like my garage) cover
your baby with an old comforter and a piece of cardboard to dampen any sort of
impact.
Fear
not; before you know it we will be into March and it will be time to cruise
again.
Now
sing along with Rich ... "Cruisin’
in my automobile". *
Quick and Dirty: When was the last time you inspected and
flushed out your brake fluid?
* PS… That’s a Jefferson Starship tune.
___________________________________________________
Jeffrey
DiPietro: 1984 Pontiac Trans Am Custom Show Car
Where do I begin?
Well, at the beginning I guess. This car started life out as a routine 1984 Trans Am. As you can see, it is far from that now.
I was inspired by the Pontiac Banshee show car of ’88 and set out to make my own design similar to that theme. This was a
long labor of love. Over 8 years long to more precise, with over 5,000 hours spent on it. Almost 7 years on the body alone!
The car has a ¼” steel rod frame that is supported by 2” box steel, then covered in ¼” chicken wire and Biaxle Fiberglass
bodywork that is comprised of three layers. On top of that are body filler and finally a polyester coating. My first task was
stripping all the original body panels off the car. I set the car on a level deck on top of jack stands, checking the height for
equality all around the vehicle. When I laid out and welded parts, I would measure from the ground up to make sure each
opposite side was being set at the same height and distances. I would also “eyeball” and scrutinize all the proportions in all
360 degrees of the vehicle.
I started by laying out the initial layer of the 2” box steel sub-framing. In
each case I would start at the nose of the car and work my way back.
There were always refining and adjustment steps that had to be made.
After that I fabricated and framed all the steel rods. First they were tack
welded into position, then when all was a-ok, they were firmly set in place.
After that second layer of framing was done, I formed the ¼” chicken wire
structure that was to hold all the fiberglass in the proper shape and location.
That was one of the most difficult parts as chicken wire is extremely sharp
and difficult to work with.
I couldn’t just cut big pieces and set them on the framing, they bent, buckled,
and would warp and flex. Instead, I had to cut it all into little tiny sections
and secure it to the framing with cut pieces of thin wire. Then I would twist
and tighten each wire with pliers. It was like sewing the metal into place.
I won’t even get into how difficult it was with all the upside down work and
pieces that were placed underneath! Each four foot square section of car had literally hundreds of wires and chicken wire pieces
installed. There were about 40 of those sections for the hood alone! You do the math for the entire car!!
When all of that was done, reset, adjusted, and fine tuned, I proceeded with the next painstaking process of laying the Biaxle
fiberglass down. Again, thousands of small mesh pieces were laid and sculpted. Three layers of this was applied to the
car. In between each layer I had the pleasure of sanding and honing before the next layer went on. And let me tell you this was
no picnic! The fiberglass was messy, it stunk, and sanding it was a nightmare.
Next came the body filler. It was also done in sections from front to back. Again, it was laid down, smoothed, and sanded.
This was done to compensate for all the waviness inherent in the fiberglass structure. After all the block sanding, etc. the car
was finally ready for the painting process. A polyester coat was applied to all the body work, then through the efforts of my
brother-in-law the car was primed, etched, primed, and then painted with 3 coats of PPG’s Dodge Viper Red.
The car has an 89 GTA drivetrain that employs a 350 TPI engine, auto trans, and 3.73:1 rear end. There are disc brakes,
headers and a Flowmaster exhaust, MSD ignition, and a 500 watt Sony stereo. The door handles are shaved and the doors
are opened by Uncle Al’s door solenoids and remote control. The car has an electric tilt nose that is operated by a 3,500lb
winch. The car rides on BFG tires with Hart rims. 18x10 front and 18x12 rear.
Total cost not including all my labor time over the years was roughly $25,000.
This baby used to weigh all of
3,284lbs, now she tips the scales at 4,180lbs.
(WOW!!
Incredible…incredible….incredible!) Pete
___________________________________________________
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
August 2004 http://www.liclassiccars.com/Newsletter/Aug04.html
September
2004 http://www.liclassiccars.com/Newsletter/Sep04.html
October 2004 http://www.liclassiccars.com/Newsletter/Oct04.html
You can also access the previous
Newsletters through a link on the main page of the website.
___________________________________________________
All of you Clubs and Organizations out there, send us your 2005 event schedules as soon as you have them so we can get them up on the site ASAP.
To everyone: we are accepting articles for the “My Car Story” feature that we do monthly. If this month’s featured car didn’t inspire you nothing will!! Now is your chance to see your car in print and in 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.
Just write a quick little article (you don’t have to be an English Professor), and send it on in!
Also, if any of you out there have ideas for a column or feature you’d like to contribute, we welcome that as well.
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