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The Sedan Delivery


4541951666_4346b876b4_z (2) The Sedan Delivery was a light-duty commercial vehicle built on a passenger car platform. It combined the ride and handling characteristics, gas mileage and appearance of a passenger sedan or station wagon with the carrying capability of a panel truck or van. Typically this van-on-a-car-platform vehicle was used for local delivery of services and light products that could be carried in an enclosed rear compartment.

1948 Crosley Panel Delivery
1948 Crosley Panel Delivery

The heyday of the sedan delivery was from the 1930s through the 1950s, as home delivery of retail goods grew toward a peak in the immediate postwar years. Purchasers of these vehicles included pharmacies, bakeries, dairies, florists, cleaners, department stores, and vendors of home cleaning products – small businesses of all sorts serving their immediate communities. Most major car manufacturers produced a sedan delivery at one time or another during these decades.

The first of these vehicles may have been the Ford Model A Special Delivery of 1930 and 1931 (some sources also mention a 1929 model), a commercial conversion of Ford’s wood-bodied Station Wagon. Production totaled slightly more than 200 over two years. In the 1930-31 model years Ford also built a limited number of upscale Town Car Delivery models, a commercial version of the Town Car with an aluminum body. For 1932 Ford offered a limited production conversion of a Tudor Sedan for commercial use, using the “Sedan Delivery” name for the first time.

In 1936 Ford (as well as Chevrolet and Plymouth) gave their Sedan Delivery a unique new body, one that became traditional for this type of vehicle. The body was no longer a sedan or station wagon with blank rear quarter panels in place of windows. It was now a smooth but boxy sheet metal shell with neither indentations nor windows behind the two passenger doors, retaining the passenger car front-end sheet metal and trim. This model remained in Ford’s commercial car lineup until after World War II.

1952 Ford Courier Custom Delivery
1952 Ford Courier Custom Delivery

Ford’s 1947 model lineup was the last to include a sedan delivery until the 1952 Courier came along. The Courier followed the traditional sedan delivery design until the 1959 model year, when it became a stripped-down commercial version of the 2-door Ranch Wagon with just a driver’s seat, very little interior or exterior trim, and fixed side windows in place of blank rear quarter panels. The all-new 1960 Ford line included what became the last of Ford’s full-size sedan deliveries, another Ranch Wagon-based Courier. The Courier name was not used again until 1972 when it was applied to a small pickup built by Mazda and imported from Japan by Ford.

The introduction of the Falcon model for 1960 led to a compact Sedan Delivery for the 1961 model year built on this new smaller chassis. This configuration was continued through the 1965 model year when sales decreased to 649 vehicles and the model was dropped. Ford’s Econoline Van was a cab forward design delivery truck, introduced for 1961, and ultimately replaced the Sedan Delivery. Ford offered a Cruising Wagon package for the compact Pinto Station Wagon from 1977 to 1980 was sometimes used as a sedan delivery. A porthole appeared in place of each rear side window, leaving plenty of space for the advertising that was frequently applied to the side panels.

1932 Chevrolet Sedan Delivery
1932 Chevrolet Sedan Delivery

The history of the Chevrolet Sedan Delivery began in 1930 and ended in 1960, when it was replaced in the lineup by the more spacious 1961-63 cab forward, rear-engined Corvan. For those who wanted a more conventional front-engine layout the Chevy-Van was offered from 1964. Though capable of serving a similar purpose, the Chevy-Van and the Corvan did not meet the definition of a traditional sedan delivery, i.e. they were trucks not cars. Potential sedan delivery buyers would not see one in Chevy showrooms again until the introduction of the sub-compact Vega Panel Express (1971-75), and later the Cobalt-platform HHR Panel (2007-11).

Plymouth’s Commercial Sedan of 1935 looked like a 2-door sedan, but with a removable rear seat, a side-hinged door at the rear of the body and advertising panels covering the rear side windows. The interior was spartan, stripped to allow for maximum carrying capacity. By 1937 this model had become more of a purpose-built 1941 Plymouth Commercial Carsdelivery vehicle rather than an adaptation of a sedan, but it retained the basic passenger car front-end appearance and sales reached 3,256 for the year. This model continued in the lineup but the name was changed to Panel Delivery for the 1939 to 1941 model years. A small number of DeLuxe Panel Deliveries were reportedly produced for the 1942 model year, but this was no longer a cataloged model and did not reappear after World War II.

1949 Pontiac Sedan Delivery
1949 Pontiac Sedan Delivery

The Oakland brand was a member of the General Motors family when it spawned Pontiac in 1926. The new Pontiac line added a DeLuxe Delivery for 1927 only, but some references call it a truck rather than a sedan delivery. Pontiac sedan delivery models sold from 1949 to 1953 in the United States were built on the Pontiac chassis (120” wheelbase with a 90 HP Six or a 104 HP Eight in 1949). The high point of U.S. production was 1,362 with the 1950 model year.

Sedan deliveries were generally more popular in Canada than the United States. Pontiac produced them in Canada from 1938 to 1958 using the Chevrolet chassis (115” wheelbase in 1949) with Chevrolet 6-cylinder engines (1938-1940 and 1955-1958) and Pontiac 6-cylinder engines (1941-1954) (90 HP in 1949). Canadian production exceeded the number built in the U.S.  each year from 1951 through 1953. The figures for the 1953 model year were  2038 Canadian and 468 U.S. vehicles..   In the late fifties sedan deliveries were marketed and sold by GMC truck dealers in Canada.  In 1958, the final year for this body style, production dropped to 449 vehicles.   A Pontiac Astre Panel, based on the subcompact Chevy Vega, was offered only in Canada from 1973 to 1975. Total Pontiac Sedan Delivery production in both countries from 1938 to 1958 was more than 17,000.

1938 Bantam Panel Truck
1938 Bantam Panel Truck

Studebaker made several attempts at producing a sedan delivery. The first, in 1932, was a Rockne Model 65 Panel Delivery. A few years later they built the Champion Sedan Delivery (1939 – 1940), a 2-door sedan with blanked-out rear side windows. Later efforts were the Commander (V-8) and Champion (6) DeLuxe Conestoga 1940 Studebaker Champion Sedan DeliverySedan Delivery models, commercial variations of Studebaker’s new-for-1954 Station Wagon, followed by the similarly configured 1958 Panel-wagon and the 1959 Lark Panel Delivery.

The Sedan Delivery gradually gave way to the cab forward type vans and commercial minivans, as did the full-size Panel Truck, which last appeared on the market in 1966 (Dodge Town Panel). Ford & Chevrolet’s last panel trucks were built for the 1960 model year. As previously mentioned the Chevy HHR Panel was sold in 2007-2011, but it never sold well.

Today home delivery carries a far wider range of products to residential customers than ever imagined back when the Sedan Delivery served our cities and towns.  One example of today’s need for low-cost, light weight and highly maneuverable delivery vehicles is the Ford Transit Connect.  Since they were first imported to North America in 2010, these agile vans have become popular with small businesses and urban delivery  carriers.  But the Transit Connect is only one of the modern vehicles carrying on the legacy of the Sedan Delivery.  Long live the Sedan Delivery!

Three Sedans copyOTHER MAKES:
• American Austin – 1930 to 1934 Special Delivery
• Bantam – 1937-38 Panel Truck, 1938 Panel Express,
1939 Panel Delivery & Boulevard Delivery
• Chrysler – 2000 Panel Cruiser (PT Cruiser concept)
• Crosley – 1940-42 Parkway Delivery,
1940-52 Panel Delivery
• Hudson – 1939 112 Custom Panel Delivery,
1940 Six Panel Delivery
• Meteor (Canada) – 1952-61 Sedan Delivery
• Essex Terraplane – 1933-34 Sedan Delivery
• Nash Rambler – 1952 Deliveryman
• Rambler – 1959 Sedan Delivery (prototype)
• Reo – 1930-35 Panel Delivery
• Terraplane – 1935 Sedan Panel Delivery,
1936-38 Custom Panel Delivery
• Willys – 1933-36 Panel Delivery

Carlo – A Talent for Speed

Carlo Abarth PhotoCarlo Abarth’s intensity (and capriciousness) might well be attributed to his heredity. Born November 19, 1908 in Austria under the sign of Scorpio as Karl Alberto Abarth (pronounced Ah-bart), his father Karl Anton Abarth was known for rapid swings between passions but not so much for diligence in his endeavors. The family’s foundations were in Merano, Austria where Karl’s grandfather was a prominent citizen.
Karl was mechanically precocious, disassembling and reassembling household hardware as a child. He also excelled at sports and spent his teen years working on and racing bicycles, with noted success. As a seventeen year old he joined Castagna in Vienna as a bicycle and motorcycle frame designer before moving to Degan in the same city. These jobs were mostly unpaid. He spent a couple years there before joining the Motor Thun motorcycle operations in Traischkirchen, 20 km south of Vienna. He worked as the support mechanic for Joseph Opawsky from 1927 to 1934. Not long after taking on his new responsibilities Karl decided to get serious about his own racing aspirations. When a factory rider fell ill, he was asked to stand in for a race in April, 1928. His performance showed a good measure of talent, setting fastest lap during practice and intimidating the regular factory riders. He was given a backup machine for the competition and when it broke down, Abarth suspected it wasn’t an accident. The factory team management refused to support his claims so he quit in protest. His actions brought him grief with most factory teams in Europe. They refused to take him on.
Ever resilient and ambitious, he bought himself a 250cc Grindley-Peerless and tweaked it with the engineering expertise and competitiveness he brought to all his projects throughout life. Mere months after his impromptu and short-lived motorcycle racing debut with Thun, Abarth won his first race on the modified British single at Saltzburg, July 29th, 1928.
Impressed with Abarth’s accomplishments, the James Motorcycle Company of Birmingham, England hired the 20 year old rider to campaign their machines. The same year (1928) Abarth designed and built his own motorcycle, a water-cooled two stroke based on a Villiers power plant and a heavily modified frame. Over the next decade Karl Abarth won many motorcycle races and became internationally known as a fierce, talented competitor. He was European Champion five times, a feat even more impressive because he financed, built and maintained the bikes he raced.
An observation offered by an early (cynical) observer that every motorcycle rider has either crashed or will someday surely crash is even more applicable to racers. Though hardly the first time he went down, Abarth crashed heavily during a race at Linz, Austria and decided he needed to take it a little easier. “Easier” meant designing and building a sidecar rig with which he proceeded to win many more competitions. He also made headlines by racing and beating the Orient Express over the 1372 kilometers between Vienna and Ostend on the Belgium coast in 1934. It did take him two tries, electrical failure leaving him 15 minutes arrears the first time. A week later on the return trip he was home first by 20 minutes. Perseverance was an enduring Abarth characteristic, along with a strong measure of self-promotion and some say more than a pinch of flim-flam. Also in 1934 Karl married the secretary of Ferdinand Porsche’s son-in-law Anton Piëch. This relationship brought him into the Porsche engineering community, opening new doors for future opportunities.
In 1938 the Italian motor sports organization approached Karl, offering an attractive deal to help their national racing efforts in Nazi Germany. Karl, well aware of the political environment swirling about Europe, accepted the offer to race with the Italian’s. He needed an Italian license to compete and decided to use the Italian version of his name. Karl Alberto Abarth called himself Carlo and changed his home address once again to Merano, now an Italian city (annexed by Italy after WWI).
His penchant for going fast on two or three wheels finally caught up with Karl at the end of the season in Yugoslavia. A serious crash put him in the hospital for a year. It was 1939 and he was 31 years old. As he was recovering Europe was once again in growing turmoil and Austria was under the shadow of a belligerent Germany. Karl decided to stay in Yugoslavia working for Ignaz Vok in Lubjljana converting internal combustion engines to run on kerosene for the civilian market. This work further developed his expertise with small displacement motors.
With many adventures and challenges to overcome over the next few years, Carlo finally made his way to his childhood home town of Merano. His father, who had become a naturalized citizen of Italy some years before, was able to smooth the way by arranging an Italian identity credential in the name of Carlo Abarth. A few years later Carlo too gained Italian citizenship, setting the stage for the work that would bring him world-wide fame on four wheels rather than the previous two or three.

Abarth: The man, the machines Georgio Nada Editore
Vimodrone, Milano, Italy ISBN 88-7911-263-5
The History of ABARTH, Carlo (Karl) Abarth and the Abarth Fiat 500
The History of Abarth
Abarth Article
Abarth História Ficha Técnica

Carlo Abarth – Master of “Small but Wicked”

Fiat Abarth – Piccole ma cattive!

For some reason Fiats have been on my mind. Today, looking through some industry press I noted Fiat recently held the unfortunate record for most days of inventory waiting to be sold (136). The new Fiat 500 is doing ok and the resurrected Abarth is a kick to drive but the 500L has failed to ignite much passion in the market.
In only vaguely related news, a couple days ago Sergio Marchionne, head of Fiat Chrysler Automobiles NV (FCA), pulled the plug on one of the industry’s most prominent and respected players, chairman of Ferrari Luca Cordero di Montezemolo.
While discussing the life and times of Fiat/Ferrari with an acquaintance this afternoon we rummaged back to earlier days of Fiat powered racing and my friend fondly recounted flogging a late ‘60s Fiat 750 Abarth on tracks here in California.
Setting aside the not so good recent Fiat news, we enjoyed reminiscing about the Carlo Abarth Photomarvelous hardware Carlo Abarth created from otherwise prosaic coupes. I decided to follow the serendipitous path we had come upon and dig through my collection for interesting Abarth material.
Carlo Abarth was indeed a fascinating guy. He shared Enzo’s passion for racing and drove his teams to a long string of racing victories. A brilliant engineer, the breadth of his expertise FIAT Abarth Winsand his capacity for innovation was amazing. Yet, after decades of success – punctuated by a number of missteps, his company was ultimately absorbed by his main benefactor, Fiat, in August 1971. Carlo’s fanatic focus on racing, combined with a famous my-way-or-the-highway attitude, meant profits sometimes failed to support his ambitions.
Making small bore machines go “… very, very fast…” was Carlo’s obsession. Don Rosendale wrote an excellent history recounting Abarth’s accomplishments, from which that quote is taken. At the time of the article (Automobile Quarterly, Vol. 1 No. 3 Fall 1962) an Abarth Simca 1300 had been clocked at 150 mph on a FIAT-Abarth Models 1960public highway outside Turin. At the LeMans trials a few months earlier, the modified Simca had beat the times of the quickest Jag XK-E by a humiliating 10 seconds a lap.
The car that made Mr. Abarth’s name famous in automotive racing households across Europe was the Fiat 600. Introduced in 1955, the 600 was the basis for the 750 Abarth coupe my friend campaigned

Fiat 500F and Abarth 595, Predecessor to the 600
Fiat 500F and Abarth 595, Predecessor to the 600

more than 50 years ago. The stock 600 made 22 horsepower. Carlo stroked it to 750cc and pulled 47 ponies from the same tiny block of aluminum. Bolting on a twin-cam head (Bialbero) to replace the pushrod system raised the power further. The Fiat 600 D model introduced in 1960 could be punched and stroked to a full litre – Carlo’s “Mille” engine. The modern 500 Abarth would undoubtedly suffer under Carlo’s scrutiny: too big, too heavy, too plush and nowhere near fast enough…2012 Fiat 500
In honor of one of those wonderful fanatics who pursued their automotive visions and advanced automotive technology by doing what “couldn’t be done”, over the next several weeks I’ll provide a short series of articles recounting some of Carlo Abarth’s story and remembering several of his creations.
To encourage audience participation I make this offer: I have a press presentation box (see photo) from the 2012 Fiat 500 Abarth North American Debut at the Los Angeles Auto Show – it really should be in the hands of an Abarth collector/owner/admirer. I propose anyone interested write a short Fiat Abarth story and send it along to me via e-mail (Word Doc, please). [] A decent command of the English language is necessary, but my close circle of automotive cognoscenti and I will choose the one we like best. The winner will be notified in due course and the Abarth Presentation Kit awarded with appropriate ceremony.

Abarth 2012 Press Kit

Looking forward to your stories!

Fine print: Only one winner (only have one box). Decision of judges is final, regardless how arbitrary it may seem. All submittals become the property of Alden Jewell, unless specifically requested otherwise. Some of the better submittals may be published on this site or in other forms by Alden Jewell – attribution will always be included. If there is anything about this that violates some law I don’t know about the whole deal is off. Most important – Have fun.

Ahhh, The Wonders of Wood!

Let’s talk about Woodies (or Woodys)….. wood-bodied cars, wagons and trucks, that is. I’ve harbored a soft spot for woodies for a very long time, even investing the time to write a book about them [Wagons and Woodies: Advertising Postcards 1922 – 1959] a couple years ago. Such vehicles have been around for many decades and have been created in an amazing variety of shapes.

1922 Babcock Estate or Depot Body on Dodge Bros

Early cars wore sheet metal bodies that utilized wood as the basic structure. The woodies took the opposite approach, bolting wood bodies onto steel frames. One British manufacturer (Morgan) to this day persists in using ash framing for their steel or aluminum coachwork.

In the second and third decades of the 20th century car manufacturers competed aggressively for market share. Long distance travel in the US remained far more efficient and comfortable on the transcontinental railroads than by person vehicle. Taking a taxi (a “hack”) to the train station was the beginningof a typical cross-country trip and loading several people, along with their pile of luggage, frequently proved challenging. A unique vehicle, optimized to transport passengers and all their baggage to and from railroad depots, was seen as a fresh opportunity to expand

1924 Cantrell Suburban Body on Dodge Bros

automotive sales. And so was born the “depot hack” or “depot wagon”. In a small, unproven market wood was a low cost, easily worked material well suited to form the desired capacious bodies.

Small firms were the first to test this new market opportunity. Their vehicles employed simple wood bodies mounted on a chassis procured from one of the car manufacturers of the day. The earliest vehicles were intended for short trips carrying large loads at low cost – protection from the elements was minimal or non-existent. Former carriage builders, such as Mifflinburg Body Co. of Mifflinburg, Pennsylvania, J. T. Cantrell & Co. of Huntington, New York and H. H. Babcock Co. of Watertown, New York, produced successful combinations of wooden bodies built upon automotive underpinnings.

Cantrell offered their “Depot Wagon” in 1915 and later adopted the name “Suburban Bodies”. Period Cantrell advertising claimed they were “Designers Of Cars For Country Use”. In the Model T era Ford chassis were frequently chosen for conversion to woodies.

The economic prosperity of the 1920s brought the Suburban then the Station Wagon, somewhat more sophisticated evolutions of the

1946-47 Campbell Highlander Station Wagon on Dodge Truck Chassis
1946-47 Campbell Highlander Station Wagon on Dodge Truck Chassis

depot hack or depot wagon. The earliest station wagons offered optional side curtains to protect passengers from the elements. These proved ineffective and, starting in the mid-thirties, were replaced by windows that rolled up or slid from front to back, no doubt increasing the comfort of the passengers when the weather turned sour.

As this new mode of travel gained popularity as personal transportation rather than merely utility vehicles for hire, wood bodies were developed by a number of companies for Chevrolet, Cadillac, Chrysler, Essex, Franklin, Graham-Paige and Studebaker chassis, among others. Companies such as Hercules, Campbell, Springfield, York, and Martin-Parry were among those competing for the growing market. The Dodge Brothers (later just plain “Dodge”) chassis began to be featured frequently in Cantrell and Babcock advertising in the ‘20s and ‘30s.

Inevitably, the major car manufacturers paid attention to the success of this pragmatic vehicle configuration and wanted a piece of the action. A 1923 Star is generally acknowledged as the first “production” station wagon, but the first of the major manufacturers to produce and advertise their own station wagon was Ford. One 1929 Ford Station Wagon SMfull-page full-color magazine ad was published for the 1929 Model A Station Wagon. Today that ad is hard-to-find and much sought after by collectors.

U.S. Body and Forging Co. (USB&F) contracted with Chrysler Corporation to build Westchester Semi-Sedans (station wagons) using Plymouth and Dodge chassis in 1933, and continued to build them until 1941. They were sometimes marketed with small black-and-white ads that appeared in upscale publications such as Country Life.

Chevrolet’s first Carryall Suburban was introduced in 1935, but it was not a woodie. Chevy chose to make their wagon/utility body of steel, and since it was on a truck chassis it was more like an early SUV than a traditional station wagon. The first Chevrolet car-based Station Wagon made its appearance for the 1939 model year.

Other car and truck manufacturers soon followed: Reo offered a truck-chassied Suburban Semi-Sedan for 1935. International’s truck-based woodie wagons in the ‘30s were built by M. P. Moller of 1935 Chevrolet-Hercules Station Wagon SMHagerstown, Maryland and a couple of other small companies. Hudson included a station wagon in their Terraplane lineup in 1936. Pontiac’s first station wagon was a 1937 model. Even American Bantam and Crosley made station wagons available, but they were not big sellers.

Packard advertised wood-bodied station wagons in the early ‘40s but few of them left the dealerships. The long-running Estate Wagon by Buick made its first appearance in the 1940 model year, as did Oldsmobile’s first Station Wagon. Chrysler’s first factory woodie was the 1941-42 Town and Country, which seemed to be a cross between a sedan and a station wagon, in a class by itself. Willys had first used that same name for its rather traditional 1940 to 1942 woodie station wagons.

As World War II ended, the manufacturers were faced with pent-up demand for new cars, as none had been built for the 1943 through 1945 model years. The transition from producing war equipment to domestic vehicles would take time. Rather than wait for all- new postwar models to be designed and engineered, Chrysler, Ford,

1936 Plymouth Westchester
1936 Plymouth Westchester

Mercury and Nash opted to recycle some of their pre-war sedan and convertible designs by adding wood trim to dress them up (and sell them for higher prices).

Chrysler continued the use of the name Town and Country, which now identified their convertibles and sedans with wood trim rather than the sedan/wagon hybrid of the pre-war years. The Ford Motor Company used the name Sportsman for both of their wood-trimmed convertibles, Ford (1946 and 1947) and Mercury (only in 1946).  Based solely upon their production date, 28 Ford Sportsman vehicles were identified as 1948 models. The Ford Sportsman appeared in a few ads and brochures, but there were few takers. I’ve never seen an ad or a brochure for the very rare Mercury Sportsman. A wood-trimmed fastback Nash sedan took the oft-used name Suburban for 1946 and 1947, but it too was less than successful in the marketplace.

Chevrolet did not offer a wood-trimmed postwar factory model, but a small firm, Engineered Enterprises, Inc. of Detroit, offered pre-cut wood trim under the product name “Custom Country Club” to Chevy’s dealers for three of their 1948 body styles. Packard’s

1940 Cantrell-Chevrolet S.W
1940 Cantrell-Chevrolet S.W

Station Sedan (1948 to 1950) was a streamlined woodie that seemed to be the offspring of a sedan and a station wagon, much in the mode of the prewar Chrysler Town and Country. Wood bodies were increasingly mounted on truck chassis in the late ‘40s, for major makes such as Ford, Chevrolet, Dodge, International and Studebaker. Cantrell, Hercules and Ionia were major suppliers of station wagon bodies to the car manufacturers in the late 1940s.

The decline of the era of wood-bodied station wagons was initiated by the introduction of the all-steel Willys Jeep Station Wagon in 1946, which proved to be surprisingly popular. The Plymouth 1949 Willys Jeep Station Wagon & Station Sedan SM copySuburban was the first of the Big Three’s all-metal wagons and it was an instant hit in 1949. Ford’s first all-steel station wagon was the very popular Ranch Wagon, introduced as a 1952 model. The top-line Ford station wagon, the Country Squire, continued to use wood trim for a number of years, but it evolved from real wood to faux-wood fiberglass and decals. The last station wagon from a U.S. manufacturer to use any real wood trim was the 1953 Buick.

Station wagons, with or without wood trim, continued to be popular for decades, but the term “station wagon” seems to have drifted into the history books for the most part. “Minivans”, sport utility vehicles (SUVs), 4-door pickups and “crossovers” have taken over the duties of hauling large loads of people and their luggage. The newest1953 Buick Roadmaster Estate Wagon concoctions are technical wonders and handle their tasks with efficient aplomb but none match the functional ostentation of a 1953 Buick Roadmaster Estate Wagon.

New Old Beginnings


As many of you visiting probably know, I’ve spent the past several years collecting, scanning and posting many of my favorite photos of cars and other vehicles on Flickr. My huge thanks to the many folks who have enjoyed the pictures and comments, especially those who have offered encouragement or corrected my hopefully rare mistakes. I have spent far longer than I care to acknowledge researching, reading and collecting documentation of our automobile adventure. Over the years I have had the privilege of providing information and graphics to companies and individuals looking for that special piece of content they can’t find anywhere else. I expect to continue that work here at

Since I’m a car guy, not a webmaster, I will be working on the format and content for awhile as I feel my way along. I expect to try different looks at the start because what I want to do is offer the same range of images as I have on Flickr, but add material which I have created or is otherwise copyrighted. Obviously it will take some time.

Speaking of friends from my Flickr site, “HarborIndiana” (Andy) created the fabulous drawing of the car I used in the banner above. The art deco era towncar is dubbed the “Alden Jewell” and I only wish Andy and I could actually drive it down to Pebble Beach for the next concours.

Again, thanks for stopping by. I will be working diligently to populate this site with much old content and more new stuff in the months and years ahead. Drop me a line if you like – – just be extremely patient if you want a response. I’ll be head-down, fingers drumming on a key board during most waking hours for awhile.