"Mini Mille"

It's that time again, time for the sun to hang around a little longer and time for a car show. The California Mille begins with an all day party and car display in front of the Fairmont Hotel atop San Francisco's Nob Hill, their "Kick Off" so to speak.

Well, not to be out done, we thought we might as well have a kick-off of our own. The day before the party SCDC left the city and headed for the hills.

What's a great car to tackle both tight city streets and mountain switchbacks? Parallel parking and apex clipping? The Mini Cooper S. With it's wide stance, taut suspension and responsive drive-train, the Mini really is an underrated sports car. I spent the day with my lovely co-driver in a 2006 "S", while friends followed in an '03. We began by slicing through Ocean Beach and over the Golden Gate. Boats of every size criss-crossed the bay below us, taking advantage of the ideal spring weather. We inched through Tamalpais Valley (traffic) and on toward the coast. Once we crested Coyote Ridge and entered Muir Woods, the traffic cleared for just long enough to see what the Mini was all about. Sometimes it's the little things; a small, thick leather steering wheel, well placed pedals and a decent shifter make this car very inviting. Add to that great visibility, nice seats and a flexible, 168 horse power supercharged 4 cylinder and let's motor! This section of HWY1 is windy and smooth, as it steadily descends, carved into the earth and perched above the ocean far below. No room for heroics here- especially with Saturday traffic on hand. Instead we saved that for the road to come.

Once past Stinson Beach we turned on to our secret road. Not to say this is an impossible route to copy, but I'd like to keep it challenging to find. Rough and barely wide enough for a passing car, there were no lines to divide the oncoming lane- this old road was just what the doctor ordered. While the Mini does boast some surprisingly stiff sport suspension, it handled every bump, crack or dip just as you would expect a relative of the BMW 3 series to perform. We quickened the pace and began to get a feel for the tight and twisty road. I kept it in second gear most of the time, letting the supercharger whine, going to first only for the tightest of hair pins. The brakes were nearly fade resistant, fortunately, as I relied on them heavily after every short straight to get the stout little hatchback around the next bend (mostly hair pins). It got old seeing that dark gray Mini in my rear view mirror, and I decided to push my tires to their limits. I exercised third gear now and pressed the brakes to where I thought they would fade- still nothing! As my co-pilot and I glanced for the next turn out of the side windows, the Mini squealed it's front tires as we chirped and accelerated out of every corner. Redwood trees served as apexes and I was finally able escape the shadow behind me, if only temporarily. Around the next sweeping blind turn an oncoming Prius lazily wafted into our lane just slightly...enough to cause me to react with a sharp stab of the brakes and a quick tug on the leather steering wheel. The Mini never flinched, disaster averted. I think the Prius owner has probably just gotten their breath back by now, but wouldn't you know it; my Mini cohort has taken advantage of my "avoidance maneuver" and attached himself to my tail once again. One step forward...

As we emerged from the dark Redwood forest, we were presented with a perfect stretch of sunny pavement before us. The road lined the top of a ridge with grassy meadows and wildflowers with the great Bolinas Lagoon, and the Pacific Ocean sprawled out down below us. (I realize now...I was in a damn Mini commercial! Where was the helicopter camera?) What a road! Well paved, nice elevation changes and views galore. We stopped a moment to take it in before we headed on toward Mt Tamalpais. We continued on up toward the top of the mountain. The road remained narrow for the rest of the ascent, and the Mini still proved to be the perfect little warrior...sharing the road with cyclists and weekend drivers alike, but always urging to go little quicker.

Mt. Tam. If you've never been, you owe it to yourself to check it out...especially if you are a long time resident of the Bay Area. As the highest peak in the Marin Hills at 2,571 feet, the vantage from the top is impressive. The entire San Francisco Bay is at your feet. The top of the Golden Gate peeks from behind Sausalito, and the city skyscrapers sit in the distance. Incredible.

We walked back to the parked Mini's to reflect on the drive, apparent sunburns and dinner options. There isn't a lot to compare between the '03 and '06 Cooper "S". Aside from the headlights and slight interior changes, they are essentially the same. As far as the driving experience goes- again it's too close to call. I know everyone says these cars are fun to drive, but it's true! All of it's true. When has a car ever really lived up to this kind of hype? I will say the '06 car had a more aggressive exhaust tone with a more noticeable back pressure burble, something I enjoy.

Returning to our driving positions, we trundled all the way down through Mill Valley straight to Tiburon, and finished the day at Sam's, a well known restaurant and bar on the dock. As we looked back at the mountain behind us I thought aloud, "we need to do this again very soon."

I think the Nob Hill elite would agree.

2003 Mercedes S55 AMG (I disagree)

I'm a little disappointed after reading Natalie Neff's review of your 2003 S55 AMG Mercedes. She nit picks about the ergonomics of the controls and the woe-is-me Command center, items that begin to get easy when you are in the car quite a bit. I can agree with her about the cruise control stalk being placed near the turn signal, but I have to disagree with her about the overall picture she paints when describing the car and its intended mission. This is the greatest sedan built on the planet for $116,435, possibly any price (other than the S600), period. Until the M7 is invented or Audi introduces the new S8 or when the Quattroporte hits the streets, what other full size sedan fills this space?

I recently had the pleasure of driving a 2003 S55 with 10k on the clock for the day through San Francisco, down the autobahn of the bay area (HWY 280) and over the Santa Cruz mountains. To say this is a quick car would be an understatement. Using the well placed shift buttons on the back of the steering wheel, I felt quite connected to this 4300 pound vehicle, and welcomed both the traction control (which can be turned off, Natalie) and the active body control (in sport mode). In manual mode, first gear becomes an amazing key to the rocket ship abilities that 516 lb/ft of torque can provide- the car lunges at even the smallest tap of the accelerator. Also I'm pretty sure the ABC doesn't dial in what body roll "you should feel", but rather dials the car as flat and as comfortable as possible, and at times it feels quite amazing how well it does it. I will admit that the interior could be a little more special for a car at this price, like the new Maserati Quattroporte which has a beautiful interior, power points galore, refrigerated center console, and even a redundant color screen between the instruments, but its hardly worth complaining about. By the time all the latest and greatest super sedans are out and about, Mercedes will be redesigning the S class and trumping the competition once again.

I would be interested to see what kind of comments Neff would have for a car like the Lexus LS430, a car that takes the road and driving passion and places the driver as far away as possible.
Natalie, next time you have the absolute pleasure of being able to drive this car, take a deep breath and remind your self that Mercedes isn't Lexus. Thank god.

Sincerely,

Warren Madsen

Santa Cruz, Ca.

*Originally submitted to AutoWeek as a comment to Editor Natalie Neff's review, 2003*

1941 Cadillac Fleetwood Series 75 Limo

Looking across the large hood of this 1941 Cadillac, the goddess-like ornament captures the eye. “I don’t know where you could find another one of those,” says Frank Cousins, referring to the beautiful chrome mascot adorning his very original Cadillac Fleetwood Series 75 Limo. “The car is all complete, everything is there.” The theme of originality is a pleasant surprise in a day where everyone can overhaul and customize a car in a week. This car has been basically left alone for over 60 years.

Built for the Wrigley family, of the Wrigley gum empire in Chicago, it was used sparingly as a personal limousine for the family. During the brutal mid west winters it was always kept the in a heated garage, something that is apparent while looking at the straight rust free body on the car today. Other than the eight year old layer of piano black paint (the original color) and some fresh chrome, the body is just as it was when the limo was purchased in 1941. Fender skirts adorned with Cadillac crests cover the rear white walls and running boards run the length of the 136 inch wheel base and along the bottom of the vault-like suicide doors. The yellow fog lamps and hill holder were optional on the series 75 Cadillac Fleetwood and both are featured here. The standard touring sedan sold for $3140 with only 405 built. Only an additional 98 were constructed with a formal electric divider from the chauffeur and the cost was $4045, the most expensive car in the line-up. This is one such car and a rare survivor.

“I always liked the ’41 and I have been looking for one for a long time.” says Frank. “I drove to L.A. four times. I went to look at one I had found on-line and the pictures looked great but when I got there, the car was in pieces. He hadn't mentioned that!” After looking for years he found this example in Volo, Illinois offered by a dealer and purchased it in April 2005. The odometer reads a tick over 55k miles on the original 346cu in. flathead V8 with all numbers matching. The three speed transmission is selected through a column mounted shift knob and the car amazingly lacks power steering although Frank assures me it isn’t missed as it’s weighted properly for both highway cruising or parking lot trundles.

While the exterior is substantial; the roof is seven feet tall and the wheelbase is six inches longer than a Chevrolet Suburban, it’s the interior that draws your attention. The dash was special ordered body color (black) instead of wood, an interesting detail. The rich leather seat has been re-covered recently but otherwise the gauges, instruments, steering wheel, leather headliner and even that new fancy plastic material- everything-remains as it did all those years ago. The rear compartment is stunning considering it has only been cleaned and nothing more. The plush theater style bench seat is wrapped in what feels like cashmere and adults sit comfortably three across. Two individual “opera” seats fold out from a hidden floor compartment, just in front of the rear footrest, making this limo a true seven seater. The wood work is intricate and frames the entire rear compartment. An elegant clock rests front and center, classy opera lights are found on each side of the cabin and even the standard smoking kits in both arm rest glove compartments are complete with cigarette holder. The ladies side featured a special mirror and a radio for the backseat passengers.

Not intended to be a performer, Frank says it’s easy to cruise along at highway speeds and the 150 horse power and around 280 lb/ft of torque, which was standard on all Cadillac’s through 1948, is plenty. Frank drives the car every weekend around the county. “I have four grand kids and they love riding in it,” he tells me. Being that it is a “driver” and not some trailer queen; the car may not be in “concours” condition, which helps make this Cadillac so appealing. Sure, there are the spots of tired paint but consider the alternative. Instead of hiding in a warehouse, being stripped of its purpose and identity, this lucky car is owned and enjoyed by people who cherish the opportunity to drive it. I hope they keep driving it; looking out to that classic mascot on the hood to guide their way.

*Originally published in the Good Times for Hot Rods at the Beach 10/05*

"The Drive" before the Palo Alto Concours

The event before the event. It has become a common occurrence amongst car show madness in California, in this case, the Palo Alto Concours d'Elegance. Held every June in or around Stanford University, the show incorporates an actual driving tour of the surrounding area. Not every car that appears in the show participates in this event, but the joy of seeing the selected cars as they were intended (going, stopping, turning) is more satisfying than seeing them dolled up on the university grass come Sunday.

The day began early at the Bloomingdale's parking lot. A Ford GT supercar parked next to a Jaguar E-type prepared me for the mixture that was to come. Event organizer Dave Buchanon eagerly anticipated the field as a wide assortment of vehicles pulled into the staging area. Porsche 356's, Corvette Stingray convertible, a Packard coupe and an Austin Healy once driven by Carroll Shelby and now perfectly restored, sat nestled next to a Ford Model A...waiting for our California Highway Patrol escorts.

We were told this was not a race (!) and the CHP were only to assist through busy intersections and guide the way along our route, but when they arrived in black and white Porsche's (one a Cayenne S and the other a new Cayman S- both adorned with full CHP livery) and their great white shark (a white Z28) we got the idea they were also prepared to stretch their legs along the way.

For my navigator duties I was paired with Scott "Kit" Krieger and his K-code fastback Mustang. Kit has a small collection of blue oval cars including a few genuine Shelby creations of which he has raced competitively. Kit's easy going attitude was a welcome change from the typical stuffiness found at events with "d'elegance" at the end of the title. Also, Kit had done "the Drive" last year and hailed from Hillsborough and knew the route from memory- all that was left for me was to sit back, take photos and listen to the endless comedy coming from my companion behind the wheel.

The drive began with a round-about through the Stanford campus, up Page Mill road and out westward into the hills separating the metropolis from the isolated coast. Our Mustang sported a stiff manual transmission, no back seats, racing harnesses and other competition inspired details like cotter keys for the hood and plexi-glass windows. We blazed through Atherton and kept close company with a Porsche 356 cabriolet behind and a big block Corvette ahead. The route connected a series of well paved switch-backs with Swiss Alp inspired rock barriers and expansive views of the South Bay. We climbed steadily to the summit where we were consumed by an unexpected barrier- bicyclists. Apparently the road would need to be shared with a huge bicycle race, leaving many cars hopelessly stuck behind groups of cyclists taking up the entire lane. For the heavy clutched muscle cars, like our Mustang, drivers were forced to work over time. Passing was nearly impossible until we crested the summit and drove down into the mix of fog and sun near La Honda and onto Pescadero.

We sped past rustic barns and worn down farms, Kit setting up turns nicely and carving a much better line than the Corvette we followed. In Pescadero we stopped at Duartes restaurant to pick up some artichoke soup that Kit couldn't resist, but the waiting crowd suggested we should motor on. We hooked a right onto Highway 1 along the Pacific Ocean and passed the perfect Austin Healey which had broken down on the side of the road. Kit blasted through gears and fog on our way up and over one of the numerous elevated bluffs our route involved. We kept a good pace since the group was well ahead of us now. Our unexpected stop in Pescadero had taken us out of the running. We roared north to San Gregorio where Kit stopped at a yard sale and bartered for an odd horse pillow. The seller wanted $10 and claimed he could get fifteen. Kit, determined to talk the price down- but probably not to buy, lost us another 10 minutes. I never left the car. Onto Stage Road, a short but sweet ribbon of pavement that loops back to Highway 1. Kit really let the Mustang stretch its legs, passing a wide truck on an impossibly tight straight. The rear tires struggled for traction on the cambered switch backs. Next stop, Half Moon Bay.

Kit turned on to the "historic" downtown strip and we were immediately consumed by tourist-trap traffic. Nothing we could do but check out the crowds of baby strollers and desperate couples, attempting to justify their long drive to "the beach". Right turn on Highway 92, past the pumpkin patches and greenhouses, over the mountain and across the San Andreas Fault. We followed a quick road along the dam, under 280 and into Hillsborough. Kit took numerous side roads and tried to remember where old friends and respected neighbors of his youth once lived. It felt like being in the south, large plantation style homes with white pillars lined the wide, clean streets.

We somehow wormed our way to Burlingame and plopped right back into the drive parade, a quirky Triumph TR2 showing the way. Our destination was the world famous, but never mentioned, "Candy Store". This private car club tries to imitate a prestigious yacht club, but important cars replace boats. The brick building sits on the edge of an industrial area in Burlingame and once served as a Cadillac dealership.

There are no signs or markings to give it away, but this building houses one of the most significant auto collections I've ever seen. In the lobby area sits a Ferrari 275GTB/4, a Lancia Aurelia spyder, a very nice Alfa Romeo 2800, a Mercedes 540K and an 8 liter Bentley. Combined value of just these cars is somewhere over four million dollars...no wonder they don't want anyone to know about this place! The red brick walls lend a nostalgic feel and once in the main hall you really get the sense this building has been here a long time. We were there to rub elbows, eat lunch and marvel at a few incredible cars. Event organizers arranged a catered lunch and a small auction and award ceremony. The food was great and the cars amazing. I sat closest to one of my all time favorites, a red, short wheel-base Ferrari 250 California. On my left was another rare Ferrari; the 250Nembo, and on my right a Cadillac Eldorado Biarritz. Across the large room a fast back Bentley Continental and an open top Delahaye collected dust. There were Mercedes Gullwings, a modern Indy racer and old brass era cars; something for everyone.

At the end of our lunch I said goodbye to Kit and the Mustang, he was heading north and I south. I hitched a ride in a Ford Model A and chugged along miles and miles of El Camino Real toward Palo Alto to where the day began, catching glimpses of myself in this iconic auto in shop windows along the way. The slow ride gave me time to reflect. The contrast from the roaring Ford I started in- a direct descendant of the car I ended in- was extreme. There was no comparing the two except the fact they both wore a Ford badge. The Mustang was the young whipper snapper, eager, brash, and strong, while the Model A was delicate and noble- still demanding respect for not only the years it has endured but also for the entire rally behind us.



*Warren Madsen 6/06*

Big Bertha

By Warren Madsen

Big. Art. Car. Rarely do these words find themselves together in the same sentence but these are just a few of the ways to describe Michael Leeds automobile, “Big Bertha.”

What began as an old hook-and-ladder fire truck three decades ago has completely evolved into a modern day version of a coach built roadster. Only this roadster has no equals, no ordinary hot rod can be parked next to it and be judged fairly. To understand this car is to understand its size. Over 5 tons. Over 20 feet in length. The drivers view is from10 feet off the ground. Over 1000 cubic inches comprise her V12 heart and she’s powered by clean propane. Massive body panels hang from her sturdy frame, the front fenders are 16 gauge steel and the rear boat tail sections are 18 gauge. Michael puts this into perspective, “there’s an entire Volkswagen in one of these fenders.”

To take on and accomplish a project of this size also requires large amounts of time. This is also true if you intend on teaching yourself the archaic art of coachwork building. The process had been invented in the early ‘20’s, mastered by the ‘30’s and nearly forgotten by the early 1960’s. This being the process of taking a car chassis or frame, complete with all running gear- engine, transmission, suspension, etc.- and building a unique body around it. The French are probably best known for this- designing delicate “tear drop” bodies, usually out of aluminum and placing them on small Delahaye or Bugatti chassis. Proof being that some of the best designs of that era now command multi million dollar prices at auctions. If the French had mastered the small and delicate side of coach building, then Michael was to invent and build the opposite end of the spectrum.

The old Seagraves hook-and ladder had been purchased from a junkyard in southern California for $250 and driven to Santa Cruz in the early seventies. This was already a large accomplishment given that the truck had been sitting for over 20 years and needed repairs just to get it moving. The vision for Bertha had solidified during Michael’s visit to the Harrah’s car collection in the mid-‘70s. A world-renowned glass artist, Michael was working on the Sly McFly’s re-fueling station at Cannery Row, and was studying a Mercedes SSK100 for a series of massive stained glass panels. A dual cowl SJ Dusenberg and the 1921 Hispano Suiza “tulip wood roadster” were two cars also there at the time that lent inspiration. Both of these designs rely heavily on the “boat tail” theme; tapered rear sections of the cars designed in hopes of achieving better aerodynamic efficiency. In a nice twist of fate, these cars became significant works of art in the process. These vehicles approached the scale of Michael’s project and fueled his vision. The tone was then set for what Bertha would become: a large boat-tailed roadster.

Beginning the transformation, Michael started with the front fenders. Built over wooden bucks and measuring over 11 ft. long, the swooping steel panels were complete in 18 months with the help of Donny Houseman of Mercury Metal Fabricating in Watsonville. Around this time Michael was introduced to another glass artist and hot rod freak, Randy Grubb. Randy urged Michael to complete his vision without compromising the design or cutting corners. With Randy’s help the wooden forms for the rear portion of the car took another full year to finish. Randy and legendary coach work builder Al Trumbly, brought the shape to life. Michael now endured countless 60 hour weeks building the industrial strength bodywork. Overall it took 7 years to finish the boat tail and rear fenders alone.

The interior would also be a significant under taking. Michael, a skilled woodworker as well, used a single giant piece of black walnut to finish the interior panels. The dual cockpits are framed in this unique wood and bordered with appropriate copper (originally refrigerator tubing) hand laid with excruciating detail. The finished product is perfectly placed in a car like this. Using a centrally mounted magnified analog gauge, the instruments inside are focused on the air compression systems that power the brakes, suspension and power steering. An ancient wooden steering wheel sits on the left with antique levers from a very early car placed nicely in the center of the wheel. The flooring is standard diamond plate, lending to the solid feel of this enormous ride. The transmission has been changed from a manual to an auto, with controls placed near the drivers’ knee. The custom brown leather bench seat compliments the walnut nicely and is a pleasure to sit in. The view out through the XK120 Jaguar windshield, shortened to create an aviation look, borders on towering, with yards of hood tapering nicely off in to the distance. In front of the motor you will find the original grill still in place attached to a mammoth hood with cowls cut along the sides for easy access to the V12. Atop the front fenders sit two antique headlights from an early Rolls-Royce. Around the back of the car you can appreciate the sleek tri-formed body and you’ll notice enormous dual exhaust large enough to keep a supply of softballs. When running, the exhaust smells of the propane being extracted from her 35-gallon tank. The wheels are standard Alcoa aluminum rims like those from any modern tractor-trailer and are sometimes seen hidden by “moon disc” hubcaps. Bertha has seen many different paint schemes throughout the years and currently she wears a flat pale yellow on her body and baby blue fenders caped with chrome and copper accents.

Although this roadster shares dimensions with a U-haul truck, cruising down the strip is no chore. “Driving Bertha is easy,” explains Michael, “but you really have to be in the mood.” Not because of how difficult she is to navigate, but rather because wherever Bertha goes people flock to her in droves. From toddlers to grandmas, people come unglued. “You’ll go into a store to get some groceries and you will come out and there will be a crowd. There’s nothing like it.” Michael says it took a long time to dial this car in, but now it’s a dream to drive. “I can go over [Highway]17 with one hand on the wheel, it’s so stable; [on the flat] she really likes to cruise around 80 mph.”

Michael denies having an idea of a “finished product.” His favorite aspect of Big Bertha is working on her- creating- and this portion of her life is coming to an end. Unfortunately for Michael he is not a maintenance person, and besides his shop, and lifestyle are not set up to keep an object (especially of this size) out of harm’s way. Most people who surround themselves with significant cars like Bertha only consider that they are merely watching over them until the next person takes over. Like Bertha, this transition will be big for Michael, but what big project is around the corner? “We just tracked down some 2500 cubic inch V12’s from some PT boats…” And so it begins again.

*Originally published in Good Times for Hot Rods at the Beach 10/04*

Hybrids and the City

More common than an alley cat on Cayuga street, hybrid powered cars are taking over Santa Cruz. Hybrid vehicles start with a standard combustion engine and combine it with a small electric motor powered by batteries that are continually recharged by the gasoline motor. Typically the electric motor is used during in-town driving and the gas motor turns on seamlessly and operates during hard acceleration and highway travel. Any Santa Cruz driver who glances at the vehicles around them will have probably seen the eco friendly Toyota Prius. Now well into its second body style, the Prius has put Toyota at the top of the hybrid segment. Dealing with the high cost of developing this emerging technology, Toyota took a gamble when pricing its efficient sedan thousands less than the actual cost of production. The gamble paid off. So popular are these cars that new Prius’ require an eight month wait and if you want it now expect a $3000 mark-up.

Playing catch-up, every other car manufacturer has been scrambling to capitalize on soaring gas prices and market their own hybrid car. Honda has done what it can by offering the small and unrealistic Insight, the Civic hybrid and now the vanilla ice cream Accord hybrid. This well known sedan will appeal to folks who are concerned less with making a visual statement- as is the case with the Prius’ enigmatic shape- and more interested in skipping the pump more often. Ocean Honda expects its first delivery of the Accord hybrid by late December. Close to a dozen people have lined up to get one and may have to pay a $3000 dealer mark up as well. These Accords will be hugely successful but it will take more than a glance to tell them apart from the standard Accord.

Oxymoronic as it may sound, the next big thing in hybrids will be the SUV. While no manufacturer has designed a full size SUV hybrid, several have introduced mid sized vehicles. The Lexus RX300 based H300 and the Ford Escape Hybrid; combine the rugged looks, high driving position and space of an SUV to go along with respectable fuel consumption. It’s about time.

While it would seem fellow Santa Cruzan’s might be anti-SUV, you don’t need to look long to find one. Trucks in general make up a large portion of our road going populace. Chevy has given us a reason to be less critical of it full size Silverado truck. An optional hybrid feature allows the truck to shut the V8 off during traffic stops. While at a red light, the motor shuts down and instantly fires up at the next tap of the throttle. Gas mileage improves 13% over a standard V8. Lucky for us, this hybrid I.P.O. from GM will be sold only in California, Washington and Oregon for the 2005 model year.

In the future, hybrid technology will find its way into sports cars and even super cars. At the Geneva auto show in 2002 Honda debuted its Dual Note concept and Toyota showed us its Volta concept two years later at Geneva also. While far from production, these cars highlight the fact that fuel efficiency can be had with supercar performance, and supercar good looks. I can only hope that they will invent a soundtrack to play while the car runs silently on electricity, after all, what good is a high performance car without a rumbling motor and barking exhaust? At least I wont stupidly walk in front of one like I did with a Prius not long ago. As I parked my car in the two story parking garage by 99 Bottles, I began to walk toward the street and was nearly clipped by a silent running Prius cruising slowly directly behind me. Thanks to an alert driver, I survived. I’m going to miss the sound of a combustion engine.

*Warren Madsen 11/04*

1934 Chrysler Airflow CX Prototype

Sometimes a design is so far advanced it can only be fully appreciated after it has come and gone. In 1934, Chrysler thought so far out of the box, the Airflow never quite enjoyed commercial success. In the early thirties, and still today, two factors remained at the top of consumers priorities- price and style. Compared to its contemporaries at Cadillac, Lincoln and Packard, the Airflow was shockingly unique. Gone were the externally mounted bulky headlights, upright grilles, and tall passenger compartments. Instead, aerodynamics played an integral role in design and Chrysler used a wind tunnel to hone the Airflow’s shape with help from Oroville Wright. Rather than placing bodies atop ladder frames the body was built using a new technique that we now recognize as unibody construction. This allowed for more spacious interiors and a lower, sleeker stance. No doubt an engineering milestone, the design was too far out of line, and the price too high, for the average motorist to accept in the economically depressed times of the mid-thirties and by 1937 the Airflow was done.

During the first model year run of 1934, a single prototype Chrysler CX Custom Imperial Airflow Town Sedan with coachwork by LeBaron was built. This car was purchased by Charles Goddard of Tulsa, Oklahoma, one of the founders of the Humble Oil Company; the original price was $2245. He used it until 1939 when it was given away under unusual circumstances. Mr. Goddard’s son was involved in a car accident and found on the roadside by a passing farmer, who placed the boy and his friend onto the bed of his pickup truck and drove them to the nearest hospital. Unfortunately the boy did not survive, but out of gratitude for his efforts, Charles Goddard gave his 1934 CX prototype to the farmer who kept it for over thirty years.

*Originally published in the Palo Alto Concours d'Elegance official program, June 2006*