Wednesday Addendum

Maybe for me the word should be spelled “Addendumb.”

I was remiss in not thanking 56packardman once again for his posting a link on the Studebaker and Packard forums to yesterday’s Disaffected Musings statement” and to the readers on those forums for clicking on the links to drive the number of yesterday’s views to even more than those of the day before. Every now and then I receive glimpses of the potential of the Internet and of this blog.


In my opinion life is way too short not to speak your mind, at least most of the time. The only constraint is that one need not be crass and vulgar. One shouldn’t go out of their way to offend someone, but one shouldn’t live in constant fear of doing so. Sometimes, offending someone is the only way to get their attention.


Tired of the pre-war cars? OK…


See the source image


From Wikipedia a picture of the ferocious and beautiful Lexus LFA. Yesterday, a friend of mine and I took a trip to another state (thanks, C/2) to see and to test drive a car that another friend of mine in a state far, far away has interest in purchasing. This friend is just not comfortable in the modern idiom of buying a car totally sight unseen.

So, what does that have to with the LFA? The car, not a Lexus, was/is being offered at a Lexus dealer. When I saw the Lexus LCs on the lot that got me thinking about the LFA.

Jeremy Clarkson of Top Gear and The Grand Tour fame called the LFA the best car he’s ever driven, even with the small gas tank and no cup holders. Lexus made just 500 of these cars from December, 2010 through December, 2012. From the public comments of some high-ranking Lexus executives, it doesn’t appear likely that Lexus will be making cars like these anytime soon, which is a shame.

The LFA was powered by a 4.8 liter V-10 engine producing 552 HP/354 LB-FT (?) of torque. Oh, it had an automatic transmission that could be paddle-shifted manually. The engine could rev to 9,000 RPM in less than one second so it had to be fitted with a digital tachometer as no analog tach could keep up. From Wikipedia,

“The Lexus LFA’s frame is made from an in-house designed and manufactured carbon fibre-reinforced polymer (CFRP) centre monocoque with aluminium front and rear subframes. The subframes, which can be removed and replaced minimising potential repair costs, are joined to the monocoque using a newly developed aluminium flanged collar designed to create a stronger joint. According to the manufacturer, the quality of the CFRP material matches that of aeronautical grades and is woven by a laser monitored circular loom, one of only two in the world. Overall 65% of the vehicle’s total body mass is CFRP material while the remaining 35% is aluminium.”

People who look down on hypercars and supercars with disdain (I call them self-righteous and ignorant snobs, just speaking my mind) don’t understand that, very often, the technology used to manufacture these cars and that is used in these cars finds its way into “regular” cars. It’s amazing and annoying how often people speak without command of facts.







If you like this blog please tell your friends and share the blog URL ( Thanks.


Photo Dump

A rather inelegant post title, but so be it. I find that many of the photos that I think are so great in the moment I take them are actually not so great when I look at them later. I took a lot of pictures at the AACA Museum during our recent trip, but many of them are just meh. Anyway, here are most of the good ones that I have not yet posted.



We all thought this ’31 Stude President was breathtaking and not in a Seinfeld kind of way. Once again (and again), I think photos like this are not designed to be viewed on a smartphone screen.



Obviously, this is a 1937 Studebaker State President Coupe.



This is a 1930 Cord L-29. Currently, the car is not on display in the main museum building, but is in the “overflow” building. The AACA Museum hasn’t always made this building available for public viewing, but now offers access for an extra fee. The fee is well worth it, in my opinion.



Also in the overflow building a 1938 Lincoln Model K convertible that my wonderful wife just loves. It is quite a car to behold.



This is Tucker #1001. The AACA Museum has a permanent exhibit on the Tucker automobile. Three cars are displayed and one of the replicas made for the movie about Preston Tucker is also there. In addition, the exhibit has blueprints, advertising, etc.

Museums—and not just automobile museums—are closing all over the country. Sorry, kiddos but the virtual world does not equal the real one.












If you like this blog please tell your friends and share the blog URL ( Thanks.



The “End” Of Packard; More From The AACA Museum

Thanks to 56packardman for making the effort to post a link to yesterday’s Disaffected Musings entry on the Studebaker Drivers Club forum and thanks to the avid followers of that forum for clicking on the link in such numbers that the number of views yesterday was the highest in over a month. (Yes, that’s a run-on sentence.) As is my penchant and one of my weaknesses I can’t resist poking the world in the eye with a stick; I think that the number of blog views for yesterday should be at the low end of the usual range for this blog and not the high end.


On this day in 1956 the last Detroit-built Packards rolled off the assembly line. From Packard: A History Of The Motor Car And The Company edited by the late, great Beverly Rae Kimes, “On that sad day, June 25th, 1956, twenty-four Clippers and eighteen Packards were run through the body shop and completed. Altogether, there had been 28,835 cars built for the 1956 model year—18,482 Clippers, 10,353 Packards.”

The “official” end of Packard in Detroit came on July 25th when Roy Hurley, President of Curtiss-Wright which had taken de facto control of Studebaker-Packard through a management agreement (that, technically, wasn’t approved by the Studebaker-Packard board until the next day), announced that he intended to recommend the continuation of the automobile manufacturing part of the Studebaker-Packard business, but only in South Bend, Indiana—the Studebaker headquarters. The next day upon formal approval of the agreement with Curtiss-Wright, James Nance, President and General Manager of Packard, and Paul Hoffman, Chairman (he had also been President of Studebaker from 1935 to 1948), resigned. Studebaker-Packard faced the end of operations if the board hadn’t approved the agreement.

How much blame Nance bears for the end of Packard is another topic for another day. 56packardman is free to offer his opinion on the subject as is anyone else reading.



A picture of a 1955 Packard Caribbean convertible that I took during our recent trip to the AACA Museum.

I dare anyone to tell me why this next car looks dated. To me it doesn’t look much different from its contemporaries at The Big Three.



This is a 1964 Studebaker Daytona convertible of which only 703 were made. I don’t remember if this car is owned by the AACA Museum or on loan. I discovered that the museum does sell 3-4 cars a year. Their basic donation agreement stipulates only that they must keep the car for a minimum of three years.

I have asked this question before, but what is the source of my obsession with defunct American car companies? I really don’t know so I am willing to read any answers you might offer.









If you like this blog please tell your friends and share the blog URL ( Thanks.


Monday Museum Musings

Yesterday, as a delayed Fathers Day gift my wonderful wife and I took her parents to the AACA Museum in Hershey, Pennsylvania. Her father is a big Studebaker fan and the museum is currently hosting a large Studebaker exhibit. Although my wife and I are museum members the nearly 200-mile round trip keeps us from visiting more often than we do.

Perhaps the big highlight for me was seeing the Studebaker Sceptre concept car in person for the first time. The car is on loan to the AACA Museum from the Studebaker museum in South Bend, Indiana. Without further ado:



By the way, showing photos in this blog is why I am glad I still use a desktop computer with a big monitor. I’m sorry, but you just can’t appreciate photos from the screen of a smartphone.

I think Brooks Stevens was a genius. After his death in 1995 the New York Times called him “a major force in industrial design.” Another great Stevens design was the Studebaker Gran Turismo Hawk. In the bottom most of the four photos above you can see the red ’64 in the upper left. Here are some better pictures:



This is probably the finest GT Hawk I’ve ever seen. Stevens redesigned the Hawk, by this time a dated looking car, for a pittance and came up with a car that still looks good today. Tell me why I’ve left the GT Hawk out of both Ultimate Garages…

The AACA Museum is also hosting a small Pontiac exhibit that includes three GTOs. The only one of real interest to me is this one, a 1964 model.



It means nothing to anyone else, but I find something interesting in the fact that the last model year for the Studebaker GT Hawk is the same as the first year for the Pontiac GTO, 1964. I was just a wee lad, but I was alive at that time.

We all had a marvelous time. Kudos to Bill and to Warren, two volunteers at the museum who were so generous with their time and knowledge.










If you like this blog please tell your friends and share the blog URL ( Thanks.




Saturday Not In The Park

The little town in which I live seems to be obsessed with creating parks. On one particular stretch of road no more than a mile or so in length, three parks sit almost adjacent and almost always devoid of people. Oh well, I suspect that a year from now or three years from now we will no longer be living here, anyway.


Daren Acemoglu is a Ph.D. Economist who currently teaches at the Massachusetts Institute of Technology (MIT). In this article he lays out his well-thought reasons why Universall Basic Income (UBI) schemes are a bad idea. In fact, the title of the article is, “Why Universal Basic Income Is a Bad Idea.” Instead of paraphrasing I’ll quote a good chunk of the article:


“UBI is a flawed idea, not least because it would be prohibitively expensive unless accompanied by deep cuts to the rest of the safety net. In the US (population: 327 million), a UBI of just $1,000 per month would cost around $4 trillion per year, which is close to the entire federal budget in 2018. Without major cost savings, US federal tax revenue would have to be doubled, which would impose massive distortionary costs on the economy. And, no, a permanent UBI could not be financed with government debt or newly printed currency.”

“Though UBI makes for a good slogan, it is a poorly designed policy. Basic economic theory implies that taxes on income are distortionary inasmuch as they discourage work and investment. Moreover, governments should avoid transfers to the same people from whom they collect revenue, but that is precisely what a UBI would do. In the US, for example, around three-quarters of households pay at least some federal income or payroll taxes, and an even greater share pays state taxes.”

“Finally, much of the enthusiasm for UBI is based on a misreading of employment trends in advanced economies. Contrary to popular belief, there is no evidence that work as we know it will disappear anytime soon. Automation and globalization are indeed restructuring work, eliminating certain types of jobs and increasing inequality. But rather than build a system where a large fraction of the population receives handouts, we should be adopting measures to encourage the creation of “middle-class” jobs with good pay, while strengthening our ailing social safety net. UBI does none of this.”

“UBI…neither empowers nor even consults the people it aims to help. (Do workers who have lost their middle-class jobs want government transfers or an opportunity to get another job?) As such, UBI proposals have all the hallmarks of the “bread and circuses” used by the Roman and Byzantine Empires – handouts to defuse discontent and mollify the masses, rather than providing them with economic opportunities and political agency.”

To me the call by many in this country to reward people for not being productive is frightening. A few people almost always do the “right” thing and a few almost always do the “wrong” thing, but most people respond to incentives/disincentives. To incentivize people not to be productive is a path to a country/society devoid of vibrancy and innovation, not to mention creating an unsustainable fiscal situation even worse than the one that currently exists.


On this day in 1972 the last Volvo P1800E coupe rolled off the assembly line. The last P1800 type, the P1800ES station wagon, was manufactured for another year.

See the source image

From a picture of a 1970 Volvo P1800E. The Volvo P1800, of course, became “famous” when Roger Moore’s character, Simon Templar, drove one in the long-running TV series “The Saint.” According to the Guinness Book of World Records, one of these cars holds the record for the most miles amassed on any car. The late Irv Gordon supposedly put 3.25 million miles on the Volvo P1800 he purchased in June of 1966 until he died in May of last year.

I don’t think the P1800 would ever be mistaken for any other car. No, the P1800 couldn’t accelerate from 0-60 in 4 seconds or pull 1.15g on a skidpad test. A 1966 model would have been powered by a 1.8 liter/109 cubic-inch inline 4-cylinder engine rated at 115 HP/112 LB-FT of torque. It was available with either a 4-speed Volvo manual transmission or a 3-speed Borg-Warner automatic. The P1800 only weighed about 2,500 pounds (with a 96-inch wheelbase and a length of only 172 inches it wasn’t a big car) so its performance wasn’t bad even with the engine output.

I’m not overwhelmed by a desire to own a P1800, but I like the car and respect its integrity. Have any of you ever owned or driven one?







If you like this blog please tell your friends and share the blog URL ( Thanks.


Frugal Friday, Entropy Edition


No amount of planning could get me to that exact number of steps. Does it matter, anyway?


Entropy (noun): in Physics, a thermodynamic quantity representing the unavailability of a system’s thermal energy for conversion into mechanical work, often interpreted as the degree of disorder or randomness in the system. Alternatively, a lack of order or predictability; gradual decline into disorder.

All systems are supposed to have an increase in entropy over time, which is why nothing lasts forever. The innate human trait to find a cause for every effect often leads to excessive extrapolation and ignores entropy.


Explain again why I cannot find an interesting and fulfilling work situation:

Thirty years of experience in research, evaluation, and management within high-visibility business environments, including professional sports organizations. Analytics-based contributions have impacted decisions affecting millions of dollars in contract negotiations, laid the foundation for highly successful business operations, and provided the type and quality of analysis that gave a third dimension to traditional management thinking. Applied proven statistical concepts to improve management decisions. I am looking for a part-time or consulting role where a company can use my combination of analytical and communication skills for our mutual benefit.


“[     ]’s analytical skills are surely in the top one percent of the population.”

  • Bill James, noted author and “Father” of modern baseball analysis

“[      ] was one of the leaders of the movement that I described in Moneyball. He was an original thinker before original thinking became fashionable.”

  • Michael Lewis, author of “Moneyball,” “The Blind Side,” “Liar’s Poker”


That’s the summary section of my resume with my name omitted. How many people do you know who have recommendations from Bill James and Michael Lewis on their resume?

Poor Bill James…I sort of unloaded on him yesterday in an email (sorry once again, Bill). I did apologize in the email, but what’s done is done. Anyway, here is some of that email, which was to thank Bill for giving me a shout-out in a tweet long before I established a Twitter account:


Yes, no one seems to remember anything I’ve done. I’m reasonably sure that after I die everything I’ve done will be attributed to baseball’s golden boy. I wrote a book that the Wall Street Journal called, “Without a doubt the best book on pro football analysis ever written.” Yes, that was a long time ago, but that review is what it is. In the third edition of Total Baseball I was described as the analyst who “has risen the highest and had the most influence.” That was before I was named Director of Baseball Operations for the Padres. Speaking of baseball’s golden boy, when he was first named as GM of a major league team (which was only because Billy Beane changed his mind) he gave an interview in which he named Kevin Towers (RIP, KT) and me as the two people who had most influenced the way he thought about baseball.

I think I come by my bitterness honestly. In the blink of an eye I went from being an integral part in the decision-making process of multiple teams to being cast aside as obsolete.

Of course, you have zero culpability in any of this and without your work and guidance I would have had no career in baseball. As you know, though, people don’t judge events by objective reality, but by expectations and against the status quo.

Sorry for the rant; I don’t think time heals all wounds.


I’m only human. From Shakespeare, “If you prick us, do we not bleed? If you tickle us, do we not laugh? if you poison us, do we not die? And if you wrong us, shall we not revenge? If we are like you in the rest, we will resemble you in that.”


From this Hemmings listing a picture of a 1964 AMC Rambler American:



I don’t think it was actually an AMC because I don’t think they put that make on cars until 1966, but it was manufactured by American Motors Corporation. It’s not a performance car as it’s powered by a 6-cylinder engine (the ad doesn’t say which engine). I think it’s a fetching design and would be proud to drive it. The dealer is asking $6,500. Yes, my insane obsession with defunct American makes plays a role in my interest in this car. I believe this is the 440 and not the 440H, which means AMC made 19,495 of them in 1964.



From this Hemmings listing a picture of a 1963 Chrysler Newport convertible offered at $9,850. Yes, the wheels are not stock and I’m sure the paint isn’t, either, although you know I really like orange cars. The standard engine on this car was a 361 cubic-inch V8 rated at 265 HP/380 LB-FT of torque. Only 2,176 were made in 1963.

Both of these cars are listed at less than $10,000. C’mon, do you want to spend $30,000 for a Toyota RAV4 or do you want to have some fun for a lot less money?

I’ve rambled (see what I did there) on long enough. Have a great weekend.












If you like this blog please tell your friends and share the blog URL ( Thanks.




Throwback Thursday, Mecum Edition

Stephen Cox (@SopwithTV on Twitter) is a racing driver in the Electric GT Championship, the Super Cup Stock Car Series and the World Racing League endurance sports car series. He is also one of the hosts of Mecum Auto Auctions on NBCSN and is a Ford “expert.” I tweeted the link to yesterday’s post that, in part, was about the 1966 Le Mans race where Ford finished 1-2-3 and that mentioned the upcoming film about that race and the Ford/Ferrari feud. I asked him for any commentary he might want to offer. This was his thoughtful reply:


“I expect the film to capture the essence of the Ford/Ferrari battle quite well, judging from the trailers. It was basically an act of revenge from Ford, who had worked very hard on a deal to buy out Ferrari only to be snubbed at the last minute. The film seems to reflect that accurately. I’m also pleased that it’s a big budget film with quality actors, one of whom plays racing driver Ken Miles, whose contributions to Ford’s success were immeasurable. Looking forward to it!”


Thanks again, Stephen.


Speaking of Mecum hosts I have been remiss in not sharing Scott Hoke’s (@ScottHoke1) email about this post.


“Happy Fathers Day!

Saw your post and yes, how often do we run into people at car events who don’t judge or assume anything, and have that instant connection because of the love of cars!! So cool!

And I get your point about people not knowing or caring what you’ve done in baseball. That’s their loss. I’m quite certain there are many out there who still remember and respect your abilities and insights, and your impact on the game, even as the game has advanced. Rest in that knowledge!

And with regard to the “Overhaulin’”-type shows…you’re spot on! They give everyday folks a very UN-realistic picture of what it takes to re-do a car. Suspicious indeed!”


Many thanks, Scott.


I briefly looked at the lots for the Mecum auction in Portland that begins tomorrow. Once again, it is not easy to capture online photos of Mecum lots. I was able to print the screen and copy a photo to a Word file, but seem unable to copy it here.


See the source image


From www(dot)goodtimer(dot)ch a picture of a 1953 Lincoln Capri convertible. The one being offered at Mecum is Blue over Blue and is described as an “Older restoration on a rust-free car.” As the copy states—and as I confirmed in one of my reference books—2,372 of these convertibles were produced in 1953. The price was $3,699. As a reference, Cadillac’s convertible for that year (a Series 62) cost $4,144.

This car is no longer equipped with the original drivetrain although it is included in the sale. However, the buyer will incur additional costs to ship the engine/transmission from lovely Coeur d’Alene, Idaho. Not being facetious using “lovely” to describe Coeur d’Alene; my wonderful wife and I spent a few days there during one of our anniversary celebrations and were overwhelmed by the beauty of the area, especially Coeur d’Alene Lake.

I hope that’s enough of a Throwback for those of you reading. As always, I welcome thoughtful comments.









If you like this blog please tell your friends and share the blog URL ( Thanks.





I Guess The Title Matters…

Maybe it’s meaningless, but yesterday’s post with the title “A Database, A Database, My Kingdom For A Database” seemed to negatively affect blog traffic as the number of views was about 30% below the average since we returned from Hershey and the standard deviation of daily views in that time was quite small. (The number of views yesterday was almost two standard deviations below the prior mean.) Again, I might be adding two and two and getting six, but I guess the post title can matter. Did any of you at least get the Shakespeare reference?


Someone writing a book about Ken Caminiti, former major league baseball player and National League MVP in 1996 while with the Padres, has asked me twice for an interview. Caminiti struggled with substance abuse and died, primarily of a drug overdose, in 2004 at the age of 41. I have refused to be interviewed. This is what I wrote today in an email to the writer:


Next month will be 20 years since I left the Padres and my memories have faded substantially. I had little interaction with players during my time in San Diego. Also, I have had many bad experiences with journalists who have made up “facts” about me to suit some a priori narrative or have “quoted” me saying things I never said, sometimes about topics that were never even discussed. Just this April I gave a talk at my alma mater and despite my concerted efforts the story on the University website about me and the talk was filled with errors. Besides, with 350+ interviewees you don’t need to talk to me.

Be well.


What do you think? Too harsh? Well, it’s too late as I have already sent the email. I actually think the email is quite restrained compared to what I could have written.


I watched some of the 24 Hours of Le Mans this year for the first time. I have a hard time getting my head around different classes of cars being on the track at the same time, but what do I know?! On this day in 1966, Ford cars (the legendary GT-40) finished 1-2-3 at Le Mans. I have written before about the feud between Ford and Ferrari that led FoMoCo to expend much money and effort to build a car that would defeat Ferrari at Le Mans. Supposedly a movie about the feud is to be released later this year.


See the source image


From Pinterest a picture of the finish at the 1966 24 Hours of Le Mans with the three Fords 1-2-3. Controversy existed about that finish as well, but since I don’t really know much about the race I’ll leave any exposition to any readers who know more and who want to comment.







If you like this blog please tell your friends and share the blog URL ( Thanks.




A Database, A Database, My Kingdom For A Database

First, greetings to those in the land down under who were the first to read Disaffected Musings today.  Let’s see…is it tomorrow down there?

While online automobile databases exist, like this one, they are only searchable by make, model and year. What a waste! Why can’t I search by HP or transmission? All of that information is in the databases. The following is what happens when someone with my “brain” tries to start such a database for American cars:


1930 AMER AUSTIN I 4 2.20 3.00 46 14  
1931 AMER AUSTIN I 4 2.20 3.00 46 14  
1932 AMER AUSTIN I 4 2.20 3.00 46 14  
1933 AMER AUSTIN I 4 2.20 3.00 46 13  
1934 AMER AUSTIN I 4 2.20 3.00 46 13  
1936 AMER BANTAM I 4 2.20 3.00 46 13  
1937 AMER BANTAM I 4 2.20 3.00 46 13  
1938 AMER BANTAM I 4 2.20 3.00 46 20  
1939 AMER BANTAM I 4 2.20 3.00 46 20  
1940 AMER BANTAM I 4 2.26 3.13 50 22  
1941 AMER BANTAM I 4 2.26 3.13 50 22  
1966 AMC I 6 3.75 3.50 232 145  
1966 AMC I 6 3.75 3.50 232 150  
1966 AMC V 8 3.75 3.25 287 198  
1966 AMC V 8 4.00 3.25 327 250  
1966 AMC V 8 4.00 3.25 327 270  
1967 AMC I 6 3.75 3.50 232 145  
1967 AMC I 6 3.75 3.50 232 150  
1967 AMC V 8 3.75 3.28 290 200  
1967 AMC V 8 4.08 3.28 343 235  
1967 AMC V 8 4.08 3.28 343 280  


That’s as far as I could get, not very. This is similar to the problem I am having with my iTunes library. In the switch to my most recent iPhone, the artist/album info was lost for a few dozen songs. Of course, I can add the information manually in iTunes, but whenever I try to do so I can only do five or six and then my brain screams at me to stop.

Back to the automobile databases…all of this started when I wanted to write a post about the first car to be sold with an engine that produced 100+ HP. I realized that unearthing that info was not easy at all. I then thought I should create a database that would let me answer such questions. After all, I created a database for Corvettes from 1953-2016. What I conveniently ignored is that the Vette database, which should have taken days to create, took me weeks because I just can’t sit in front of my computer and enter numbers for more than a few minutes at a time. Oh…if anyone knows of a database like the one I’m looking for please inform me of such.


What do you think of this?



See the source image

From Koenigsegg’s website pictures of their new car, the Jesko. Also from the website, here are some facts about this car:


  • Re-designed 5.0 litre twin-turbo V8 engine producing 1280hp on standard gasoline and 1600hp on E85 biofuel
  • Revolutionary new 9-speed Koenigsegg Light Speed Transmission (LST)
  • Advanced aerodynamics offering over 1000kg of downforce
  • Active rear-wheel steering
  • Re-designed carbon fibre chassis with more legroom, headroom and greater visibility

Jesko is named for Jesko von Koenigsegg, the father of company Founder and CEO, Christian von Koenigsegg.


In terms of looks I have never been crazy about what I call “pod cars” like this one or the Pagani. Obviously, I respect their engineering and their performance. I am also not a fan of huge wings on the back of cars.

125 Jeskos will be produced at a price of $3 million. They all may already be sold as far as I know. So, what do you think?






If you like this blog please tell your friends and share the blog URL ( Thanks.









1999 Monday Musings

Wouldn’t that be something if this post contained 1,999 thoughts? (You’re probably thinking, “No!”) However, note the lack of a comma in the number in the post title.

1999 was, of course, the year I married my wonderful wife. That was also the last year I worked for a major league baseball team in a full-time position. To this day, many people can’t understand how I gave up a high-paying, high-ranking job in professional sports (Director of Baseball Operations). In retrospect, my only mistake was not having a landing spot secured before I jumped off the sports job. I had become absolutely miserable working in that role for that team. My path for advancement in baseball, in or out of that organization, seemed blocked as long as I remained there. I also was dismayed at what I perceived to be a lack of morality among many of those working in that organization. Let me leave that thought there.


1999 was the model year for a significant redesign of the Ford Mustang. The exterior had crisper lines, structural stiffness was increased and the output of all engines was raised. Not being a Mustang “guy” I don’t know this for sure, but I believe the 1999 redesign was not a new generation, but a significant update.


See the source image


From (!) a picture of a 1999 Mustang. The 4.6 liter/280 cubic-inch V8 for the GT was boosted by 35 HP for 1999 to 260 and produced 302 LB-FT of torque. Motor Trend said the 1999 GT was “as good or better than any stock Mustang we’ve ever tested, Cobra or not.”


1999 was the last year for the Buick Riviera. Only 2,154 were produced; the last 200 were designated as Silver Arrows with silver paint and special trim. The Silver Arrow was the concept car that was the basis for the original 1963 Riviera. The front-wheel drive 1999 Riviera was powered by the well-known Buick V6 of 231 cubic-inch displacement, but with a supercharger instead of the turbo-charged variety made famous in the Grand National/GNX of the 1980s. The supercharged type produced 240 HP/280 LB-FT.


See the source image


In a still from a YouTube video this is a 1999 Riviera, supposedly a Silver Arrow. I don’t like every iteration of the Riviera, unlike John Kraman (@CarKraman on Twitter), but I like most of them including the last generation. Every photo generated in an Internet search shows a ’99 Riv in gray/silver, white or black. To me this body screams for red or green.


1999 was the 50th and last “birthday” for the Oldsmobile Eighty Eight. Of course the entire Oldsmobile make would be kaput five years later as the last Olds car rolled off the assembly line on April 29, 2004.


See the source image


From a picture of a 1999 Oldsmobile 88. For calendar year 1999 Oldsmobile finished 7th in sales among American car companies and saw an almost 8 percent increase compared to 1998. However, Olds sales slumped by 23 percent in 2000, which played a large role in GM’s announcing in December of that year that Olds production would be phased-out. Once again, Oldsmobile has the distinction of being the only American car company to produce cars in the 19th, 20th and 21st centuries.

According to History of the American Auto by the Auto Editors of Consumer Guide®, 85.6 percent of the cars and light trucks sold in the US in 1999 were assembled in North America, 9 percent were imported from Japan, 3.8 percent came from Europe and 1.6 percent from South Korea. According to the Kogod School of Business, 65 percent of cars and light trucks sold in the US in 2016 were assembled in North America. Of course, foreign car makers have many plants and facilities in North America.

A world without tariffs and trade disputes would be a wonderful thing, but so would a world in which I could eat ice cream every day. The exigencies of the real world make for difficult choices.









If you like this blog please tell your friends and share the blog URL ( Thanks.