- Chubb Collector Car Insurance

Volume 4 / Issue 4
Up, Up and Away!
T
he 2014 collector car season is
upon us, and all eyes will soon
be on the Scottsdale auctions to
see if the dramatic upward trend in
values continues.
If I were a betting man — and I’m
not — I’d bet that values will continue
to rise for some time. The many
reasons for the steady climb are well
documented, and one seems to ring
true for me. It’s important to keep in
mind that increases are most dramatic at the upper end of the market.
Rare cars with the right provenance
are leading the way. This indicates
that there’s more going on here than
just passion and a collector’s eye.
Many well-heeled collectors made
the decision at the start of the Great
Recession that it was time to invest in
tangible, “real” assets. The thought
was that the markets were unstable,
so they’d rather invest money in
things they can see, hold and use.
Dramatic increases in fine-art values
at the high end of the market seem to
support this view.
But what about now? Isn’t the
economy rebounding? Haven’t most
investors reclaimed most of their
market losses? Yes, they have. But are
the markets stable? Many economists
now fear a “bubble” in the equities
market and have feared one in the
commodities market for some time.
All of this confuses me, and I’m
the last person to offer advice, but
my meager bet is that these fears will
likely keep the money flowing into
“real” assets — the right cars and
the right collectibles in general. I’m
happy to report that my interest in
automobiles has nothing to do with
their investment value at all. I just
admire the way my favorites look and
simply love the way they drive. That’s
enough for me.
Keep ’em running, folks! Look for
the Chubb folks in the Gooding tents
in Scottsdale. I hope you’ll stop by
and say hello.
Jim Fiske
Vice President
Chubb Personal Insurance
[email protected]
In This Issue
Preparing for Scottsdale������������������ 1
Gooding on the Market������������������ 2
Ten Cars to Watch in Scottsdale2–3
The Classics��������������������������������������� 3
Five Porsches to Buy Now���������������� 4
Chubb Featured Client������������������� 5
1967 Iso Grifo GL 300������������������������ 6
Olds Cutlass Supreme SX����������������� 7
Upcoming Events����������������������������� 8
insider
Collector Car
Have You Met With Your Collector-Car
Counselor Recently?
by Keith Martin
A
t this time of year, car collectors focus their attention on the cars coming up for sale in Scottsdale and Phoenix, and
rightly so. In eight days, more than 2,500 cars will cross the block.
Last year, 2,263 of 2,688 sold for a total of $225m. And given that the Monterey auctions showed an increase
of 20% this year, to $308m sold overall, it would not be imprudent to suggest that we can expect the Arizona auctions
to top $270m.
However, some perspective is in order. Being in the midst of a volcanic market, as we are today, is similar to finding
yourself caught floating down a river at flood stage on an inner-tube. As you are swept along by the furious current, it’s
hard to imagine that there was a time when
the river was calm and ambled along at a
relaxing pace.
Five years ago, the collector-car market was
active but not explosive. If a Ferrari Dino 246
GTS sold for $135k instead of the expected
$120k, we chalked it up to bidder exuberance,
not a shifting market. Now, a Dino selling for
$400k is hailed as “the new market pricing.”
Certainly all of this market excitement
makes it a good time to sell. However, it also
is not a bad time to buy. Some cars that have
been off the market for decades are making
an appearance, and once they change hands,
they may be off the market for decades again.
Wavering on a purchase? Auction house personnel can offer guidance
The real danger in today’s market is that
you become desperate for a certain car, for instance a Mercedes 300SL Gullwing, and settle for a second- or third-rate
example because “It’s the only one out there today, and it will go up another 25% by next month if I don’t buy it.”
When, and not if, the market corrects, the top-tier, no-stories, needs-nothing, no-excuses cars are the ones that will
suffer the least. Those whose values will plummet are the cars that a collector of means wouldn’t be interested in having
in their collection, at any price. Previous accidents, title questions, chassis replacements, engine restampings and more
all go into the devaluation of a collector car.
If you choose to enter the market now, and it is new to you, you should secure the services of a thoughtful advisor.
Look for someone with a good reputation and decades of experience with collector cars. Also, most auction companies
will be more than happy to provide you with guidance. Advisors know that if they help you make a purchase that you
find satisfactory, you will be back and spend even more money with them. Further, when you decide to change out your
collection, you will turn to them for guidance on selling your car.
A good collector-car counselor will help you set your budget, determine your reasons for owning a certain kind of
car, and help you determine the condition of the various cars on offer. Think of them as a trusted real estate broker or
investment banker.
Above all, if you are considering making a significant purchase, from high-six-figures up, be thoughtful. Don’t be
caught up in a wave of market enthusiasm and buy the wrong car at the wrong price. Let your wallet set the rules, and let
your heart pull the trigger. Buy the car you really want, at a price that really works, and you’ve got a recipe for collectorcar success.
See you in the desert.
The Goods
by David Gooding
H
appy New Year. I hope that you
have plans for happy motoring
in your classic car! Please join us
at our world-class auction on January
17 and 18 at
the Scottsdale
Fashion
Square for an
unparalleled
hand-picked
presentation of
vintage automobiles that I know
will prove irresistible to collectors.
Beginning on
Wednesday,
January 15, you can view the diverse
high-quality assortment of vehicles being
offered and connect with Gooding
& Company’s staff and fellow car
enthusiasts.
This year, we are excited to feature the
most collectible assortment of post-war
Mercedes-Benz cars to come to auction
in recent years. This important group
boasts more than 20 vintage examples
of the marque that span nearly four
decades. Standouts include a beautifully
restored black 1956 300SL Gullwing, a
white 1959 300SL Roadster and a light
blue 1971 280 SE 3.5 cabriolet, among
others. In addition, Gooding & Company
will feature a wide variety of American
and European pre- and post-war consignments, including more than 50 cars
that will be offered without reserve.
Star cars in the January lineup
will also include a classic two-tone
“sweep-panel” LeBaron-coachwork 1929
Duesenberg Model J dual-cowl phaeton,
a highly sought after late-production
1966 Ferrari 275 GTB Long Nose, and a
1955 Lancia Aurelia B24 S Spider America,
which is considered by many to be the
ultimate post-war Lancia and a fantastic
rally car.
Previews for our Scottsdale Auctions
begin on Wednesday, January 15, and
continue through Saturday, January 18.
If you are not able to join us in Scottsdale
this January, you may participate by
viewing our auction online via Gooding
& Company’s live webcast and registering to bid with the help of one of our
specialists. Please don’t hesitate to
contact us if you have any questions or if
we can be of assistance.
Sending you our best for the new
year.
1956 Mercedes-Benz 300SL Gullwing —
a standout in a stellar lineup
2
Collector Car Insider
The Star Cars of Arizona
(Images are courtesy of the respective auction houses)
1
1958 Ferrari 250 GT LWB California Spyder
RM Auctions, Phoenix
The 11th of only 50 long-wheelbase Cal Spyders ever constructed, with matching numbers and
factory covered headlamps. In well-preserved condition and freshly serviced.
RM estimate: $7m–$9m
3
4
7
8
1960 Porsche 718 RS 61 Spyder
RM Auctions, Phoenix
Restored to original spec, now offered for the
first time in nearly 20 years. Extensive track
history from 1961 to 1965.
RM estimate: $2.8m–$3.2m
1929 Duesenberg Model J
dual-cowl phaeton
Gooding & Company, Scottsdale
Classic two-tone “sweep panel” LeBaron
coachwork. Completely restored by famed
Duesenberg specialist Fran Roxas of Chicago.
Gooding estimate: $2m–$2.3m
1955 Lancia Aurelia B24 S Spider America
Gooding & Company, Scottsdale
Rare car owned by a noted Italian racer
and later by noted racing figure Jean Sage.
Equipped with desirable Nardi kit.
Gooding estimate: $1.1m–$1.3m
1931 Alfa Romeo 6C 1750 Supercharged
Gran Sport Spider
Bonhams, Scottsdale
Coachwork by Zagato. Meticulously restored
by a marque expert after discovery in a French
barn in 2007.
Bonhams estimate: $2.4m–$2.7m
The Classics
Thousands of cars will cross the block in January.
Here are 10 important highlights you won’t want to miss
Buying a Classic at Auction?
Do Your Homework
by David Schultz, CCCA President
and CCCA Museum Trustee
T
2
1951 Ferrari 212 Export berlinetta
Bonhams, Scottsdale
Coachwork by Touring. Known as “The Tailor’s Car,” delivered new to Augusto Caraceni.
Bonhams estimate: $3m–$4m
5
6
9
10
1966 Ferrari 275 GTB Long Nose
Gooding & Company, Scottsdale
Comprehensively restored by marque
specialist Bob Smith of Texas.
Gooding & Company estimate: $1.8m–$2m
1960 Maserati Tipo 61/60 “Birdcage”
Russo and Steele, Scottsdale
Originally built for Briggs Cunningham.
Painstaking restoration completed in 2010;
invited to the 2014 Amelia Island Concours
d’Elegance.
Russo and Steele estimate: $2.4m–$3.1m
“Snake and Mongoose”
Barrett-Jackson, Scottsdale
The iconic Hot Wheels Funny Cars: a 1970
Plymouth Barracuda and a 1972 Plymouth
Duster, offered with matching transport trucks.
1963 Shelby Cooper Monaco King
Cobra
Barrett-Jackson, Scottsdale
One of just six examples built, thoroughly
documented in the Shelby American
World Registry. Produces 400 hp at
7,000 rpm.
he car auction season is upon
us. January is when thousands of
collector-car enthusiasts head for
Arizona.
I’ve watched the growth of the
collector-car auction business from its
modest beginnings. It’s had quite an
impact on the collector-car hobby.
Certainly, it’s contributed to an increase
in the price paid for many collector cars
— particularly genuinely rare and desirable automobiles. What has happened
to high-end collector cars parallels what
has been going on in the art world for
many years.
Periodically, individuals who were
considering buying a CCCA Classic car
have asked me for my opinion. And, on
occasion, I’ve asked others for advice.
Obviously, any answer is both subjective
and objective. Of most importance
to the potential buyer, though, is the
objective portion.
An important concern when buying a
CCCA Classic car is whether the car has
been altered from original. This could
mean a different body or engine — or,
even worse, a “Frankenstein” creation. A
resource available to a potential buyer
is the files of the Classic Car Club of
America as well as the CCCA publications The Classic Car and the Bulletin.
The club also has a number of marque
experts who offer their services to fellow
CCCA members.
Today, auction companies are
offering collector cars in all price
categories, from barely restorable cars
to seven-figure, over-the-top restored
showpieces. The best auction companies will provide a detailed description
of the automobiles they’re offering and
be available to answer any questions.
However, as stated in most auction
catalogs, the car’s description is usually
only as accurate as the information supplied by the seller. That’s why potential
buyers must do their own due diligence
prior to the sale.
I should note that there are no
guarantees that buying a car from a
private seller is any safer than buying
at auction. In both instances, questions
about the car’s provenance must be
answered before making a purchase.
Pursuing one’s dream Classic should be
enjoyable — not a nightmare.
Collector Car Insider
3
Collecting Thoughts
Five Porsches to Buy Now
The early 1976–77 911 Turbo cars have already started to creep up in value and will keep going
by Jim Schrager
W
ith Porsche prices setting records every month, how can you buy
anything in this wild market? Two theories illuminate potential
purchases: momentum and long-term value. The momentum
theory favors cars that have appreciated significantly, and you simply hope for more. Our
pick there is the 1989 Carrera Speedster. More
on that later.
The long-term-value theory encourages
you to buy models not yet discovered. For
folks who assemble significant collections
purchased on the cheap, this is almost always
the way it happened: slowly, over time, buying
what no one else really wanted. This takes
knowledge, a bit of foresight, and patience
— something often in short supply with collector-car enthusiasts. I’ve found five Porsches
that stand to increase in value over time.
Five for the future
First, forget about 356s. They are fully
priced and more. Pass quickly by SWB 911s
(1965–68), as they are way too much money.
Take a pass on 912s, as they cost too much to
restore compared with their value.
All of this brings us to the 1969–73 911T.
Collectors have already fully discovered the
911S, and it will always remain a premier
early 911 to own. But most buyers show far
less interest in the entry-level 911T. This is a
mistake, as the 911T has always been a great
car to drive at the legal speed limits in the
United States. The engines have lots of torque,
are not temperamental, and they tend to live
long, happy lives. A solid 911T is a bargain at
$40k–$45k. But wait, we’ve seen this movie
before.
At one time, in the 356 world, having the
most powerful engine brought a big boost in
value. Those days are long gone. Today, most
people don’t even ask which engine you have
in your Speedster or B sunroof. Porsche 356s
are in such demand, it just doesn’t matter.
Early 911s will get there as well. And when
they do, 911T values will rise dramatically.
And won’t you look smart?
The early 1976–77 911 Turbo cars have
already started to creep up and will keep
going. Known as the 930, these are the original, brutal, wild-man 911s, with giant flares,
loads of leisurely turbo lag, and a clunky
4-speed transmission.
When new, these cars were thrashed,
bashed and crashed within an inch of their
lives, so they are hard to find in decent shape
these days. With increased interest in old
things that can scare you silly and the scarce
4
Collector Car Insider
supply, prices can only go up from today’s $35k–$45k levels. It’s always about
supply and demand, isn’t it?
1972 Porsche 911T
A rule breaker
The next pick breaks the rule of supply and
demand, as the 1978–83 911SC was made in
large numbers. For decades, we’ve been telling
you they haven’t gone up. But they are going
up now. Today, big prices are seen only for the
best cars with low miles in wonderful condition. But the rest are soon to follow. Buy now at
$22k–$28k and laugh all the way to the bank.
Twin Turbo bandwagon
Although the 2001–02 996 Twin Turbos
are still quite new, they are a fantastic modern
911 available at very reasonable prices. You
will pay $40k–$45k for a nice one with midmiles. For this, you get a car with arguably
better performance than the mighty 959. Since
the TT has a different crankcase than gardenvariety 996s, none of those maladies apply.
These are complex cars, so plan on making
maintenance investments along the way. But
they are fast, beautiful and a great way to enjoy
the best of the modern 911s with durability and
appreciation as added bonuses.
Limited supply
1981 Porsche 911SC
2001 Porsche 996 Twin Turbo
1989 Porsche Carrera Speedster
The 1989 Carrera Speedster is a classic momentum selection. It has appreciated
strongly and everyone wants one, so we have
limited supply against big demand.
Problem is, how far and how fast will these
drop when the market takes a dump? You are
buying at a high-water point — and hoping the
water continues to rise. Of course, that may not
happen. Look at the iconic Ferrari 275 GTB in
the last great collector-car recession. The car
rose from $150k to $600k by 1989, but it then
dropped to $175k in 1993, where it languished
for the next decade. Now, two decades after the
1993 dive, the car has finally climbed above
the 1989 value.
That’s the kind of bet you make when you
buy with the momentum theory. It’s like the
old game of musical chairs. We all know the
music will stop someday, so the only question
is, will you be the one left standing?
To buy in this wild market you need to think
ahead. If you believe prices will go ever skyward, then buy a car that has already caught
on with collectors. But if history is your guide,
it pays to think about which Porsches will
assume the mantle of collectibility, not those
already at the mountaintop.
Client Profile
Ray Knox
Keeping a well-loved 1966 Cadillac and a 1962 Olds Starfire alive and on the road
by Tom Franklin
Ray Knox with the 1966 Cadillac Fleetwood 60 Special he inherited at 17
Ray’s 1962 Oldsmobile Starfire that he saved from a rusty fate
n the case of Ray Knox, little old ladies truly were the prior owners of both
of his cars.
Knowledge of a car’s history is of paramount importance to most collectors. For Ray, such knowledge comes from personal connections that are
even more meaningful. As for his 1966 Cadillac Fleetwood 60 Special, Ray
didn’t actually buy the car at all. It was given as a gift to him by the family of
a beloved neighbor, who always appreciated the kindness Ray showed to her.
“In the early 1970s my next-door neighbor, Ruth Currie, was widowed and
I always did chores and odd jobs for her,” Ray said.
Ray cut her grass, shoveled her walks and washed her immaculate 1966
Fleetwood.
“She was a lovely and generous woman, a real grande dame with a great
sense of style,” Ray said. Mrs. Currie always appreciated the things Ray
would do for her and she knew how much he loved the Cadillac. “I became
kind of an adopted grandson,” Ray said.
At the time of her passing in 1976, Ray was shocked when Mrs. Currie’s
daughter offered him the car, saying, “You were always so good to her. I know
she’d want you to have the car.”
Ray was only 17 at the time, but of course, he accepted. The Cadillac had
only about 25,000 miles on it and Ray has kept it ever since. In fact, it was his
daily driver through most of the 1980s. Today the car remains in original condition, except for a respray during the mid 1990s — and has only 78,000 miles.
Ray has done most of the maintenance on the car himself over the years,
and he also replaced various parts as needed. He has worked on almost
everything mechanical around the house for as long as he can remember,
fixing bikes and lawn mowers or anything else needing repair. His father and
grandfather were both engineers — each with a tremendous mechanical aptitude —and they gladly passed their skills on to Ray. The stunning, original
condition of the car is a testament to Ray’s constant attention over decades.
However his love for the car transcends his interest in its mechanical
elements — its 429 cubic-inch V8 and smooth-as-silk ride quality. He also
admires its clean design, likening it to the work of famed architect Frank
Lloyd Wright. While on a visit to Chicago, Ray visited the Wright-designed
Robie House on the campus of the University of Chicago.
“The house is all horizontal lines, like the side view of the Cadillac,” Ray
said.
Ray’s second collector car, a 1962 Oldsmobile Starfire, was previously
owned since new by his former wife’s grandmother. Edna Potvin drove the
car until she was 90, and Knox was always fascinated by how fastidious she
was with the maintenance of the vehicle. So Ray decided it was important to
preserve the car. It had been sitting unused in a garage from 1992 until Ray
acquired it in 2002.
“She documented every trip in the car — gas mileage, service costs, car
washes, just about everything,” Ray said. “She was a wonderful lady, and she
really loved that car. I felt we should try to keep it.”
The Starfire is no wilting lily. It hits the road with a 345-hp, 394-ci V8,
dual exhaust, glass-pack mufflers and a Roto Hydra-Matic automatic transmission. It is a classic American personal luxury cruiser with a unique rumble
and jet-age design elements inside and out, such as bucket seats, a center console, and brushed aluminum flanks. Mrs. Potvin custom ordered the unique
two-tone color combination with its black hard top.
Unlike the Cadillac, the Starfire was well used.
When Mrs. Potvin’s husband died in 1952, she continued to run his farmequipment business until retiring in 1977. This meant many tough miles
through New York’s Adirondack region in the Oldsmobile — for many years
in all types of weather. While the Oldsmobile was mechanically sound when
Ray obtained it — with an interior in remarkably original condition — the car
suffered from some serious rust.
Ray spent nearly $50,000 over four years to repair the rust damage, but the
time and money spent have all been worth it.
Ray drives both cars year-round when the weather is nice.
“The more you drive them, the better they run,” he says.
And he knows this is just how Ruth Currie and Edna Potvin would have
wanted it. Both women adored their cars and loved driving them. They would
no doubt be pleased that Ray is preserving the legacy of these celebrations of
American steel — especially when he drives around Greenwich, CT, with his
own two daughters Samantha and Margaux.
Ray is passing along his admiration for the cars to yet another generation.
I
Collector Car Insider
5
Market Analysis
1967 Iso Grifo GL 300
Light weight and Chevy power gave Grifos the ability to run with anything from Maranello and live
to tell about it
Jason Dodd ©2013, courtesy of RM Auctions
by Colin Comer
A muscular two-seat supercar
T
his 1967 Iso Grifo GL, chassis GL660107, features Chevrolet’s 327-cubic
inch V8, with 300 horsepower. The car’s silver finish accentuates its
distinctive Bertone lines, and the black leather interior presents nicely,
showing wear commensurate with the car’s age.
The Iso Grifo is a car that combines some of the automotive world’s best
engineering ingenuity with beautiful lines that are distinctive to their Italian
creators and horsepower and torque that only the United States could deliver.
With fewer than 500 built within an 11-year production run, they are indeed
few and far between.
This car, Lot 233, sold for $244,269, including buyer’s premium,
at RM’s London auction on September 9, 2013.
Hybrids. How did a genre formerly comprising some of the best performance cars ever conceived become, a mere 40 years later, a genre of cars for
people who hate cars and merely view them as basic transportation between
protests and organic food stores?
So what are some hybrids we actually care about? Shelby Cobras. Sunbeam
Tigers. Griffiths. DeTomaso Mangustas, Panteras and Longchamps.
Intermeccanica Italias. Facel Vegas. And, of course, Iso Rivoltas, Grifos,
and their sibling Bizzarrini Stradas. None of us should see these wonderful
cars at Whole Foods anytime soon.
SOLD!
From appliances to sports cars
I would be doing a disservice by not offering a bit of the fascinating backstory of Renzo Rivolta and Giotto Bizzarrini, the men behind the Iso Grifo.
“Iso” comes from Rivolta’s very successful Isothermos refrigeration unit
company, which he founded in 1939. After World War II, Rivolta no longer
found building appliances “cool,” and he began building famously robust,
high-quality scooters and motorbikes such as the Isomoto and Isosport. But
perhaps his most famous product was the Isetta microcar, which Rivolta later
licensed to manufacturers worldwide.
This success allowed Rivolta to follow his dream of building a powerful GT
car. To accomplish this, Rivolta hired Giotto Bizzarrini. Bizzarrini’s résumé
was certainly impressive, as he was a former Alfa Romeo engineer and held
chief engineer and test-driver titles at Ferrari. His projects there included
the 250 TR, 250 SWB, and 250 GTO. Rivolta hired Bizzarrini in large part
to develop his new GT car’s unified pressed-steel chassis and body structure.
Add Rivolta’s choice of designer — Giorgetto Giugiaro with coachbuilder
Bertone — and it was a pretty good cast of players.
Italian design, American power
Bolstering all this was the decision to use Chevrolet 327-ci small block V8s
fitted with a Borg-Warner T-10 4 speeds, a De Dion rear suspension with the
Salisbury/Dana 44 differential (also used in Cobras, E-types, and Jeeps, among
6
Collector Car Insider
others) and 4-wheel disc brakes sourced from Girling. It was an international
tour de force of components, the result of which was the modestly named Iso
Rivolta GT, which debuted in 1962.
To follow the GT, Rivolta took its chassis and created the Grifo. A muscular two-seat supercar, it offered visual excitement more befitting of the stout
chassis and powertrain that was hidden under the reserved 2+2 GT. As with
all of Giugiaro’s designs, it was the complete package, and every detail was
thought out.
Not satisfied with merely plugging in the engines sourced from Chevrolet,
Iso Rivolta balanced, blueprinted and tested each unit before installing them
in Grifos. Most were dressed with beautiful cast-aluminum oil pans and other
trimmings that made the install look like it belonged there.
This Iso Rivolta-tuned Corvette power, along with the available 3.07 final
drive, tall 205-15 tires and 3,200-pound curb weight, gave Grifos enough highspeed ability to run with anything from Maranello. Of course, much as with
other supercars of the day, such as Ferrari 275 GTBs, the Grifo’s power Girling
brakes were good for one or two high-speed stops, but not a day at the track.
Hidden rust a possible gremlin
The Grifo’s styling has aged quite well, and obviously the rugged drivetrains are simplicity personified. Yet Grifos are not without caveats today.
The pressed-steel unibody, while revolutionary at the time, is quite prone to
rusting due to an absolute complete lack of any rust-proofing during manufacture.
Much like a Pantera, a Grifo can look exceptionally clean from the outside,
but a little poking around can expose serious structural issues. Not helping
this was the standard Italian practice of slathering the entire chassis with an
asphalt-based undercoating over bare metal. This undercoat will dry out and
crack, allowing moisture to work its way in between bare steel. The comfy
layer of undercoating gives that hidden water years to convert steel into rust.
Also, while most mechanical bits were used in many other cars and easy to
source, finding the Grifo-specific bits today, if missing, can produce massive
brain damage.
While I did not personally inspect our subject Grifo, upon reviewing the
photos, it does appear to be a nice original example — although it looks
slightly unloved.
It is missing its trunk script and hood badge, and the grille badge is
mounted on the hood. Some underhood components are missing or not original; most noticeable are the incorrect radiator and missing fan shroud. The
interior appears very clean and original, including the original shifter (a
plus for originality but a minus for speed shifting).
Bargain style and grunt
The last sale I was able to find of this particular car was Coy’s London auction
in 1997 for about $43,400, and it has
been reported to have been on display
Details
at a museum in the Cayman Islands
Years produced: 1965–74 (all types)
since.
Number produced: 412
Original price: $14,000
However, if the car retains its origiCurrent SCM Valuation: $210,000–$300,000
nal drivetrain, has a solid chassis and
Tune-up cost: $250
body, and runs and drives reasonably
Chassis #: Metal plate on top of right front shock
well, I would call this car well bought.
tower
Engine #: Top left flange at rear of block
Why? With classic Italian supercar
Club: Iso & Bizzarrini Owner’s Club
styling and American grunt under the
More: www.isobizclub.com
hood, a good Grifo offers exclusivity
Alternatives: 1965–69 Bizzarrini 5300 Strada,
1966–68 Ferrari 330 GTC, 1968–73 Ferrari 365
and performance for what amounts to
GTB/4 Daytona
a modern-day buyer’s premium of most
SCM Investment Grade: B
comparable Italian cars of the day.
Cheap Thrills
The Performance Olds You Never Heard Of
Think Plymouth GTX from Oldsmobile and you’ll get the picture
by B. Mitchell Carlson
Courtesy of
Mecum Auct
ions
1970 Oldsmobile Cutlass SX
F
or those of you who think that the only Olds muscle car was the 442 (and
Hurst variations), guess again.
Oldsmobile’s use of the A-body platform ranged from sedate to blistering. On the blistering end was the 442, especially with the W-30 option,
and on the sedate end was the Cutlass Supreme. With a 350 under its hood, it
would still get out of its own way, but with a deep list of comfort options, it
took a bit longer that the 442.
However, who said that your father didn’t like to put his right foot down
and smoke the tires once in a while? To that end, for 1970, Olds introduced
the Cutlass Supreme SX. Think Plymouth GTX from Oldsmobile and you
get the idea.
Formal look, big performance
The SX — officially known as the Y79 Performance Package — was only
available as a Cutlass Supreme hard top or convertible. The hard-top Cutlass
Supreme for 1970 was the first year the series had a unique body. Unlike the
F-85, Cutlass S or 442 fastback-style hard top, the Cutlass Supreme had a
more formal “notchback” roofline with a markedly more upright rear window.
All Cutlass Supremes’ VINs have the same prefix for each body style
(34257 for hard tops, 34267 for drop tops), as the SX was just an option package. Today it makes verifying a real SX a challenge, but back in the day, the
SX saved you money at the insurance agency. Mr. Agent thought your Y79
was just a regular Cutlass just like your Uncle Bob had listed with them — not
a surcharge-laden performance 442 hard top or convertible (with 34477 and
34467 prefixes, respectively), although the SX could’ve had the same engine.
The party lasted for only two model years — 1970 and 1971. There were
minimal cosmetic changes between the two years. It’s also no small coincidence that the SX disappeared for 1972 — the same year that the 442 went
from being a stand-alone model to a Cutlass S trim package.
It’s all in the engine
Sure, it looked like a loaded Cutlass Supreme, but with GM lifting the
400-ci displacement ban on the A-platform cars in 1970, Olds could now
easily drop their big-car 455 into the 442 — and the Cutlass.
The SX came standard with the 455 mill. Initially this was the L33 320-hp
2-barrel, but later in the model year it was changed to the L31 365-hp 4-barrel. The L31 was the same engine that was used in the full-sized 88s and 98s,
set up as a torquey cruiser. The standard rear-axle ratio was 2.56 — handy
for blasting down vast stretches of America’s newly opened freeways that still
had “reasonable and prudent” speed limits, but hardly the stuff of stoplight
terrors.
Optionally, it could be had with the 365-hp 4-barrel W-32. Despite the
same horsepower rating (and generally believed by most enthusiasts to be
intentionally underrated), this was actually the standard engine for the 442,
dialed in more for revving with a different cam and carburetor. W-32s also
came with at least a 3.08 rear end, and could even be had with the W-27
aluminum-housing rear differential.
That said, just because a Cutlass has an L33 in it doesn’t
necessarily make it an SX. One of the reasons for making the
455 available in the A-platform was as an option for the Vista
Cruiser station wagon, as previous model years had larger
engines available for those wagons.
Initially, the L33 could be ordered in any Cutlass, including
all Cutlass S models and Cutlass Supreme 4-doors. When the L33
was canceled, the only Cutlass available with a 455 became the SX.
The one and only engine for the 1971 SX was the L32 365-hp 4-barrel
455. Akin to the L31 from the previous year, this was the common lowercompression “big-car” motor. And like the W-33 was the previous year, this
was also now the base engine in the 442 for ’71.
All SXs also had the Turbo HydraMatic 400 automatic transmission. The
package also had a few unique features not available in the garden-variety
Cutlass Supreme. Aside from the prerequisite badging on the front fenders,
it had dual exhausts with trumpet outlets, clearance cut-outs in the bottom of
the bumper for said dual exhausts, and on hard tops only, extra front fender
braces. Note that the last three were also found on the 442s.
Poseur’s paradise
Therein lines part of the problem with SXs today. While the 442s had the
fastback body for the hard tops, the SXs had the formal notchback roof of all
Cutlass Supremes. Building a fake 442 from a hard top was all but impossible
to do, remembering that the VIN prefixes were also different. In essence,
doing so would make a phantom that never originally existed. However, for
a convertible, all the parts swapped over to the exact same bodies to make
a fake 442. For even less-scrupulous folks, swapping VIN tags made the
change all but complete, aside from the Level II VIN stamped in the frame.
At a major collector-car auction this spring, I reported on a replica ’71 442
drop-top that the consignor laid bare as originally being an SX. Is that same
car worth converting back to being an authentic SX? At this point, it’s noble
but financially debatable.
Going the other way — making a fake SX — traditionally hasn’t been
worth the effort. They were virtually unknown, hence nobody would’ve really cared. The shade-tree motor swap from a 350 to 455 had been enough to
make a Cutlass Supreme go fast on a budget, without going into the details to
make it an SX. However, interest in and general knowledge of these cars has
been increasing. There are hundreds of thousands of 350-powered Cutlass
Supremes out there, so the poseurs are starting to appear.
Although the bright and flashy
muscle cars have traditionally
Details
brought the most traction since the Years produced: 1970–71
Number produced: 9,344 (7,197 for 1970; 2,177 for
1980s, today the sleepers from the
1971)
era are just as desirable. Especially
Original list price: $3,151
those with low production numCurrent ACC Valuation: $12,000–$28,000
Tune-up cost: $200
bers like the SX. As the legions of
Distributor cap: $12
muscle-car enthusiasts who grew
Chassis number: Lower driver’s side of the windshield
up with these cars start to mature
Engine number: Driver’s side, forward upper end of
and gray, the loud and cartoonish
the block, below the generator bracket
Club: Oldsmobile Cutlass Supreme SX Club
examples will lose some of their
www.sx455.com
charm, and I think cars like this will More:
Additional: www.classic-oldsmobile.com
take up the slack. Especially for buyAlternatives: 1970–72 Buick GS, 1968–71 Plymouth
GTX, 1970 Mercury Cyclone GT, 1970–74 AMC
ers who want to hear the radio over
Javelin
the comfortable a/c while roasting
ACC Investment Grade: C
the tires.
Collector Car Insider
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