Category archives: Features

Future classic: Subaru WRX STI

Photos courtesy Greg Rubenstein
Photos courtesy Greg Rubenstein

Another in of a series of articles about cars that someday may be considered classics.

Car collectors usually start out by buying the car they wanted but couldn’t have in high school. For baby boomers, those were Detroit muscle cars and little deuce coupes. But for a younger generation, they were road-legal rally cars, vehicles such the 2004 Subaru WRX STI.

Subaru was among those seeking global attention for their cars by racing in the early years of this century in the World Rally Championship. Rallying may not have been as big in the United States as Formula One, Indy cars or NASCAR, but globally it was second only to F1 and even here is was popular with the video gamers.

Subaru’s WRC hopes rode — and rode well, winning the championship twice within three years — on a souped-up version of its Impreza compact sedan. To race in the WRC an automaker had to homologate its racer for the road and thus the WRX STI. WRX was sort of short for World Rally eXperimental and the STI came from Subaru Technica International, the company’s in-house motorsports shop.

What those letters brought were 300 turbocharged horsepower and 300 pound-feet of torque from Subaru’s 2.5-liter, horizontally opposed four-cylinder engine, an architecture similar to that employed by the likes of Ferrari and Porsche, just with fewer cylinders in Subaru’s case.OLYMPUS DIGITAL CAMERA

With a six-speed manual, strengthened suspension components, Brembo brakes and driver-adjustable full-time four-wheel drive, the WRX STI was (and remains) quick and nimble. With a massive hood scoop, big BBS wheels and ginormous rear wing, it had (still has) a menacing presence that belies its commuter-car underpinnings.

Put it all together and the WRX STI is ready for handbrake J-turns on dusty forest roads (the center diff is so smart it disengages the rear-wheel drive when the handbrake is applied) and for smoking its tires — and its competition — on tight autocross circuits. Don’t be surprised if it also shows up on classic car auction blocks somewhere down the road.

 

Presents delivered, Santa swaps reindeer and sleigh for some classic horsepower…

Photo by Larry Edsall
Photo by Larry Edsall

Now that he’s put away the sleigh and fed the reindeer, Santa’s swapping his tall back snow boots for his favorite pair of Pilotis and he’s heading out on the road in his classic sports car for a nice long drive. What classic car activity are you doing this holiday season? (Tell us about it in the “Share your thoughts!” box below.)

Regardless your ride — be it a classic or brand new — from the Jolly One, and from all of us at the ClassicCars.Com Blog, have a Merry Christmas and a safe New Year.

Congratulations to our pre-launch grand prize winner!

Congratulations to Gary Loar from Cresson, Pa., on being the grand prize winner in our pre-launch drawing! Gary has won a great prize package for a classic car fan:

  • An autographed copy of Larry Edsall’s Masters of Car Design
  • A handsome ClassicCars.com stainless steel travel tumber with velour bag
  • A ClassicCars.com mouse pad
  • A set of ClassicCars.com ball-point pens

Gary was kind enough to share his story about his beautiful 1954 Pontiac Chieftain Deluxe, which we posted earlier today.

Gary, we hope you’ll enjoy all of the above every day as you visit the ClassicCars.com Blog!

Future classic: Acura NSX

Photos courtesy American Honda Motor Co.

Editor’s note: This is part of a series of articles about cars that someday likely will be considered classics.

At the Turin auto show in 1984, Honda, the Japanese automaker, and Pininfarina, the Italian design house, unveiled a concept car called the HP-X. H stood for Honda, P for Pininfarina and X for eXperimental. The car’s wedge-shape was reinforced by a series of sculpted ridges that streaked back from just behind the front wheels and over the rear tires. One of Honda’s V6 racing engines positioned behind the two-seat cockpit.

The concept laid the groundwork for a car Honda’s Acura division would reveal five years later at the Chicago auto show. The name was changed NSX, now was short for New Sports car eXperimental, except at this point the car no longer was experimental. It was the prototype for the NSX that would launch in the United States as a 1991 production model.

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Honda had returned to Formula One racing in 1988 as engine supplier to the McLaren team, and McLaren’s Ayrton Senna and Indy car racer Bobby Rahal were among those who helped develop the NSX’s dynamic capabilities. The car’s aluminum body was designed by budding auto styling superstar Ken Okuyama, who accented the production car’s wedge shape with a clever wing-style spoiler that stood proud of the rear deck lid as it spanned from one rear fender to the other.

The car’s V6 engine spun to more than 7,000 rpm, where it produced 270 horsepower, more than enough to create excitement for someone driving such nimble and lightweight vehicle.

The NSX was Japan’s first widely distributed, world-class sports car and was pitted against everything from Ferraris to Corvettes.

NSX production ran from 1990-2005, and those cars still sell at used car rather than collector car prices.

That very well will change, especially with Acura showing a new NSX that goes into production in 2015 as a world-class but hybrid sports car with a twin-turbocharged V6 to power the rear wheels and with electric motors turning each of the front wheels for an all-wheel powertrain.

And, after all, if you buy a new NSX, what better companion for it in your garage than one of the originals?

14_04NSX_medium

 

We’re walkin’ in a Willie’s wonderland

(Editor’s note: One of the features we hope to include as a regular part of this blog are  photos and stories from those often unexpected but usually very pleasant surprises found while exploring the rust and dust of the old roads. Let us know if you’ve come across such places so we can share your stories and photos as well.)

Photos by Larry Edsall
Photos by Larry Edsall

Bobby Troup wrote about Flagstaff, Kingman, Barstow and San Bernadino, and for some reason he didn’t forget Winona, though I’ve been there and saw nothing that might be a reason for memorialization in a song. Unless, perhaps, Winona wasn’t just the way station between Gallup and Flagstaff but a woman who shared the town’s name?

Regardless, Troup didn’t include Newberry Springs in his lyrics for (Get Your Kicks On) Route 66, perhaps because even back in 1946 Newberry Springs was little more than a watering hole in the Mojave Desert (they wouldn’t film the movie Bagdad Cafe there until the mid-1980s), or maybe because Vartan “Willie” Kalajian had yet to establish his business in Newberry Springs.

We were driving the California section of old Route 66 when we spotted what appeared to be an auto salvage yard hidden behind trees and protected by a big fence. However, it never — well, not usually — hurts to see if you can get in, so we followed a long, sandy driveway to an open gate.

There sat Willie himself, wrenching on a spotless white Karmann-Ghia he was building up for his daughter.

Willie mind if we wandered around and took some photos?

Help yourself, he said.

Later, we got to chatting and realized that if we’d have asked to stay for dinner, Willie likely would have been accommodated.

Willie’s business is Willie’s On & Off Road Center, which specializes in Volkswagens and in using VW parts to build dune buggies, he said. After our trip, we checked his website (www.williesoffroad.com) and learned he also scouts locations for movie shoots, and provides vehicles for those movies and location support for film crews working throughout the region.

 

Future classic: Oldsmobile Aurora

1995 Oldsmobile Aurora Four-Door Sedan DN546-U0184
Photo courtesy of General Motors

Editor’s note: This is the first in a series of articles about cars that someday likely will be considered classics.

When Chuck Jordan returned from General Motors’ European offices to become the automaker’s vice president of design in the late 1980s, he realized that “all the sedans on the road were dull, drab and boring. There was no character, no excitement.”

Secretly, Jordan set one of GM’s advanced design studios to work on a sedan that had character and excitement.

The car was designed and a full-scale model was created.

But Jordan still had a problem: None of GM’s various car divisions had asked for such a car and didn’t seem very interested in the no-longer secret vehicle.

Undaunted, Jordan parked a full-scale model of the car in the hallway at GM’s headquarters, placing it so executives couldn’t avoid it as they walked past the car several times every day.

At last, the day arrived when the head of Oldsmobile asked if he could have the car. Well, not him personally but if he could have the design for his division, as its new flagship sedan.

1995 Oldsmobile Aurora Four-Door Sedan UNC1995-0039

And thus was born the 1995 Oldsmobile Aurora, which one author has called the last great full-size American car design.

Nearly two decades later, that original Aurora, with its spaceship shape, grille-less nose and full-width tail lamp, still looks fresh and futuristic.

Vehicle Profile: Lamborghini Diablo VT

The 1st-gen Lamborghini “Diablo VT” was breathtaking to behold and is arguably one of the most beautiful, sexy and extremely-fast, exotic-supercars ever produced! This over-the-top, almost-as-fast-as-a-speeding-bullet, as aerodynamically perfect as anything earthbound could be, fire-breathing beast was designed by the infamous and proud Marcello Gandini, who had also designed the two predecessors in line to the “Diablo”, the Miura and the Countach.  The “Diablo” moniker was drawn from Spanish history and was the name of a famously ferocious, 19th century, fighting bull, which was owned and raised by the “Duke of Veragua”, who also happened to be the grandson and heir of Christopher Columbus! The edict was sent from the top brass at the time (around June of 1985) to design a vehicle that could reach a top speed of 315km/hr (approx. 196 mph, for us metrically challenged folk) and yet meet all the new (and ever increasing) emissions standards and safety regulations of the day. Rumor has it, that after the Chrysler Corporation had taken over ownership of Lamborghini in 1987, (which was right in the midst of designing the “Diablo”) they frowned at the angular design of the new model ( maybe to much like the Countach?) and had their designers in Detroit take a hand at smoothing-out the aggressive angles by massaging the bodywork into a more curvaceous look.

Zero to 60 mph took just over 4 seconds and handling was unbelievably well-controlled, even under the most lead-footed of handlers, due to the perfectly-balanced weight distribution of the rear-facing, mid-engine and “VT” all-wheel-drive system, which automatically/electronically (or manually, depending on how the driver had the controls set) switched traction to the front wheels in the instance the rear wheels broke loose. Even though the “Diablo” overall was larger, wider, stronger and thus heavier than the “Countach”, it was still the fastest production car in the world at the time of it’s debut in 1990. The body was uniquely designed as well, using steel, composite and aluminum panels and retained those tell-tale Lamborghini “scissor-style” doors which opened straight up and angled forward out of the way. The new Lamborghini “Diablo” was also outfitted with more creature comforts and refinements than ever before but remained an icon of all that is Italian in supercar motoring and still draws a crowd every time one is seen in public.

Vehicle Profile: Chevrolet Camaro

Chevrolet Camaro

Sometime during April of 1965, long before any official announcement was made by General Motors’ Chevrolet Division, reports had begun circulating that Chevrolet was preparing to build a vehicle code-named “Panther” in the newly identified Pony/Musclecar category. This mysterious new vehicle was intended to compete directly with the highly successful Ford Mustang. The Ford Mustang was introduced in late 1964, as a “new for” 1965 model, and received rave reviews and huge sales numbers. Not to be outdone . . . GM had an ace up their sleeve to face this Ford rival, head on.

Chevrolet sent the first of two telegrams to 200+ automotive journalists on June 21, 1966, announcing their plans for the “Panther”, using very mysterious language. The first telegram read something to the effect of: “Please save noon of June 28, 1966 for important S.E.P.A.W. meeting. Hope you can be on hand to help. Details will follow .” The telegram was signed by John L. Cutter, Chevrolet Public Relations and S.E.P.A.W. Secretary. On the following day, the same group of journalists received another telegram to the effect of: “Society for the Eradication of Panthers from the Automotive World will hold first and last meeting on June 28. The (insert city name here) chapter will meet at (insert hotel name here) joining in a national 14 city live telephone conference with Detroit based , Chevrolet General Manager, E. M. “Pete” Estes. Please R.S.V.P. by telephone, etc….”.  This second telegram was also signed by John L. Cutter. Both of the telegrams left many automotive journalists puzzled at the time because none of them had ever heard of S.E.P.A.W. before the two telegrams were sent.

By June 28th, the industry was buzzing with anticipation and excitement about this big, strange meeting. Chevrolet’s General Manager, Pete Estes, would have some fun with this secretive game and make the announcement himself. Now, back in 1966, they used quite a cutting edge means of reaching more people collectively, in the Automotive Journalism society, than ever before possible. Rather than forcing all the 200+ journalists to make a trip to Detroit, GM utilized a new technological advancement by the Bell Telephone Company called two-way conference calling. It was the first time in history that 14 cities were connected together in real time for a press conference via telephone.

After a brief speech about how well things were going for General Motors and how they intended to remain the number one automotive manufacturer in the USA, Mr. Estes then said “Oh yes! I almost forgot! The purpose of this meeting! . . . Gentlemen, as much as we appreciate the tremendous publicity given “Panther” we ask you to help scratch the cat once and forever. And as such, this will be both the FIRST and the LAST meeting of S.E.P.A.W.! Chevrolet has chosen a name which is lithe, graceful, and in keeping with our other car names beginning with the letter “C”, it suggests the comradeship of good friends, as a personal car should be to its owner! Above all, it is the name of our new car line to be introduced on September 29, 1966! To us, at GM, the name means just what we think the car will do . . . GO! ….and here it is!”

At that moment, five beautiful girls came onto the stage, each holding a letter, while Mr. Estes held the sixth letter. While a narrator described to the out-of-towners, that could not see what was going on, Mr. Estes placed each girl in order and then lined up with them for all to see the word CAMARO. There was excitement and amazement and yet many were still puzzled at what it meant and what exactly was a CAMARO? The Product Managers, who fielded the many questions after the announcement about this peculiar, yet immediately likable name, only said (as smug as possible), it is “a small, vicious animal that eats Mustangs”.

And so, later that year, on Sept. 12, 1966 in Detroit, MI, the new Camaro was unveiled to rave reviews and an eagerly awaiting public hungry for their own GM produced pony/musclecar. And, as stated at the mysterious meeting back in June, the cars were available at Chevrolet Dealerships across the country on or about Sept. 29,1966.

Alrighty then… now for some details about the First Generation (1967 to 1969) Camaro or F-Body (a platform also shared with the new Pontiac Firebird) which was a built on a front-engined, rear-wheel drive platform and only available as a 2-door coupe or convertible. A wide variety of engines were available, ranging from the 230-cid L6 to the ultra rare optioned ZL1 (only 69 were ever made and only for the 1969 year model), drag-race ready, aluminum block 427-cid, big-block V8, or COPO 9560 (Central Office Production Orders) package, which added over $4,000 to the sticker price, which was a lot of money back then. But oh, what fun it must have been to stuff your foot into that one. There were actually over a dozen (14) different engines available during the first three years of Camaro production and some were only available to a choice few specifically for racing purposes.

Some of the available options, such as the RS, was an appearance package that included hidden headlights, revised taillights, RS badging, and exterior rocker trim. The SS, which included a 350-cid V8 engine or the optional L35 and L78 396-cid big-block V8 was also available in SS package. The SS also featured non-functional air inlets on the hood, special striping and SS badging on the grille, front fenders, gas cap, and horn button.  It was even possible to order both the SS and RS packages together to make a Camaro RS/SS. In 1967, a Camaro RS/SS convertible with a 396-cid V8 engine, paced the Indianapolis 500.

The Z28 option code which was introduced in December 1966 for the 1967 model year was the brainchild of Vince Piggins. He conceived offering a virtually race-ready Camaro which could be offered for sale from any Chevrolet dealer. This option package was not mentioned in any sales literature, so it was unknown to most buyers and dealers for that matter. The Z28 option required power front disc brakes and a Muncie 4-speed manual transmission be installed on these models. It also featured a 302-cid small-block V8 engine, an aluminum intake manifold, and a 4-barrel, vacuum-secondary Holley carburetor. Only 602 Z28s were sold in 1967, along with approximately 100 Indianapolis 500 Pace Car Replicas. The origin of the Z28 nameplate came from the RPO (Regular Production Option) codes – RPO Z27 was for the Super Sport package, and RPO Z28, at the time, was the code for a Special Performance Package intended to compete in the Trans Am racing series of the day. Many Camaro’s are raced, and very successfully I might add, in various forms and venues all over the world to this day.

There have been five generations in the life of the Camaro, with a brief hiatus in production from 2003 to 2009, with the awesome, retro-looking fifth generation Camaro making it’s debut in 2010. During the First Generation production run from 1967 to 1969, a total of 699,538 Camaros were made. You know what that means . . . there is a good chance that your favorite model, options and color are still out there and available for purchase .

Oh, hey, did I ever answer the question of the meaning of the Camaro name? When pressed for an answer, over a year later (sometime in 1967), as to how he came up with the name Camaro (which actually means friend, pal or comrade) from a list of over 2,000 words of which to choose, Mr. Estes laughed and casually admitted, “I locked myself in a closet and came back out with Camaro”!

Vehicle Profile: The Scarab

1958 Scarab

One of the most successful, purpose-built race cars in American history has to be the legendary, Reventlow Automobile’s Scarab.  Named America’s Finest Sports Car by the influential “Road and Track” magazine, this beautifully sculpted, aluminum bodied race car was born in the mind of an amazingly talented young man named Count Lawrence Graf von Haugwitz-Hardenberg-Reventlow (or Lance Reventlow, as he preferred to be known).

Born in 1936, he was the only child of Danish nobleman Count Kurt von Haugwitz-Hardenberg-Reventlow and American socialite Barbara Hutton. He was born at Winfield House in London, which was built by his mother and named for her grandfather Frank Winfield Woolworth who created immense wealth with his chain of stores by the name of F.W. Woolworth’s Five and Dime. His parents’ marriage was a tumultuous one, filled with his father’s emotional and physical abuse of both Lance and his mother, along with his mother’s growing alcohol and drug addiction.

Barbara Hutton, who had inherited the Woolworth department store fortune and was also the daughter of the extremely successful Franklin Laws Hutton of E.F. Hutton fame, was then one of the wealthiest women in the world. The marriage to the Count, Barbara Hutton’s second of seven, did not last and young Lance became the subject of a bitter custody battle. Left to be raised by nannies and boarding schools, Lance Reventlow was six years old when his mother married the world-famous actor, Cary Grant, who took the already troubled boy under his wing. Reventlow’s mother and Grant, unfortunately, divorced on July 11, 1945 and two days later the then nine-year-old was abducted by his biological father and taken to Canada but later returned. Grant remained close to Reventlow, who spent a great deal of time in the Los Angeles area. In fact, by the age of 30, Lance’s mother had been married and divorced a total of seven times.

Given his tumultuous upbringing and fortunate, young Lance had a love for all things mechanical and especially fast cars, racing and airplanes. On a trip to Europe in 1957, with his friend Bruce Kessler, they enjoyed touring all the race venues, renting race cars and even entering a few events. They visited all the top European race factories, including the very successful Cunningham Team’s Lister-Jaguar headquarters. Lance, then 21 years old, saw nothing they were doing in Europe, that couldn’t be done back home in the USA. So he decided to get back to California and start his own racing company. Upon his return home, he immediately set up his company, Reventlow Automobiles, in (Venice) North Hollywood, CA and told his chief mechanic and good friend, Warren Olson, to hire a Dream Team of the best designers and builders of the time to create the race car he had envisioned in his mind, specifically with the idea to beat the big boys from Europe at their own game.

His team, which included the likes of former Kurtis fabricators Dick Troutman and Tom Barnes and engine guru’s Jim Travers and Frank Coon, who would later form TRACO. Lance also called on the help of legendary racer and designer Ken Miles to design the chassis. The final piece of the puzzle was Chuck Daigh, who was hired as both a driver and drivetrain specialist. Lance had one big advantage over the European sourced competition . . . he could build a car specifically for American style stop and go racetracks, which were quite different than their much faster European counterparts.

With this in mind, he asked for a race car that was compact, lightweight and above all, able to put its power to the ground very well. Inspired by the Mercedes-Benz 300 SL, Ken Miles penned a design for a space-aged frame with enough room for Olson and his men to make their own mechanical design interpretations. The suspension was equally advanced with double wishbones at the front and DeDion axle at the rear. Making an American built race car meant he had to make a compromise and use drum brakes instead of the superior British disc brake systems. The only inconsistency, or non-American component, was the Morris sourced rack-and-pinion steering gear.

The very American Corvette V8 formed the basis for the Scarab’s powerplant. Although by the time Travers and Coon were done with the engine, it was a very different beast altogether. The first order of business was to increase displacement from the original 4.6L (283 c.i.) to 5.5L (339 c.i.) by boring and stroking the little V8. The enlarged displacement engine was even equipped with the advanced-design Hilborn FI unit and the intake manifold sported eight very stylish intake trumpets splayed at all different angles. With all these modifications in place, the V8 was good for anywhere between 360 and 385 bhp, most of which was available from very low rpm’s. The engine was then mated to a Borg-Warner 4-speed gearbox, which had a lightweight aluminum casing. An amazingly curvaceous, aluminum body was styled by then 19-year old Art Center school student Chuck Pelly, which rounded off the sexy package. The completed machine weighed in at a very competitive 1,900 pounds.

The very first prototype, dubbed the MK1, rolled out of the garage early in 1958, incredibly, only a few short months after the team had been assembled and was named Scarab. The name, chosen by Lance himself, was in reference to the Scarab dung beetle of Egypt, which was considered sacred in ancient times. Although not immediately successful, by June of 1958 and for many years after, the Scarabs dominated the racing world and even beat the previously dominant European teams, here in the USA, at some of the most famous venues and exciting races of all time. Scarabs were successfully piloted over the following years by such greats as Carroll Shelby and Augie Pabst (When Lance exited the racing scene in 1962, he leased his facility to Mr. Shelby).

Tragedy surrounded Lance much of his young life and early in his career.  He had became close friends with fellow auto enthusiast and promising actor, James Dean. They even competed in club events all around California and on September 30, 1955 Lance was one of the last people to speak to Dean, when they met on their way to an auto race in Salinas CA. Dean was killed a few hours later in his racing Porsche 550 Spyder.

In 1964, Lance married ex-Mouseketeer, Cheryl Holdridge, who was introduced to him by close friend, singer Jimmy Boyd. The couple managed to remain out of the glare of publicity for several years and attempted to carry on a somewhat normal life. An avid Alpine skier, hiker, sailor and pilot, Lance and his wife,Cheryl, maintained a home in Aspen, CO. It was there, in 1972, while looking at an area to build a ski resort with real estate brokers and an inexperienced young pilot, Lance’s promising young life of only 36 years, would be cut short. According to the NTSB report, Lance was a passenger in a Cessna 206 and unknown to him (Lance was a fully rated instrument, multi engine, commercial pilot with thousands of hours under his belt) the Cessna’s pilot was an inexperienced 27-year-old student who flew into a blind canyon and stalled the aircraft while trying to turn it around. The small plane plunged to the ground, killing Lance Reventlow and all others aboard.

Stay tuned to see “Part 2″, the future of the awesome Scarab automobile…..

Vehicle Profile: The Scarab – Part 2

Thanks to the efforts, admiration, fond memories and sheer determination of Mr. Richard Kitzmiller, president and founder of Kansas based Scarab Motorsports, LLC, (www.scarab-motorsports.com) the amazingly successful, Holy Grail of America Racing History and the original 1958 creation of young Lance Reventlow has been born again. He wanted to remain as close to the original design as possible (by making only a few safety and structural upgrades) in order to honor and maintain the integrity and historical significance of a true legend, which had been created by the vehicle’s designers some 50 years ago.

Mr. Kitzmiller, as Lance had done, assembled a group of rabid motorsports enthusiasts, engineers and designers. They collaborated to re-create, from the original specifications, a modernized continuation line of Scarab front engined race cars for your enjoyment on the street or track. He successfully revived, in true form, the very cars that dominated the racing world, tracks and teams of their hey-day.

Every aspect of the original masterpiece has been painstakingly re-created with only a few modernization updates. These minor updates (which are actually major when compared to the antiquated components used on the originals), are mainly for structural and safety reasons, as well as to utilize current technology. They are, however, difficult to detect from the original by the average admirer, but are easy to spot by a trained professional or a concours judge. These continuation Scarabs are built to exacting specifications and include a strong foundation consisting of a hand-built, tig-welded 4130 Chrom-Moly tube frame, Corvette C-6 uprights and hubs, fitted with custom upper and lower control arms, Wilwood 4-piston calipers and 12.19 inch brake discs front and rear, with a Winters Quick-Change rear differential (very similar to the original used, but much more serviceable) and independent rear suspension.

This re-creation of a legend, features a beautifully hand crafted, curvaceous body, in right or left hand drive configuration, using the most durable aircraft aluminum by skilled artisans of metallurgy in Poland and then shipped to the USA for assembly to the completed, rolling chassis. It also comes with a variety of options including leather interior, roll bar, tire upgrades, custom paint selections, and much more, up to and including a period correct Hilborn FI system. This allows you to personally design the updated Scarab most suited to your individual needs, with all the visual beauty of the original car.

The continuation SCV (Scarab Component Vehicle) from Scarab Motorsports, LLC, is offered as a rolling chassis that does not include an engine, transmission, drive shaft, exhaust system, or battery. The rolling chassis does include standard paint in a choice of two blues with traditional white scallop. Because there are many choices in the powertrain department for your Scarab, they leave that up to the individual to decide upon how they intend to use the vehicle. Many options to complete your personalized Scarab are offered by the company. By exotic car measures, the new Scarab is comparably affordable and considering the fine details, hand-craftsmanship and high-quality components included, you really get a lot for your money.

So, If you want to own a real piece of racing history for yourself, your family and your friends to enjoy and admire, or if you just want to regain your youth and enter the SVRA Racing circuit, there is no better time, nor more exciting vehicle, than the new Scarab.