Car Clubs, Museums, Organizations and more are encouraged to plan events like parades, driving tours, rally’s, shows and more to celebrate Classic Cars and the Motoring Lifestyle.

The date couldn’t have been any better as TMJ closes in on our inaugural show “Moto Gusto”. Chris Runge, “Moto Gusto” founder is encouraging owners and enthusiasts attending the event to drive their cars up on July 13, 2012 and make a wonderful weekend of it at Arrowwood Resort. The 25th celebration of the boat display and our addition of the classic and exotic automobiles captures the very essence of  “Collector Car Appreciation Day”!

Picking up where I left off when I had just finished a reshape of the front clip. I had some serious planning to do. As you may know by now none of this project has been formally drafted, just sketches and my brain going non-stop planning and laying things out in my head. Lots of trial and error as well.

In shaping the rear shell I started at the very bottoms of the rear fenders and worked my way up and forward toward what will become the front edge of the rear shell. In my previous installments I explain quite a bit about shaping the metal. But the difficulty here with my limited tools and metal shrinking ability, was to make large panel sections. I had to slice each rear fender into pieces running front to back. I then tacked them together tightly on the buck until the rear shell was covered. Overall, it turned out nice.

So it was finally welded up and fit in place. I like it! It sort of looks like postwar streamliner meets prototype racer.

My next challenge was to finally remove the buck. But  my concern was with the buck removed and no body bracing in place yet, the body could kink or sag. I found out pretty quickly that with all the compound curves and hammer forming the alloy body became really quite rigid. It held up its own weight with no problem. I was even able to get it out into its first daylight!

So the next trick was to layout the inner support structure for the body. The F-Vee chassis as it sits has a pretty robust cage and ladder type frame. So my plan was to build off of that, similar to the pictures I have collected of the Romesche-Porsche and Petermax Mueller cars. I fabricated cross sections that would act as a firewall and front bulkhead just in front and behind the driver cockpit. Here you can see the firewall mocked up and held in place with Clecos. The final mounting will be done with rivets.

I then went to work on the front wheel wells as this also acts as part of the support structure for the forward clip. I shaped and bead rolled the panels for strength. The different panel sections making up the inner support structure are strategically laid out so that the body can be removed pretty quickly if needed.

So the front clip is pretty well mocked up with all supports in place. Now I turn my attention to the very challenging rear shell! First off I had to start on my wheel wells and supports for the rear. Everything is laid out keeping in stride with the idea of the hinge system.

I finally came up with a way to hinge the shell. I fabricated the hinge system and got it working but it will definitely need fine tuning. Here you can see some different angles of the rear shell. I like how things are coming along but getting the rear shell to line up when closing takes a little work. I used Dziuts fasteners to lock it down. It will also have leather straps reminiscent of the 550 Spyder that will hold the hood and rear shell in place.

I’ve now got all the panels riveted in place and I can roll the car around. I still don’t have power hooked up but its getting close! Here are a couple more pictures out under the sky.

I’ve now turned my attention to building out the cockpit. This basically consists of finishing up my seat position, building the seat frame and enclosing the side areas next to the seat. I hid all of the wiring and also made plenty of room for the extinguishing system to remain operable.

The windscreen came next. It took some time to get the shape just right using paper templates, but once I got it I new it was just what I was looking for. I then transferred the template to Lexan and cut it using a “nibbler” shear. I made my frame out of aluminum which will be riveted to the Lexan and to the body surrounding the cockpit. I also plan to do some leather covering in the cockpit.

Finally, I’ve officially decided to paint the car silver. As much as I want to leave it raw aluminum, I just think it’s going to complete the look in Silver. Maybe I’m being too picky, but with the Silver paint, racing numbers and the hood stripe designating the appropriate engine displacement I think the car will look complete. The above pictures are taken at our family farm where I grew up. Just a few houses down the road is an old school pinstriper and painter. He couldn’t keep me out of his shop when I was a kid and now he’s pretty excited to help put the finishing touches on the car. Hopefully my next posting will show the final product! T
Thanks for reading and happy motoring!

The country of Hungary has roughly 10 Million people. Of that 10 Million there are a total of about 4,500 “Registered” classic cars and bikes. “Registered”, meaning these vehicles are officially a part of what we know and recognize as classics. There are maybe another 5,500 cars and bikes which are not considered classics today. So in total the car scene in Hungary is not considered to be very large.

Nevertheless, one enthusiastic guy, Andras Nosvai (61) has enough energy to organize a classic car event in the capital of Hungary, Budapest. His “Oldtimer Expo” started years ago in a really nice historic railroad depot. Due to incompetent politicians and officials, it was moved to the Budapest Fairgrounds. The change in locations proved to be somewhat chaotic and the event began to suffer.

However, There is another new event which started in 2011. In the occasion of the millenium of Magyar, the 1896 settlement at the heart of the Carpathian Basin, the Hungarians built monuments, parks, bridges, public institutions and of course a bicycle stadium known as the “Veledrom Millenaris”. Keep in mind, 1896 was the year of the Budapest Underground- the first of its kind in the European Continent, was completed.

The old Velodrom hosted races all the way through the early 1970′s until the memories of the stadium faded away. It wasn’t long until Andras Noszvai rediscovered the concrete race track with its banked curves. In his passionate enthusiasm that had driven his earlier events, Noszvai organized his first “Prototype” event in the Spring of 2001 as a test and feeler without any visitors. He immediately reorganized the “Oldtimer Expo” for September 17th,  2001 which attracted 500 visitors. The event continues today and attracted over 1,000 visitors to the concrete oval known as the Veledrom.

The Slovakian “Aero”

Enthusiasts traveled all the way from Austria and Germany to take part in the activities. The motorcycles proved to be more at home on the short oval as the cars seemed to run out of space! 83 Yr old guest star and World Champion Motorcyclist (1962, 64 66) Luigi Taveri courageously drove his 2 cylinder Honda around the oval.

Luigi Taveri on his 2 Cylinder Honda

If you like old cars and bikes, and have a chance to visit Budapest, Hungary next year… You won’t want to miss the Oldtimer Expo at the Veledrom Millenaris. The future of this concrete oval is uncertain and noone knows how long it will exist…

Below “Attila” rides the Motabi at 50MPH

This nice couple drove 2 Motabi motorcycles all the way from Munich, Germany

Event Organizer Andras Noszvai (right) speaks with Luigi Taveri (left)

Motoconfort in unrestored, original and running condition

A rare Capriolo

MV Augusta and Capriolo

This rare 275 GTB Competition (S/N 06885GT) was the very first officially built by Scuderia Ferrari. Early in the cars life it was raced briefly at the Nurburgring and Targa Florio as a prototype. After being acquired by Ecurie Francorchamps the cars was painted yellow and driven by Mairesse and Blanton.

The car went thru a scrutinizing process to be homologated for the 1965 Le Mans. At one point, the car was 500lbs lighter than production cars. After ballasting with weight it met the standards and was accepted into the GT class.

The race wasn’t looking good at the start where Cobra’s and several prototype entrants led the field. However the reliability of Ferrari’s 12 Cylinder engine proved true and by morning the GTB, although overheating was leading the GT class. Due to quick thinking on the teams part, a hole was cut in the the front allowing air to cool the engine. This led to a 3rd overall and 1st in the GT class.  Later it took an outright victory at Nassau.  The 275GTB is rightfully considered as a worthy successor to the 250GTO.

Every year in April, Munich celebrates the “little brother” of the world famous Oktoberfest. This “Spring Festival” usually starts with one of Germany’s biggest flea markets on Saturday and a huge classic car meeting on Sunday. If the weather is fine we can welcome about 1,500 cars and 200-300 classic bikes. Unfortunately, this year the weather was cold and rainy, so the meeting attracted maybe just around 500 cars, mostly from the 50′s to the 70′s. Only a handful of pre-war cars found their way to the “Theresienwiese” which is the meadow where Oktoberfest takes place.

In the background of this picture you can see the “Bavaria” a large bronze sculpture located in the Theresienwiese.

Here’s something which may interest  US readers: The inner city of Munich is closed to cars which do not pass emission laws. To show if the car is allowed to drive into the city, it will display a sticker on the windscreen. The stickers are either red, yellow or green. If the sticker is red, it is no longer allowed into the city, if it is yellow or green it is allowed. Very soon, only green will be allowed. Until today, motorcycles did not need a sticker. Of course, no classic car would pass emissions to drive into the city so they can get a special “Historic” registration plate which ends with the letter “H” or Historic. And, all cars with the historic registration are exceptions to the ban. As you can imagine the sticker idea is very silly. But the state or city can raise money as every sticker costs about $4.00. By the way, nobody in Munich ever saw somebody who actually controlled this, we wonder how other larger cities are handling these rules?

Shown here is one of the rare “Works BMW RS”, this is Walter Zeller’s 1956 record bike. Zeller became Vice World Champion (after John Surtees and his MV Augusta) on this bike in 1956.

This picture shows the original BMW “Boxer” engine. The engine was laid out lengthwise in the motorcycle. You can imagine that this lead to heat issues with the rear cylinders. BMW changed this design very quickly.

Shown here is a 1962 Facel Vega “Facellia”

Claus Mueller
Classic Media- A Division of CMCompanies GmBH
Facebook: Old Timer Hobby

This 166MM, being number 2 of 24 produced, makes it extremely rare. In 1949 this was the very car featured for the Ferrari Salon. It currently wears a leather upholstered interior which would have been a “Lusso”  designation from the factory.  This gives the car a dual purpose sports touring/racing appeal.

Although this 166MM is  a “Touring Barchetta”, It was delivered with several racing options. The car was race proven in short order as it competed successfully in the 1949-1957 Mille Miglia along with several other notable races.

After the cars retirement from racing it spent a pampered life in Bill Harrah’s Collection from 1967 to its closing in 1978. Since that time the car changed hands and finally landed  in the Oscar Davis private East Coast collection. This car was an award winning 2012 Amelia Island Concours d’Elegance entry.

Hall 3 of 12 at Techno Classica

Techno Classica and Retro Classics

For me the two events landing on the same date seemed like it could be a competition initiated by Retro Classics as Techno always would be the major show. Of course both organizers claimed that the shows happening on the same date was just chance. I don’t agree.

Both events claimed to be sold out as for exhibitor space. The huge number of classic car fans in Germany should allow two shows without any problem for either of them.

Techno Classica has always been one of the major classic car shows of the world. Compared to this, Stuttgart’s Retro Classic is very nice and yes, it is huge but more of a regional event.

The official facts provided by the organizers are showing that Techno Classica in Essen attracted 181,400 visitors and over 1,200 exhibitors from 30 countries. 2,500 cars for sale and 220 exhibiting classic car clubs.

In comparison Retro Classics in Stuttgart claims 65,000 visitors, over 1,200 vendors and 3,000 cars.

Maserati’s on display at Retro Classics. The Location Stuttgarts Fairgrounds.

My personal estimate would be that Techno Classica was about twice the size in space and 5 times the visitors. Techno Classica also attracts a large international collector scene. Stuttgart , seems to exaggerate a bit and the visitors were mostly regional. So, if I had 100 points to give away. I would give 80 to Techno Classica in Essen and 20 to Retro Classics in Stuttgart.

Next years dates are: Techno Classica- April 10th, 2013 and Retro Classics- March 7th, 2013. If you have to choose, go to Essen! If you are around anyway, don’t miss Stuttgart!

State of Art display at Essen

1966 Porsche 906 For Sale at Techno Classica

Claus Mueller


Claus Mueller, born in Munich, Germany, has been working in the classic car scene since 1985, when he organized his first swap meet held in a Bavarian beer garden near Munich. 7 Years later the event got a new name, Classic Mobil and moved to Munich’s famous Olympic Hall where it continued to grow for the next 15 years and became the 2nd largest classic car fair in Germany. Today Bavaria’s most important car show is The Oldtimertage Fueerstenfeld. It features a mix of Concours d’Elegance, swapmeet, classic car meet with 1200 cars, and auction and of course wonderful people.

In the 1990′s Claus organized readers tours for Germany’s major classic car magazines. Claus says “This was a wonderful job because I love classic cars, bikes and the United States. I met avid collectors, classic car guys, dealers, event organizers and again a huge number of really great people. To date I have crossed the Atlantic more than 100 times, always trying to combine travel with attending classic car events.”

And speaking of attending classic car events, in the past few years Claus has attended the Hershey Swap-meet, Monterey and Pebble Beach, The Quail and Laguna Seca several times. This year he saw Amelia Island and strolled through museums like Petersen, Blackhawk, Imperial Palace, Mullin, Ford, Tampa Bay and over 20 others. A highlight was viewing Jay Leno’s Collection! Claus drove the California Mille and the Carrera Nevada. Claus says he can check these events off his dream list!

These skillfully hand-crafted gloves are made by a 3rd generation Hungarian glove-maker. Not only are they made by hand but the Ethiopian Lamb leather makes for an incomparable fit and feel. Priced at $150.00 you can’t go wrong. Available in two styles, The Hollywood and The Monterey. Check them out here and buy a pair for yourself. You’ll be glad you did.

More than twenty of these magnificent Iso cars are expected to be on the field including examples of the Iso Rivolta GT, the Iso Grifo, the Iso Fidea, the Iso Lele and the Bizzarrini GT 5300, which was originally developed by Iso under the technical leadership of Giotto Bizzarrini. This may be the largest gathering of these classic automobiles ever in North America.

Piero Rivolta said, “It gives me great pleasure to see the many classic car enthusiasts around the world who love and cherish these Iso cars that we made so many years ago. I know my father would be honored and proud to see this.”

The Iso Rivolta GT was created by three of the great automotive people of the 20th centure. Giorgetto Giugiaro styled the car when he was with Berton, and Giotto Bizzarrini was responsible for the chassis design and overall engineering. It is powered by a Chevrolet Corvette V8 engine. Renzo Rivolta, however, set the design goals for the car. It had to be a sports car that could transport four people in comfort. These Iso cars have become highly sought after by collectors around the world.

About Iso S.p.A.
Iso began manufacturing scooters and motorcycles after WWII. Iso moved on to small trucks, the Isetta mini-car (made famous by BMW who licensed the design from Iso) and eventually Grand Touring (GT) cars, which featured Italian styling and American engines of which the Iso Rivolta GT was the first followed by the Iso Grifo.

Renzo Rivolta died at the age of 58 in 1966 and his 25 year old son, Piero Rivolta, took over the Iso company — The youngest major car company CEO in history.

About the Bizzarrini owners club can be found online here.

The club was founded in December 1980 under the leadership of Winston Goodfellow, a well known car historian, enthusiast and former Pebble Beach judge. Don Meluzio is the president of the club today and can be reached at DMeluzio@aol.com

I’m a numbers geek, a bean counter. I pride myself on having supported an automotive addiction with my automotive addiction. My dream of having a self-funded rotating collection has actually worked. Finding a desirable car, whether it be a classic or modern vehicle, buying it right, learning it, loving it and making it better than how I found it for the next owner. This has been a passion of mine since I was 13 years old. Now at 32 years old I’ve owned over 70 cars and have done so without going into the red. Most importantly making great friends along the way who love the cars just as much as I do.

So when I was asked to determine if the Volkswagen designed, French built Bugatti Veyron 16.4 Grand Sport Supercar could be considered a collectible several thoughts came to mind.

Questions:

1. Can a  car that costs $1.9 Million USD – - – NEW, Right now, In the current world market, be considered “collectible”?
2. At what point does your estimated, $1.9M investment earn a return.
3. Could it be worth $2.5M in ten years?
4. How much will it cost to own in those ten years?
5. What is the true cost of ownership?
6. Where would I get the car serviced?
7. Does the Veyron possess what it takes to win me over? So far, very few “modern” cars have it.
8. How can I answer any of these questions without getting behind the wheel?

The Truth:

I struggle with the term “Modern Collectibles”. Shouldn’t a truly collectible item stand the test of time?  And as for the test of time, could it be true that somewhere around the mid 70′s auto manufacturers, smitten by safety regulations and smog control,  began to lose the characteristics collector cars posess?  Sure there are post ’74 cars that might be desirable due to low mileage, limited production, engineering quality or racing history but the majority of these, with a few exceptions, I think most pre-date 1975.

And speaking of Character…  Having driven cars all the way from Pre-war to modern exotics. It seems to me that somewhere along the way a certain character that really great cars, even family cars possessed, has been lost.  In losing the character many cars became blah, boring, and unfortunately most feel similar to each other in the way they drive. This is why you won’t find many “reviews” on new cars on The Motoring Journal. I do drive them, but I was always told “If you don’t have anything nice to say, don’t say anything at all”.

For me, it takes a lot of hard driving and maneuvers to make today’s refined  cars really stand out. So many feel so much alike. In comparison, a SWB 911 put up against the 246 GT Dino can be differentiated with very little drive time and ridiculous “tests”. When you do get these cars into the maneuvers and shakedown they really come to life, both with their own pizazz! Follow me?

Collecting

So what makes a car collectible?

• Production #’s- The lower volume of any built car, the greater the rarity. Rare is collectible.
• Racing History- Winning races always adds to a vehicles value to some extent. The more significant the race, typically the more value. Multiple races with the same car, even more value.
• Documentation- A paper trail documenting the cars history, services, ownership etc. Always adds value.
• Engineering Feats- If the automobile utilized technology or engineering marvels it makes the car more collectible. If the manufacturer did this with success, it adds even more value. However not all engineering “feats” were successful…
• Cult Following- If the vehicle has a faithful following  you typically have added value.
• Film/Print/Movie- People collect movie cars. The star factor can add a few bucks.
• Manufacturer Provenance- Perhaps just the name “Bugatti” will make hearts melt (so far I’ve found this true). If the manufacturer is known for exquisite design, engineering, power, rarity and so-on, it can make their cars collectible.

The Bugatti Veyron

So the date was set for Friday, March 9th, 2012 at 11AM. Factory Pilot Butch Leitzinger, The Metallic Sprint Blue – Bugatti Veyron Grand Sport and yours truly were determined to find out what makes this Supercar so special. Butch gave me a quick run down and walk-around with the Veyron before we set off. On first inspection I like the cars size.  So many “sports cars” and “exotics” are getting big and bogged down with a lot of nonsense that they’ve lost the “sports”  or “exotic” part of their name. Not the Veyron. The sexy, tightly skinned body is a form that has been shrink-wrapped around function, around perfection. In performance weight is everything. It’s the common secret behind every performance car. The Bugatti wears and throws its weight around with such agility you would never know you’re are driving 4,938 lbs of machine. I guess when most of your weight is made up by your power-plant and the components to transmit that power to the ground, you’re going to perform just fine.

The interior is thoughtfully laid out, simple to understand and use. Entering and exiting the car is easy unlike many other exotics. It’s user friendly. Even the seat-back has a spot to hang your jacket. The seat adjustment sliders are manual, again a no-nonsense approach. Of course you can have your Veyron built with power seats and just about anything else you like. Telescoping and tilt for the steering wheel are simple to get dialed in. Rear view sight from your side mirrors is great. The interior rear view mirror has a built in reverse camera which might be the one gadget that I found difficult to use in the glaring Florida sunlight when the targa top is off.

So we set off for some road time but we thought it best to stop and fuel up. The 26.4 Gallon fuel supply requires premium grade dispenser gasoline. In “easy” driving conditions the W16 Mid-Chassis Engine configuration is capable of  an estimated 14 MPG. Not bad for 16 Cylinders and 4 Turbos that make 1001 Brake Horse Power. But when you put your foot into it, and we did, you drop down to the 5MPG consumption level. Something that’s not so super about a super car. But I can think of far worse things to spend money on than fueling a Bugatti Veyron….

Upon exiting the fueling station we were limited to a busy 40mph traffic zone. I thought this may make the car difficult to drive. However, this was far from true. What struck me with the Veyron is that it delivers, all the time, on all levels it connects to the human senses, at any speed. It never lets you forget that you’re in the cockpit of the pinnacle of styling, engineering and power.

Let me explain. From an artistic design perspective you can spend hours looking at this car parked. The Veyron is a work of art in every respect. A drivable sculpture. At city speeds with the top off, the growling engine is constantly inhaling and exhaling, combine this with the 4 Turbochargers and you have one of the most magnificent engine tones I have ever heard. I am convinced the acoustical elements flowing into the cockpit are enhanced due to the design of the rear engine enclosure and intake ports.

The intake ports are positioned  just behind the driver and passengers headrest.  They double as aerodynamic cowls similar to the streamliners of the Avus track days. You can see they are like bullhorns sending sweet overtones from the engine, subliminally whispering into your ear at lower throttle. It’s as though you are taunting this beast with your foot on the accelerator pedal and it’s sending audible love notes back to you on demand. At one point I actually told Butch to listen closely as the turbos spooled and wastegate blow-off said my name “Chrrrrrisssssss”! He heard it too!

Velocity

As we head South from Amelia Island down First Coast Highway the road opens up and traffic thins out. I have a healthy fear of this car although I am quickly getting the idea we have a mutual respect for one another. Something that all healthy relationships should have… Now that we’re out of the 40mph zone I can finally get it beyond the first of seven gears. Don’t get me wrong, first gear is easy driving. The paddle shifting with the DSG type dual clutch system is effortless. While in 1st gear, with the dual clutch, 2nd gear is already engaged. When the time comes (which is mind boggling at 6,000RPM) to shift there is no clunk or jarring as felt with certain other exotic cars paddle shifting. The Bugatti Veyron shifting is fluid and the power surge is incredible. As expected the engine clearly changes tones from gear to gear but the feeling is like nothing I’ve experienced in any other transmission design. The other point I should make is that you really cannot screw up in shifting this car. You can’t over rev because the car will shift for you at redline.  When in manual mode, you’re in control all they way to red. The only mistake one might make, if you’re accustomed to other forms of paddle shift, is letting off the accelerator  in “between” gear shifts. With the Bugatti, you keep your foot in it, as much as you dare…

This type of power and velocity is simply narcotic. For a junkie like me, it’s addictive. Imagine standing in front of an “idling” jet engine. The whistling turbine power. This is the sound of the 4 turbo’s singing at lower RPM’s. They’re always harmonizing and at around 3,000 RPM they ever-so slightly over-ride the engine tone. As you lay your foot into the accelerator pedal, the engines growl turns into a roar. The turbo’s, with minimal lag are right on boost and catch up to the engine harmony. All while the car is rocketing from your previous speed, whether it’s 30MPH or 130MPH. This is the point where most would say your “Pinned to your seat”. I beg to differ. You’re on the verge of getting sucked into a 16 cylinder monster! The seat feels like the only thing saving you from being devoured! It’s a roaring lion. Under full load, the Veyron is pulling something like 1.7G’s of force.  Addictive.

The windows automatically rolling up at 97mph minimize the cockpit wind noise. With the top off the car, the cabin wind  was hardly noticeable until upwards of 120MPH. Top on, the driving experience was never overpowered by wind noise, even in excess of 150mph.

As you would expect with the all wheel drive system, the Veyron is stable at any speed, connected to the driving surface. The rear spoiler protrudes upward to assist with downforce. Entering, driving through and exiting turns at any speed is exciting in this car. Many cars do so much of the driving for you, they cause you to feel disconnected from the machine. The Bugatti is different. It is constantly working to bring you into a more intimate driving relationship with the car and the road. At times I felt the car knew exactly what I enjoy and look for in motoring, sometimes more than I knew myself. This connection will deepen your passion for driving. Imagine taking the best of every possible aspect in automobile engineering and driver experience in one automobile. This is the Veyron.

The bond the Bugatti Veyron creates between man and machine might have something to do with the developmental testing as Butch explained, “To properly program the cars computers, testing was done at the Bonneville Salt Flats in Utah. A driver would go out with a Bugatti technician and laptop in the passenger seat. The driver would perform sudden swerves and erratic driving maneuvers while the technician, often holding on for dear life, would watch the cars computer system on his laptop and program changes accordingly.” How would you like to be the 200MPH guinea pig on that R/D day? This attention to fine tuning has paid off in huge dividends to those fortunate enough to own or even get behind the wheel of the Veyron.

And speaking of 200MPH, you’ve probably heard of the “Speed Key”… Without the speed key you’re limited to a mere 230MPH. Yes, to reach the Bugatti’s top cruising speed you must use a key to unlock the full 253MPH driving mode. It reminds me of  my childhood when dad finally took the baler twine (Redneck Governor) off the carb linkage on the go kart. Suddenly, there was a whole new world of speed!

With the Veyron’s speed key you’re not unlocking more horsepower. What you’re unlocking is a slightly lowered stance, a different pitch to the rear spoiler and the front air ducts close up. The speed key is strictly aerodynamic. I began to wonder if unlocking the speed key sends a beacon back to the Bugatti factory, letting them know someone is about to have the ride of their life? Either way this is engineering excellence.

Unfortunately on Amelia Island it was difficult to find space to truly stretch the Veyrons legs. I did however come up with a place where we could give the Veyron some room to play.

If you followed my coverage from Amelia Island 2011 you may have enjoyed the Hangar House story. I thought it might be best to use the airstrip as a safe place to see what the Veyron can really do. Hangar House and Airstrip owner Bill Amos thought it was a splendid idea under one provision, he got a ride.

At the airstrip, we safely reached 150MPH + cruising speed with room to brake. The runway itself isn’t particularly long but this was the best way to truly feel the refined, unending power this car has. At 150MPH where many cars begin to taper away, the Bugatti is just getting started. It is absolutely amazing. Under braking the rear spoiler turns into an air brake. It literally flips up to brake against the air. In my opinion, one of the many great design features of the car. From 150MPH  the braking was effortless and as exhilarating as the acceleration. The car never gave an inch in extremely hard braking, even on the runway’s not-so well traveled surface. From a safety and usability viewpoint, this is a car you would be confident putting your wife, mother or other loved one into the drivers seat.

This French built Supercar assembled on the  Bugatti family property known as Chateau Saint Jean possesses all of the character qualities that I would look for in a collectible car. If you buy a Veyron you’re in the “Top Brass” of the Supercar world. There are currently 325 Veyron, Grand Sport and Super Sport cars combined in the world. Throughout the US, there are 10 factory trained technicians to service your Veyron. And if you were wondering, as I was, the highest mileage privately owned Veyron checked in at just over 20,000 miles. Factory test cars have well over 100,000 miles and still going.

But what about the cost?

Bugatti Veyron Cost of Ownership

• Purchase Price: $1,400,000.00 EURO or at today’s exchange rate $1,866,619.37
• Approximately $130,00.00 in sales taxes depending on where you live and how good your accountant might be
• My insurance quote for 1 year: $38,849.10 (With Discounts!)
• Estimated Annual Service (suggested every 3,000 miles or 12 months): $20,000.00
• Tires: 1 Front $6,500 and 1 Rear $8,700.00
• Misc Service and detailing: $7,000.00
• Annual Fuel Estimate for 3,000 Miles: $1185.00

Cost Breakdown

• Initial Purchase w/tax est: $1,996,619.37
• Annual Total Cost (including tire usage) : $97,434.10
• Monthly Estimated Cost of Ownership: $8,119.51
• Daily Estimated Cost of Ownership:  $266.94
• Hourly Cost of ownerhip (24 hours a day): $11.12
• Driving Cost Per Mile: $32.48

Note: Estimated Costs do not include annual State registration taxes which seem to be rather vague and inconsistent with my research…

It seems to me, when you reach a certain monetary threshold in automobile value there is a protective bubble from massive depreciation. Market value might fluctuate a little but I don’t think the collector car market has ever truly “crashed” and I don’t know that it ever will.

Additionally, It’s safe to guess that the majority of people who are buying Veyrons now are not affected by economic downturns. I’m sure those who are buying Veyrons in 15 years will not be affected by the “global financial crisis”.  I would imagine buyers of this caliber do not use common excuses to haggle on price, like some of us would. They like it, they buy it. And I know they’ll like the Veyron.

After all things considered, to answer the question of the Veyron being worthy of “Collector” status. I would say without a doubt, yes. Aside from specific race history (because of the lack of a class/series for it to race in) the Veyron meets all of my criteria for a collectible vehicle.  And as far as standing the test of time well… Look at what vintage Bugatti sales have done. Bugatti, even with an absence in the company’s timeline, has stood the test of time.

With the Veyron being so young, only time can answer the $1,900,000.00 question… What will my ROI look like?