Another call to the O’Quinn estate to photograph some more vehicles in the amazing (though now sadly dwindling) collection. Shooting again at a breakneck pace, with delivery of the photos expected merely days after shooting. Quite a few sleepless nights, but as usual, the experience of being around cars like these make it well worth it.

Theo-Graphics | Theo Civitello | 19 Classic Cars shot for the John O'Quinn Estate in Houston, Texas for RM Auctions

1932 Auburn V12 Boattail Speedster

Some information on Auburn, from Driving.ca:

The Auburn Motor Company was founded in 1900 by the Eckart brothers. They produced a fairly successful line of cars from that moment until 1937, when the company finally foundered on the shores of the Great Depression.

In the 1920s, the company’s prime offerings were the Auburns, which were always fairly reliable and good-looking cars. But from a design standpoint, the company hit its stride in 1929 with the creation of the beautiful L 29 Cord. The Cord was front-wheel drive, which allowed it to be much lower than other cars of the day. While it had a few teething problems, including being underpowered, it was arguably the most beautiful American car of its day even though it was slower than the less expensive Auburns.

The beginning of the Depression saw manufacturers competing for fewer affluent clients. In an attempt to interest a shrinking customer base, luxury carmakers really started to push the envelope. One of the most common attractants was the creation of 12-cylinder and even 16-cylinder engines to power dramatically larger cars.

Auburn jumped on the bandwagon with a Lycoming 12-cylinder engine for its Auburn car line. Neither the Cords nor the very exclusive Duesenbergs also made by the company were recipients of the twelve; it was Auburn alone that received the engine. The most dramatic of the models to get the powerplant was the V12 Boattail Speedster, and it was a masterpiece of Art Deco design. The car was huge, yet the cockpit was fairly tight, much better suited to a willowy flapper than a portly man. The windshield raked backward and, when in place, the convertible roof was low, allowing very little visibility out the back or side openings. The hood went on forever from the perspective of the cockpit. The Boattail had no rumble seat or trunk, but it did have a small golf bag door, so it was not entirely without function. Even with the golf bag door, the car was about style over function, proof that its owner had no need for carrying extra passengers, suitcases or groceries. The car made a statement and it was so strikingly beautiful that it was (is) the equal of or superior to many of the finest coachbuilt designs of Europe.

Surprisingly, in its day, the Auburn V12 was the least expensive 12-cylinder car on the market. In fact, it was the same price as a Packard eight-cylinder model. Despite that, few were made, and the Boattails did not help buoy the company from its long spiral into receivership. That finally ended in August 1937 with the production of the last Cords – Auburn production had ceased the year before.

1948 Packard Sedan 4dr

Packard built some great cars with amazing build quality. The Packard nameplate was officially dropped in 1959, and after being around many of these cars, I know wish that it had survived. All the Packards that I have come into contact with have a sense of craftsmanship and solidity that just aren’t available in cars of today. The interiors are built like living rooms – large, comfortable and with all the amenities of the day. Of all the cars I’ve shot, these vintage Packards always start up with no fuss, and are happy to putter along as if they were only a few years old. It’s also pretty incredible how quietly they idle. You could barely hear that this Packard was running from 20 feet away! I’ve definitely grown a soft spot for Packards as of recent.

1952 Packard SAGA Concept Car

More information about the Packard SAGA Concept, via Bonhams:

The Great Depression was not easy on any automaker, but an independent luxury brand like Packard had to play its cards right in order to survive. The 1935 One Twenty earned Packard a stay of execution, allowing the brand to bring some flavor to the medium-priced class. Two years later, the Packard Six took the brand even more down-market.

The jury is still out whether the junior Packards hurt the brand, but there’s no doubt that it helped them survive the Great Depression. The 1941 Clipper was their next move – the modern luxury car – but World War II interrupted Packard’s mojo. With Packard’s 1948 redesign, it was clear that the brand lost its footing as America’s premiere luxury car. Something needed to be done. In response, Packard developed a few design exercises in the early-1950s to grab the public’s attention and improve the brand’s image.

The California-based builder of this car, an operator of numerous car dealerships, was at the 1996 Paris Retromobile and found some renderings of a 1950s Packard “Pininfarina GT” fastback. He bought the renderings and, subsequently, befriended wood sculptor Peter Portugal. They decided to try building a two-passenger retractable hardtop that was based on the winning design of a contest sponsored by Saga magazine (the Pininfarina GT would come later). Peter started with a frame from a 1951 Packard convertible, then used the floorplan from a 1951 sedan. He sectioned the body three inches, moved the windshield back four inches, and shortened the trunklid (which was actually the hood turned backwards) seven inches. He then fabricated the full retractable top and mechanism, including a Plexiglass top.

Under the hood, a stock 327 straight-eight and Ultramatic transmission gives this one-off phantom its oomph. Offered by a prominent Texas collector, this magnificent “what-if” with impeccable craftsmanship is the ultimate expression of a proud marque whose will and talent was only exceeded by their lack of finances.

1964 Chevrolet Corvair Monza Fitch Sprint Spyder

The Corvair was the car that was famously skewered by Ralph Nader and Time Magazine shortly after its release. With scary at-the-limit handling and questionable crash-worthiness, this car quickly got a bum rap from the public. Which is a real shame, because the Corvair Monza Fitch Sprint Spyder is a beautiful, light, fun to drive car. It felt noticeably lighter on its feet compared to the behemoths that I had been driving earlier in the day. It was tossable, fun, and had willing acceleration from its mid-mounted engine. It has been described as the “poor man’s Porsche”, and I can clearly see where that comes from after driving one. It was one of my surprise favorites of the group!

1967 Pontiac GTO

I’m about 99% sure that it is actually impossible to not like this car. Just look at it. To me, the ’67 GTO is one of the greatest American muscle cars of all time. Everything about this car was badass, down to the “GR-RRR!” license plate.

1968 Shelby GT500 Mustang Convertible

While we’re on the topic of muscle, you can’t leave out the Shelby. 1968 saw a redesign for the GT500, with much more aggressive hood scoops and exterior styling. A 428ci Police Interceptor V8 pushes out 360 horsepower, and the less restrictive exhaust made sure that you could hear every one.

1978 Chevrolet Corvette Indy Pace Car

This car, although basically brand new, has had a tough life. It only has 193 (one hundred ninety-three!) original miles on it, yet it has some exterior issues from sitting outside for years. Although it’s a great looking car, its anemic V8 pushes out only 220hp and sounds similar to a vacuum. But those curves!

1926 Buick Model 48 Coupe

From ConceptCarz:

Buick was fighting hard to provide competitive and stylish vehicles that were better than the competition. They updated their vehicles during a five-year cycle that began in 1924. Mechanical improvements were also continual, with the four-cylinder engine being abandoned in 1925 in favor of a larger six-cylinder unit.

For 1926, Buick updated the styling for the Standard and Master Six model line-up by adorning them with aluminum hubcaps and gas caps. The radiator shell was slightly redesigned, now appearing smoother.

The Master Six included scuff plates, cigarette lighter, heater, clock, smoking cases, shock absorbers and a vanity case. The Standard line sat atop of 114.5 inch wheelbase while the Master Six rode on either a 120-inch or 128-inch wheelbase. The cars came in a variety of body styles including sedan, roadster, coupe, touring, brougham, and country club coupe. The Standard and Master Six could be purchased with 2 or 4 doors and could accommodate two to seven passengers, depending on the body style.

1927 Falcon Knight Speedster

I wish I’d had more time with this car. With the car refusing to start and thunder booming overhead, we had to push this little, yet immensely heavy car out and snap a few quick photos and hustle it back inside as it began to rain.

1930 DeSoto Model K Roadster

As with most cars of the era, the details on this DeSoto were gorgeous. The hood ornament could be displayed in a museum as could the beautiful yet terribly delicate side window deflectors.

1947 Packard Custom Super Clipper 4dr Sedan

What I said earlier about the Packard nameplate is echoed here. Amazing quality, and beautiful interior. They truly don’t make ’em like they used to.

1956 Mercury Montclair V8

The two-tone turquoise paint job and plastic seat coverings screamed 1950’s to me! She still ran like a champ and as an added bonus, the matching turquoise interior and curved windshield glass made you feel like you were driving an aquarium!

1958 Chevrolet Impala

The Chevy Impala is definitely an iconic car from its era. The coral paint job was perfect for this car, and the details on the front and rear were great. I loved the twin antennas mounted on the rear fenders!

1969 Pontiac GTO Judge

This thing sounded incredible. (Sorry for the terrible video quality, but it’s all about the sound, anyway):

The name says it all: The Judge. Loud, orange and studded with hood scoops, this GTO left a pretty imposing footprint. Even just lightly tapping on the gas led to a full-bodied snort from the tailpipes that lightly shook the car from side to side. Incredible. A bit more on the Judge from its Wiki page:

The most significant event of 1969 for the GTO was the launch of a new model called ‘The Judge’. The Judge name came from a comedy routine, “Here Come de Judge”, used repeatedly on the Rowan & Martin’s Laugh-In TV show. The Judge routine, made popular by legendary showman Sammy Davis, Jr. was borrowed from the act of long-time Burlesque entertainer Dewey “Pigmeat” Markham. Advertisements used slogans like “All rise for The Judge” and “The Judge can be bought.” As originally conceived, the Judge was to be a low-cost GTO, stripped of some gimmicks to make it competitive with the Plymouth Road Runner. During its development, however, it was decided to make it the ultimate in street performance and image. The resulting package ended up being US$332^[8] more expensive than a standard GTO, and included the Ram Air III engine, Rally II wheels without trim rings, Hurst shifter (with a unique T-shaped handle), wider tires, various decals, and a rear spoiler. Pontiac claimed that the spoiler had some functional effect at higher speeds, producing a small but measurable down force, but it was of little value at legal speeds except for style.

1979 Chevrolet ‘Old Dog’ Tobias Sprint Car

This little sprint car was a huge pain. It didn’t start and refused to roll on its own, and even gave the golf cart which has handily towed a 2-ton Packard a run for its money. To sit in it, you have to hop on top of the roll bars, then contort yourself down into the seat, literally straddling the transmission. Safe, huh? I can’t imagine what actually racing in one of these had to be like.

1998 Chevrolet Corvette Pace Car

Loved the ultra-90’s styling of this Corvette, with it’s “Radar Blue” paint and fluorescent yellow wheels and interior. Quick video of driving the Corvette back in after the shoot. Sounded great, loud but still refined.

Some more info on the Corvette from IndyPaceCars.com:

1998 marked the fourth time the Chevrolet Corvette had been selected as the Indy 500 Pace Car. Other than mandatory safety features, the Corvette needed no modifications to meet pace car specifications.

Golfing great Greg Norman was scheduled to drive the 1998 pace car, but was forced to withdraw due to recent shoulder surgery. 1963 Indy 500 winner Parnelli Jones was selected to fill in for Norman.

The 1998 Corvette’s color-shifting “radar blue” paint and bright yellow wheels presented some of the most extreme looks for an Indy pace car. The car is powered by the stock 5.7 litre LS1 V-8 engine and features an Active Handling chassis control system.

1,158 limited edition pace car replicas were produced by Chevrolet. The “Z4Z” pace car option package cost $5,039.

1977 GAZ (STGY) Chaika M-13 Limousine

I guessed that this car was built in the late 50’s, judging by its “borrowed” American styling. I was blown away when I was told that it was in fact a 1977!