With their Hagerty Plus, they offer more than just your typical insurance company.  They have emergency roadside service with flatbed towing which is available 24 hours a day, 7 days a week.  They also offer product discounts for the plus customer, as well as their quarterly magazine.  Hagerty not only gives classic car insurance quotes, but they are very proactive with legislation to preserve the rights of classic car and boat hobby. 

You can easily get a quote through their online application, and within 90 seconds you can compare classic car insurances with others you may have received. It is very simple; you just fill out the short form, upload any pictures or necessary documents, and provide the payment which you can conveniently do through an electronic check. 

You can get an insurance quote for many types of vehicles such as any antique and classic cars, exotic and special interest cars, fire trucks, low riders, motorcycles and scooters, as well as muscle cars, tractors, trailers, and even vehicles that you only use occasionally or cars that are under active restoration.  They do not accept home built kit cars that do not replicate a classic vehicle.  Also, they do accept replicas of the 1963-67 Shelby Cobra Roadster, any vehicles used for camping, or off road driving.  Pro-street cars made for racing, regular cars driven on a daily basis, motorcycles with performance modifications, or any vehicle with a nitrous system are also not accepted. 

Hagerty’s is proud of their benefits and believe they really set them apart from other classic insurance companies.  They are classic car collectors themselves and believe in giving you a classic car insurance quote that is fair and complete.  They are underwritten by one of the largest insurers in the country so you can feel assured that they will provide you with the extensive coverage you need when getting collector car insurance. 

Their policies have rates that are considerably lower than many other collect car insurance agencies.  They also have agreed value coverage which means that if you are in an accident which is considered a total loss, you will receive the full amount for which you have insured your vehicle.  For the budget conscious, there is no deductible ever as long as your car is pre 1987.  Hagerty’s also allows for the occasional leisurely drive, instead of limiting your use to parades and car shows. 

Hagerty’s is much more than just an insurance company, they are giving you total peace of mind.  Find out what Hagerty’s offers for classic car insurance quotes by taking the 90 seconds to fill out the form so you can compare classic car insurance knowing that you are looking at one of the best available.

Grundy makes it easy to apply for a classic car insurance quote with just a click of the mouse. You simply click on free quote, fill in the appropriate fields with your name, address and details of your classic or collectable car, and within a short period of time you will have your classic car insurance quote that will fit all of your needs. You will receive a phone call from one of their many agents ready and willing to help you will your classic car insurance quotes.

If you have other items that need an insurance quote you can also use this time to request it. Whether it be your home, boat, aircraft, or your valuable possessions Grundy is please to offer insurance quotes for all of it. You no longer have to deal with multiple insurance brokers when making sure everything is covered. With their premiere program, they will give you an insurance quote for one or multiple vehicles and insure them with a special AIG Private Client Services all-inclusive package.

Located just North of Philadelphia, Grundy Worldwide has insured more than 1,500,000 collector vehicles with A+ and A++ carriers such as American International Group, Chubb Group of Insurance Companies, Philadelphia Insurance Company, and the United States Liability Insurance Group. As far as the eye can see, there is a carrier who will insure just about everything, no matter what year of model of the classic car. Their claim department is proud to say that their settlement satisfaction ratings are among the highest in the classic and collectable car industry. They work hard to make sure that if you do have a claim that it is settled quickly and with virtually no hassle.

Grundy Worldwide Insurance Agency wants to be your top insurance company for one or all of your classic cars. They know how important your classic and muscle cars are to you and they have a staff on call that will be more than willing to consult on your insurance policies, values of your car, acceptance policies, and anything else you would like to ask. They are committed to outstanding customer service and can be reached through email or a simple phone call. From hot rod cars to custom cars, you can get your all in one classic car and collectable insurance quote quickly and efficiently.

The claims department at Infinity insurance knows that you have special needs and make every effort to insure your vehicle is repaired correctly by paying 90% of their claims within 7 days, allowing you to select the repair facility, investigating the accident to determine the damages you incurred, and paying you promptly for the benefits you should receive.  They are also there to help with any claims brought against you during this tough time.   

Their classic car insurance quote includes all of this as well as the complete Drivers Club Program advantage.  Although your insurance is set up through Infinity Insurance, Classic Collectors is there to meet all your needs when it comes to making sure you have quality insurance with proper and timely payments just in case you ever need them.   Their website will help link you to Infinity as well as other producers of classic car insurance quotes in your area with a few clicks of the mouse.  They explain the Drivers Club Program advantage and answer many of your most commonly asked questions about classic car insurance quotes.

Somewhere along the line, however, things went astray. Blame can be placed on the anemic 130-hp Peugeot-Renault-Volvo (PRV) V6, or if you prefer, on the poor build quality. A lack of enthusiastic throttle response left the automotive press with few good things to say, and as the list price soared to almost three times the initial promise, the DMC-12 was a tough sell. The cars were built as 1981 and 1982 models, though some were titled as 1983s. After the company went bankrupt, more cars were assembled out of parts, leaving the exact build number something of a controversy. DeLorean went to great lengths to try and rescue his dream, and wound up involved in a cocaine deal that turned out to be an FBI sting.

The car itself had a striking appearance, with gullwing doors and a stainless steel finish. Your choices were limited to automatic or five-speed, and gray or black leather interior, as all DeLoreans left the factory fully equipped. The V6 was mounted in the rear, with 15-inch rear wheels that were an inch larger in diameter than in front, to help compensate for oversteer. At about 2,700 pounds, the car could achieve 60 mph in less than eight seconds.

Of course, the DMC-12’s greatest and most enduring claim to fame was its starring role opposite Michael J. Fox in Robert Zemeckis’s Back to the Future, the box office hit of 1985. Though this publicity was too late in coming to save the company, it has caused the DeLorean to be remembered fondly by no shortage of car nuts who were kids at the time.

(From the February 2005 issue of Sports Car Market magazine.)

The majority of GT350H cars were delivered in a standard format of black paint with gold stripes - Hertz corporate colors. Most of the cars had automatic transmission, a special oversized brake master cylinder and a fold-down rear seat. They were equipped, as were all 1966 Shelbys, with a dash-mounted tachometer, a Plexiglas rear quarter window and all modifications Shelby used to transform a standard Mustang into a Shelby.

It didn’t take long for the racetracks located close to rental locations to have visitors in the form of Hertz “rent-a-racers.” As opposed to the commonplace rental of a Falcon or a Galaxie, a Shelby GT350H did wonders for the image of the businessman who could transform himself into a secret agent, a race car driver or a bon vivant, at least for a week or a weekend. The GT350H was a “halo car” for Hertz, an opportunity to create a buzz about the Hertz corporation and its products and services.

Did this stunt pay off? Well, we’re talking about a 35-year-old campaign for a rental car company right now, aren’t we? And somehow, the glow from a GT350H creates a more favorable corporate impression than one of Mr. Simpson vaulting over suitcases.

(From the January 2002 issue of Sports Car Market magazine.)

Many considered this to be a serious styling mistake made by GM’s Wide-Track division. Squeezing the front bumper of a new GTO became the thing to do when you saw one parked on the street. Those who hated the Endura nose could pony up another $25 for the “Endura-delete” option and wind up with a Tempest face on their GTO, but few did.

Today, few think of the Endura bumper as a revolutionary idea, but it turns out to be a look that has stood the test of time.

A less well-remembered feature first seen on the 1968 GTO was an electric testing system known as “Sercon,” co-developed by GM and the Sun Electric Company. With the Sercon system, your Pontiac mechanic could plug your car into his diagnostic machine, and by reading a panel of colored lights, diagnose any electrical system problems. At least that was the theory. Sercon was high-tech for the time - in 1968, even the marvel of Pong was years in the future.

Although the GTO was favorably compared to the Jaguar XKE in the domestic automotive press of the time (not to mention the famous, but now well-known-to-be-fraudulent Ferrari GTO vs. Pontiac GTO comparo that Car and Driver pulled off), up until 1968 it had problems with both frame flex and rear axle hop. The redesigned frame fixed the former, and a new design to the rear end helped with the latter. Interestingly enough, although the A-body GTO shared some sheet metal and chassis parts with the Oldsmobile 4-4-2, the Pontiac had no rear stabilizer bar even though one was available on the Olds. Instead, Pontiac went the route of stiffer shocks. Adapting the 4-4-2 bar to the GTO is not a bolt-on task; it involves quite a bit of fabrication.

Pontiac offered two 400-cid V8 engines. The “economy” option gave you a two-barrel carb good for 265 hp, while the standard setup came with a four-barrel and 350 hp. The hot motor was the four-barrel version fitted with the Ram Air system for 10 extra ponies. Ram Air I and Ram Air II were both available in the 1968 GTO, depending on the production date of your vehicle. Ram Air I was discontinued mid-year when Ram Air II, featuring redesigned heads with round ports, became available.

(From the January 2004 issue of Sports Car Market magazine.)

Buick had three model lines immediately following WWII: the Special Series 40, the Super Series 50, and the Roadmaster Series 70. The Special rode on a 121-inch wheelbase, while the Super was three inches longer. For his money, the Roadmaster owner got 129 inches between the hubs. Perhaps by skipping a Series 60 model car, GM psychologists convinced Roadmaster buyers they were 20 points better than a Series 50 buyer.

Wood-bodied station wagons were dramatically more expensive than sedans or coupes in the same series. For example, in 1947 a Series 50 wood-bodied wagon cost $2,805, while a four-door sedan in the same series was just $1,929. In a time when radios and heaters were factory options for under $100, that $865 was a big difference.

Woodys eclipsed even convertibles in price. The 1947 Series 50 convertible cost only $2,333. In the Roadmaster line, the Woody carried a $700 premium, selling for a staggering $3,249. In more contemporary parlance, the Series 50 Woody was the G-Wagen to a standard Mercedes sedan, while the Series 70 fell in line more with a G55 AMG. And as the upscale SUVs of their day, they were bought accordingly, popular with land developers and lodge owners, boarding schools and large, affluent families.

An owner in a Western state might use his wagon for daily transport, ferrying dude ranch guests from the train station to a remote spread, while in the East Woodys were left at the park-n-ride as Dad traveled to a New York office from suburban Connecticut or New Jersey.

Family use, errands, and chores. With this kind of gentle service, one might think they would last forever, but that was not the case. Woodys, it turned out, were maintenance intensive. Many of us have seen old photos of surviving wood bodies, while the metal parts have rusted away. More than anything, however, this is the exception to the rule, as the scenario is likely just the opposite.

Few owners were willing to invest the time and effort to keep the body in excellent shape, a routine that called for twice-yearly waxing in mild climes, and more in harsher weather. In some extreme cases, upkeep required removing all the wood panels, refinishing them, and performing carpentry repairs on rotted or damaged sections.

Expensive when new plus expensive to maintain is a poor equation for long-term survival. In the late 1950s and 1960s, Woodys got a second wind and were famous as surfer transportation - for as long as they lasted. Because there was room for surfboards on the roof and for friends inside, they were bought cheap and used up in great numbers.

Aside from its utility as a big car, a wooden-bodied car offers a unique set of sensations. Woodys often have a distinctive smell - usually a combination of varnish and dampness - similar to wooden boats. A lack of both carpets and cloth seat coverings is partially responsible here, as Woodys were equipped from the factory with rubber floor mats and vinyl seats. And the roof is merely canvas stretched over wooden slats, which does nothing to muffle noise. Because wood is so climate sensitive, veteran Woody owners will recall their doors loose and rattling in the summer and fitting squeaky tight in the winter as the wood expanded and contracted with respect to the moisture in the air.

Woodys carry their weight differently than steel-bodied cars, and the considerable body flex makes for a distinct over-the-road feel. In an era of roly-poly ride in American cars, the Woodys - often a few hundred pounds heavier - rode a little lower on their haunches and a bit floatier at the front end. Everything is relative, of course; I doubt if many Woody owners today push the performance envelope. Zero-to-sixty times could be measured in tree rings.

(From the December 2005 issue of Sports Car Market magazine.)

How about the weight or detergent vs. non detergent of the oil, any opinion ?

A remarkable Scotsman was born in Arbroath, Scotland 120 years ago. He was a man who deserved fame and fortune, yet died in poverty and is virtually unknown in his native land. He was David Dunbar Buick, born September 17, 1854 at 26 Green Street, Arbroath.

Do you recognize the name? You should. David Buick founded the company that grew into the General Motors Corporation of America, one of the mightiest car-making empires in the world. Over 17,000,000 cars bearing his name and crest have rolled off production lines, yet he was involved in making only 120 of them.

His father, Alexander Buick, a joiner, immigrated to America with his wife and son when he was two years old. As a young man, David Buick settled in Detroit, where he started manufacturing plumbing materials. He made a tiny fortune after he invented a process for heat-binding porcelain to wrought iron to make white bath tubs -- a much sought-after status symbol in those days.

Around the turn of the century, David saw his first motorcar. He became obsessed with cars and, in 1902; he organized Buick Manufacturing Company to make them. But his advanced designs invariably left the firm over-spent. He borrowed $5,000 from a friend, Ben Briscoe, who didn't doubt David Buick's ability as a craftsman but was wary of his business abilities.

When Briscoe heard that a firm at Flint, 115 miles from Detroit, was thinking of starting car production, he persuaded Buick to team up with them. The firm was impressed with Buick's car. They borrowed $10,000 from a local bank to settle the Buick debts. The Buick plant was shifted lock, stock and starting crank to Flint. But the deal left Buick with little say in the firm. In effect, he signed away his future. Still, the firm completed 16 cars in 1903 and 34 in 1904, all experimental machines at $1,200 each.

At this point, William C. Durant came onto the scene. A brilliant businessman, he'd already made a fortune in the carriage industry. On November 1, 1904, Durant became general manager of the Buick Motor Co. with Buick president.

Durant, who would later create General Motors, was a go-getter. Like Ford, he knew the industry's future lay in speeding up production and cutting assembly costs. But Buick was a craftsman who regarded each car as a unique invention. One of the two had to go. It was David Buick. In 1906, aged 52, he severed his last link with the firm and returned to Detroit with his wife and son.

The company went from strength to strength. In 1908, Durant acquired Oldsmobile and Cadillac to form General Motors. Chevrolet joined in 1918. Britain's Vauxhall was acquired in 1926, and Germany's Opel some years later. Buick vehicle production reached 100,000 cars a year in 1923. Today, the Buick production facility is a 300-acre complex employing over 20,000 people and produces over 350,000 cars annually.

On March 5, 1929, David Buick died of colon cancer, impoverished and forgotten, in Harper Hospital, Detroit. Only a few weeks earlier, at the age of 74, Buick was still working as an inspector at Detroit's trade school. His wife died some years later followed by his son Thomas in 1943.

Ben Briscoe wrote sadly in 1921, that had David Buick been able to keep his shares in the firm, they would have been worth more than $10,000,000 at that time. Their value today would be almost incalculable.

The house where David Buick was born in Arbroath, no longer stands. It was demolished years ago to make way for new council houses. But as the birthplace of a man who greatly influenced transport, its setting is appropriately close to the burgh's new four-lane throughway, Burnside Drive. Arbroath could do little harm in renaming this roadway ?Buick Way?, as a tribute to one of Scotland?s most remarkable forgotten sons.

If you are a Buick collector you know that Buick hoods opened side-to -side until they were changed 1953. In my opinion it was not one of Buick’s best ideas, although it certainly distinguished them from other GM cars of the era.

The issue I'm encountering is that no matter how I adjust the hood it still touches the fender rail and chips the paint.  I have adjusted the hood to the same gap width along the fender rail on both sides and the hood height matches that of the fender.  My Buick is a late ’50 which means that the hood opens with cables from the interior rather the early model, which required a key in the pothole to unlatch it.

Does anyone have any advise, Carl