Baldwin Motion Phase III GT Corvette Survivor!!!
Date: 5.2.14 – Time has been kind to the Baldwin Motion Supercars. Today, complete and restored Motion cars are very valuable. Yenko cars have the pedigree of being COPO cars, but unlike the Phase III cars, they could not be personalized. Enter Joel Rosen, Marty Schorr, and the Baldwin Motion experience.
Rosen was the owner of Motion Performance in Baldwin, New York and Schorr was the editor of CARS Magazine (and founder of VETTE). The young men conceived of offering custom-built supercars through local dealer, Baldwin Chevrolet. Rosen knew how to build a Chevy muscle car into a dependable, supercar, with performance over-and-above the factory level. Joel spun the wrenches and Marty spun the spin. Schorr kept the sizzle hot with CARS Magazine “special road tests,” in-your-face ads, special features, and catalogs. A Motion supercar was guaranteed to run the quarter-mile in 11.5-seconds with a qualified driver. When a customer took delivery of their Phase III supercar, they were driving a custom-made supercar. It was all very heady stuff.
Rosen’s higher vision was to offer an American GT machine based on the big-block Corvette. Joel started with his basic 500-plus horsepower Phase III Corvette and added custom bodywork that included a fastback rear window that opened up the rear cargo area of the C3 Corvette. The car was christened the “Phase III GT.” A “regular” Phase III Corvette was already a beast, but if you wanted the next level, the Phase III GT offered all the performance hardware, plus unique, head-turning custom bodywork. The Phase III GT Corvette was Rosen’s vision of the ultimate Motion car for customers with deep pockets. Rosen expected to produce 10-to-12 Phase III GT Corvettes a year, but only made 12 cars from ‘69 to ‘71. Continue reading
Bench Racing With VETTE Magazine Founder, Marty Schorr
To listen to the FREE Archived Show, CLICK HERE.__________________________________
Our guest is author and automotive journalist, Marty Schorr. Marty is a “car guy’s, car guy.”
With over five decades of hands-on experience, behind the wheel and under the hood of some of the most amazing cars ever, plus capturing images with his camera and word-smithing the life and times of the American muscle car, Marty Schorr has a unique perspective.
Marty came of age in the ‘50s, right at the beginning of the birth of America’s postwar love affair with performance cars. After joining a hot rod club in his home town of Brooklyn, New York, Marty learned that his real talent wasn’t driving race cars or spinning wrenches, though he definitely is skilled in those areas.
Marty’s gift is in the arena of visual arts and word-smithing. By the late ‘50s Marty got the bug for writing stories and photographing hot cars for magazines. What started out as a passion for cars became a lifelong career. Continue reading
Listen to Archived Show – Click Here
It’s a Friday Night Car Show at Far Out Radio! Our guests are Marty Schorr and Joel Rosen. Marty is the former editor of CARS Magazine, founder of VETTE Magazine, editor and chief of CarGuychronicles.com, and owns PMPR, an automotive public relations business. Joel Rosen is the former owner of Motion Performance and currently owns and runs Motion Models, a world renown scale military model company.
Back in the ‘60s, Marty Schorr was the editor of CARS Magazine and Joel Rosen was the owner of Motion Performance. Schorr and Rosen became friends and Motion Performance was CARS Magazine’s “special projects” shop. The two creative guys came up with a Chevy supercar concept, not unlike Carroll Shelby’s Ford Shelby Mustangs, only at a local level.
Baldwin Chevrolet was a local Mom & Pop Chevy dealership on Long Island. Schorr and Rosen pitched the concept of offering supercar versions of new Chevy muscle cars purchased through Baldwin Chevrolet. Rosen designed a near-bullet-proof parts package and took care of the assembly. The team created the Baldwin Motion “look” and Schorr took care of the branding, advertising, catalogs, and PR.
Rosen spun the wrenches and Schorr spun the spin. The cars had drop-dead, in-your-face aggressive good looks to go with their ground-pounding performance – all with a 100% Chevy warrantee!
The guys created a legend that still being talked about 45 years later! Survivor Baldwin Motion Supercars are today VERY valuable.
A Salute to the AWESOME, highly collectible, Baldwin Motion Corvettes
In November 2011 there were a few automotive bomb shells dropped on the MCACN Muscle Car Show. Namely three unique Baldwin Motion Corvettes. One Survivor Phase III 454 Corvette, one restored Motion Mako Shark Corvette, and one garage/barn find Corvette, the ‘76 Can-Am Spyder.
The survivor car is known as the “Ankenbauer Phase III 454 Corvette. The car is currently owned by Dave Belk and is just an amazing Motion survivor car. I have a feature story on this Motion Phase III 454 Corvette coming out in Vette Vues Magazine in a few weeks. After publication, I’ll post the story here. The car is jaw-dropping and the owner’s story rocks!
Dan McMichael is a collector of Motion Corvettes. His latest finished Motion car is the 1970 Motion Maco Shark Corvette. There are many configurations of the Mako design. Both Silva and Motion produced customer Macos AND sold the body kits. This car was built by Motion Performance, according to the customer’s specifications. The restoration of this car is said to be “STUNNING!” From the photos I’ve seen, that adjective is spot on.
And Dan McMichaels scores a second stunner. This might be the most amazing Corvette barn find ever. The car was discovered by Maryland State legislator Rick Impallaria when he was clearing out cars and hardware after evicting a tenant from the auto body shop he was renting. Stashed away was the hulk of an unusual Corvette. Rick was told that the car might be the remains of a Motion Can-Am Spyder Corvette. Rick did some inquiries, including to our sister site, www.BaldwinMotionReport.com, as to what the Corvette community thought this hulk might have been. Turns out it was one of three yellow Can-Am Spyder Corvettes built. And now it’s Dan McMichaels. If anyone will “do right” by the Can-Am Spyder, it’ll be Dan! Continue reading
The Motherload of Maco Corvette Photos!
Our Mako Shark Attack Week was a big hit (LOTS of visitors) and got the attention of what may well be two of the biggest Maco Shark fans out there in cyberland. The other day we had a brief note from Robert Egli complimenting one of the Mako Shark posts from our “Mako Shark Attack Week.” He wrote, “For more photos of Mako Sharks just check out the gallery above.” So I went to the link and WOW! I didn’t count the number of pictures Robert has on the page, but I spent at least an hour carefully looking over the collection of images. The cars range from stunning to junkyard specials, which is fairly typical of kit cars. To visit the Maco Gallery, CLICK HERE. Continue reading
For real, authorized Baldwin Motion Supercars are BACK! We go bench racing with the original “Mr. Motion.”
Note: Joel Rosen is the proud owner of the very first of the NEW Baldwin Motion Camaros. Be sure to check out the slide show of Mr. Motion’s new ride!)
Little did Joel Rosen know in 1960 when he bought Neclan Service Station in the Bedford-Stuyvesant neighborhood of Brooklyn, that over 50 years later, people would be writing about him and going to car shows featuring his creations. Motion Performance was officially born in 1963 and Rosen had a string of successful drag cars of his own, plus many cars that he super tuned. He relocated the shop from Brooklyn to the community of Baldwin on Long Island, on Sunrise Highway in 1966. The following year, Chevrolet unleashed their answer to Ford’s red hot Mustang – the Camaro.
Rosen pitched to Baldwin Chevrolet’s Ed Simonin a new way for buyers to get a brand new, turn key “super” muscle car, with a proven, reliable setup – ready to rock! By 1968 the full “Fantastic Five” lineup of cars was established, featuring Phase III SS-427 versions of the Chevy Biscayne, Nova, Chevelle, Camaro, and Corvette. For just $3,495 you could buy the ultimate street sleeper, the SS-427 Biscayne. Or, if your POCKETS were really deep, for $6,995.85 (an enormous amount of cash beck then) you could get the Phase III SS-427 Corvette. Each car was custom made to order, so every car was slightly different. What’a heady time to be into the high performance street scene.
As “they” say, the rest is history, and since you wouldn’t be here if you already weren’t familiar with the Baldwin Motion story, we don’t need to retell the entire story. Mr. Motion is now semi-retired and living the good life in warm, sunny Florida. With the Baldwin Motion brand back in action and in very good hands, thanks to his relationship with Howard Tanner, Redline Motorsports in Schenectady, and DeNooyer Chevrolet, Albany, New York.
I thought the Baldwin Motion fans would enjoy hearing from the original Mr. Motion, Joel Rosen. So, one evening in early July 2011, Joel and I had an interesting conversation. Here goes…
Scott – How did the new Baldwin Motion deal come about?
Joel - Well, it was a little bit of a bumpy start, but we turned it into a very positive deal. DeNooyer Chevrolet and Howard Tanner had been marketing Howard’s “HTR” Camaros and Corvettes for a while. It was kind of like what I was doing with Baldwin Chevrolet back in the day. DeNooyer and Tanner were building new Chevy supercars, ala the Phase III cars. A friend of ours contacted us letting us know that these guys in upstate New York that were using modified versions one of Marty Schorr’s old Baldwin Motion ads – WANTED! – in their advertising.
I didn’t know who they were but when I learned what they were doing, we worked out a deal for DeNooyer and Tanner to work with me and build and market Baldwin-Motion Gen V 427 & 454 Camaros. They even painted up the front showroom windows the same way we did at the Baldwin Chevrolet dealership. Just like that famous photo with “Fantastic Five” on the windows. It was pretty cool. And part of the deal was that I would be able to order Phase III 427-SC Camaro #01.
I did a lot of research on Howard and DeNooyer and must say that they have my full respect. Howard can do anything with modern performance cars, knows the electronics such that he can build the engines to specific horsepower levels, then adjust the electronics to get the car‘s emissions right. We couldn’t do any of that back in our day. They didn’t even have computers controlling fuel and spark. We were just told that we couldn’t remove ANY emissions devices. A lot’s changed. Continue reading
“There’s only ONE rule – Be a real car guy, or be GONE!”
- Martyn L. Schorr, OWner of Sarasoda Cafe Racers Car Club
Marty will probably blush over this, but I’ll say it. Marty Schorr has made a larger contribution to not just the Corvette world, but to automotive hobbyists all over. Marty was at the helm of High-Performance CARS magazine for nearly 20 years. But “CARS” wasn’t the only pub Marty drove. He was also editor of Chevy Action, Speed and Super Car, the founder of VETTE Magazine and Thunder-AM, plus dozens of CARS Annual special editions and a few dozen stand alone car books. His latest book “Motion Performance – Tales of a Muscle Car Builder” is the official history of the Baldwin-Motion experience, as told by the man that helped create the whole shebang! As front man for the Baldwin-Motion experience, Marty provided those wonderful, “in-your-face” PR, advertising, brochures, and catalog campaigns for the successful Phase III Supercars. The list just goes on and on. “Prolific” is an understatement. And now, we should also add “car club impresario” to Marty’s list of accomplishments.
Car Guys Who Lunch started in 2003 when a group of dudes with gasoline in their veins got together for burgers and bench racing in a cafe in Sarasota, Florida. A good time was had by all with everyone agreeing, “Lets do it again!” Within a year, “Sarasota Cafe Racers” was officially launched, or should I say, “lunched.” (Arr, arr!) There are two aspects of Car Guys Who Lunch that make it so unique.
From the archives of Chevy Action Magazine, a turbocharged 350 Phase III Swedish export Corvette!
Perhaps if Car Craft Magazine hadn’t splashed the story, “King Kong Is Alive and Living On Long Island” in the January 1974 issue, Joel “Mr. Motion” Rosen would have had a few more years to build Baldwin Motion Phase III Supercars. It seemed that the federal government thought Motion had a huge enterprise that was cranking out thousands of pollution belching, tire burning , fire breathing social menaces. The DOT had some very stiff, crushing fines they wanted to levy against Rosen for EVERY emissions control device that was removed from every car he built. Talk about heavy-handed and over reaching.
In the end, after seeing that Motion Performance was a very small operation, the Feds backed off, fined Rosen $500, and issued a “cease and desist” order that precluded him from selling modified cars for street use. If cars were sold within the USA, a disclaimer went along with the car that read, “This vehicle does not comply with DOT and EPA regulations and is for off-road use only.” The disclaimer had to be signed by Rosen and the owner.
That pretty much put the kabash on the Baldwin Motion Phase III Supercars. However, if you bought a new Chevy or had a Chevy that you wanted “Motionized,” it was up to you as to getting your car inspected. If you were going to buy the car and take it outside the United States, no problem. Through the last half of the ‘70s and well into the ‘80s Mr. Motion built and sold lots of “export” supercars. Continue reading
First, I have to thank my wife and business partner, Karen, for dragging me away from my drawing board and into the world of blogging. We launched our first post on CorvetteReport.com on August 17, 2009 – nearly two years ago. For the longest time, I would add a post every now and then, sometimes going weeks or months in between posts. But the more I read and studied the subject of blogging, I could not escape the fact that for a blog to get a lot of traffic, you have to post several times a week – preferably daily.
So, last Spring I got on the stick and started posting every few days and by mid-June, just about every day. I also studied other car blogs to research what I like and what I don’t like. I found three blogs that I liked because they are constantly being updated. And because there’s always something new and fresh, I visit Keith Cornett’s CorvetteBlogger.com, Marty Schorr’s CarGuyChronicles.com, and Hemmings Blog EVERY day. Why? Because they’re FUN! To quote Forrest Gump, “It’s like a box of chocolates. You never know what you’re going to get.”
Last week was “Vette Videos” week. I asked myself, “How could I make CorvetteReport.com better and more fun?” Add videos! DUGH! So over the last week, I have been hammering away at my Mac’s keyboard filling up the eight video sections with fun Vette videos. I’m sure you’ll enjoy them as much as I did researching, writing, and stitching together the 25 video posts to get our new feature loaded up.
At the top of the page in the red bar, look for the third drop down that says, “VETTE VIDEOS.” When you click the link, the drop down will give you eight choices – C1 Vette Videos, C2 Vette Videos, C3 Vette Videos, C4 Vette Videos, C5 Vette Videos, C6 Vette Videos, C7 Vette Videos, plus Corvette Racing Videos. “Vette Videos” will be a regular feature at CorvetteReport.com, along with our “This day in Corvette history” feature titled, “Corvette Timeline Tales.” Continue reading
An intimate conversation with Marty Schorr – Baldwin Motion, VETTE Quarterly, and other adventures…
(Our conversation picks up with an enterprise that’s still being talked about! You can catch Pt. 1 of this interview, HERE.)
ST – That’s a great segue Marty, let’s talk about the Baldwin-Motion experience.
MS - Baldwin Chevrolet was an old, local, mom & pop Chevy dealership. Joel was friends with John Mahler, the parts manager, and it all started out as a sponsorship with a strippo, red, big-block Camaro that they dropped an L-88 427 into and went drag racing. It was an advertising / promotion thing. The car ran great and we put our heads together and pitched a program to the Baldwin Chevrolet owners for a full line of supercars called, “The Fantastic Five” that included a Camaro, Chevelle, Nova, Impala, and of course, a Corvette.
We would start off with the biggest optioned engine and heavy-duty suspension and drive train, then we would drop in a 427 with a lot of hot rod parts. Because we were starting off with the toughest stuff available from the factory, the cars were amazingly durable, and still under warranty. We added aftermarket wheels, custom stripes, and badges that created a complete brand. The cars put Baldwin Chevrolet on the map and everyone made money. I did all the branding, catalogs, and ads, we had a shop do the custom stripping, and Joel did the conversions and final tests. Every car was guaranteed to run 12.5 in the quarter-mile with a professional driver. For a time we were the biggest specialty car maker under Shelby. When we got into the V-8 Vegas, Baldwin Chevrolet really didn’t want to have them branded as “Baldwin-Motion” cars because they were front heavy and didn’t handle very well. So if you ever see any of the Vega cars we did, you notice that they are “Motion Performance” car and not “Baldwin-Motion” cars.
ST – I was a teenager when you were splashing those incredible Baldwin-Motion and muscle car road tests in CARS. You assembled a group of writers that made the magazine something to look forward to every month. How did that all come together?
MS - When it comes out right, you’re a hero, otherwise, you’re a bum. The perception was that East Coast magazines only sold to East Coast guys. Remember that back then, because Hot Rod and Car Craft owned the newsstands, it looked like nothing was happening on the East Coast. The image was that the West Coast shops were these giant sophisticated shops – palaces – at least, that’s the way they looked in print. The first time I went to the West Coast I was shocked to see the Bill Thomas’ shop was just a little place. Dana Chevrolet only did their high-performance cars for about 1-1/2 years. Baldwin-Motion made cars for six years. The East Coast places like TASCA, SRD, Stahl, Baldwin-Motion, and Grumpy hardly got any attention at all. (Grumpy became one of drag racing’s rock stars after Pro Stock exploded in ‘70 – ST) And the editors of the West Coast books were all treated like heroes and you had to get an appointment just to talk to them. We had a lot to work with on the East.
Joe Oldham was a street racer kid that used to deliver flowers in my neighborhood and then one day he came into the CARS office to sell a Pontiac-go-fast article. It turned out that Joe used to deliver flowers in my neighborhood and knew my red Bonneville Coupe with the eight-lug wheels. Joe is now the editor of Popular Mechanics and for a long time was my road test driver and a columnist.
Roger Huntington was an engineer that used to write tech features for us. Not many readers knew that Roger had been wheelchair-bound all his life, but he wrote good tech features.
One of our early guys, Fred Mackerodt, started with CARS in ‘64 and today he’s a PR guy with a GM account. Fred was a very good editor even though he never graduated from high school. He was a good humorist writer to and used to do stories under the pen name of “Dilbert Farb.” (His trash truck road test had me in stitches when I was a kid. – ST) Cliff Gromer was another one of our regular guys, along with Alan Root, Alex Walordy, Stewart Yale, Fred Cohen, Joel Rosen, and others. Continue reading
An intimate conversation with good-guy, car-guy – Marty Schorr
Go to the magazine stand and the number of car magazines is amazing. But way back in the ‘60s, most of the car magazines were west coast publications. CARS Magazine was one of the only east coast car magazines that included road tests, feature cars, and race event coverage. When muscle cars party were hot in the late ‘60s, CARS editor, Marty Schorr was right on top of the east coast muscle car and specialty car scene – especially the Baldwin-Motion Phase III Supercars of Joel Rosen. Talk about muscle cars with attitude! Every Phase III Chevy was carefully built under Rosen’s supervision and was guaranteed to run 12.5 in the quarter mile.
By ‘71 the muscle car party was over and we all adjusted to somewhat bland cars. The only “performance” cars that survived were the Z-28, the Trans-Am, and the Corvette. By ‘76 I had been into Corvettes for 12 years and regularly scoured the magazine stands for special “Corvette editions” magazines. One day I saw “VETTE Quarterly.” Finally, a Corvette-only magazine! Marty Schorr from CARS was the editor, so I knew this was going to be a fun publication. The magazine was so cool I wrote a letter with some article ideas, along with some samples of my art, and sent it off to Marty. A week later, I was on board with VETTE.
VETTE Quarterly went bi-monthly in ‘78, was retitled, “VETTE” and eventually became a monthly magazine in 1980. When CSK Publishing bought the title, Schorr stepped out of the editor’s chair and was for many years a contributing editor. Marty started his own automotive PR company, PMPR, Inc. and I went on to become a commercial artist, toy designer, and artist/writer for VETTE and many other car magazines.
In ‘07 I reconnected with Marty when I was researching the Astoria-Chas L-88 ‘67 Corvette drag car. We kept in touch and I thought that it was time to get Marty’s story out to today’s VETTE readers. Last December, we talked for three hours about Marty’s career in the automotive publication business, and yes, Corvettes. - Scott
MS - I was just a kid in Yonkers, New York in the mid-’50s when I joined a local hot rod club, the “Dragon Wheels.” I wasn’t a mechanic or mechanically inclined, but it was a lot of fun to be around. We had all kinds of homemade hot rods. One guy had a fuel dragster and another had a fuel coupe. There weren’t any race tracks around, so we used to race the cars on a section of the Bronx River Parkway late at night. A lot of the guys got nailed by the cops with early versions of radar. Back then, if you ran away, the cops would shoot at you! It wasn’t uncommon to see club cars with bullet holes in the back of the car! I wasn’t much of a mechanic, but I could write pretty well and soon became the club’s PR director. I had a little 620 Browie camera and got my first article published in ‘57 about our club’s Cadillac-powered dragster in a small digest-size magazine. I got paid $25 and said to myself, “I LIKE this!” I kept practicing my photography and writing skills, eventually landing a job as an editor for $100 a week.
ST – Marty, most publications these days require an editor to have a degree in English or journalism. What kind of formal education did you have?
MS - I didn’t have the means to go to school full-time, so I took night classes for about five years in English, advertising, and public relations. I didn’t finish college and never got a degree because my freelance career really took off. My career paralleled a guy from my school that graduated two years before me, Ralph Loren. We didn’t know one another or travel in the same circles.
MS - Let’s see, I had a ‘51 Pontiac, a ‘40 Mercury, and a ‘32 Chevy Cabriolet. My hot ride was a little MGTA with a flathead Ford V8 and a four-speed trans. It had been converted to left-hand drive and had the big 19-inch wire wheels, no side windows or top, and I drove it all year around while I was freelancing. It was quick, but it handled terribly, had awful brakes, and the wire wheels had to constantly be realigned. I was always taking the car to a Rolls Royce dealer because they had mechanics that knew how to fix wire wheels. (I’ll be they loved having that car in for service. ST)
ST – Back in those days Marty, all young men had to do military service, unless you got a deferment or were classified 4F. What did you do for Uncle Sam?
MS - I was actually in the Army two times. I enlisted for six months of active duty, plus 100 years of reserve. After boot camp I was in the transportation corps as a non-officer and eventually got into the photography lab and did a lot of documentation photography. It was great experience that I applied to my freelance journalist work for small car magazines. After my six month stint I got called back because of the ‘61 Berlin crisis. I didn’t get to do anything interesting, but while stationed in Virginia, my wife and I were renting a place and one of our neighbors was astronaut Alan Shepherd. So I worked my Army job during the week and was shooting cars and doing stories on the weekends. Continue reading