Author: Ray Marchica

Managing multiple projects at the same time requires a great deal of coordination and a little luck. This year, the testing of late stage projects has taken on quite a bit of headwind. From relentless rain to the seemingly unending grip of Winter, Mother Nature has not done Roadster Salon any favors this year. Virtually every project has fallen behind. With the weather not breaking until early May, frustration with our lack of ability to road test has put the entire staff on edge.

Timing concerns with the ability to take delivery overseas over the Summer has provided some flexibility on the Dioniso build. While originally planned for an unveiling during July, the delivery date has been pushed back to September to coincide with the Dioniso family’s travel plans. Engine and Mechanical phases continue with the body work completed and interior progressing. With the revised time line, interior assembly will be pushed back to August. This will give us time to attend to other projects while keeping the Dionisio build on schedule.

Director of Operations commented further: “I think it is critical our customers understand time lines on custom builds are only broad estimates. There are just too many variables to hold to exact delivery dates. Take in context, Roadster Salon is one of the only high line restoration and engineering shops on the planet who have fixed pricing rather than billing for labor hours expended. Our staff is on salary. They are purposefully not incentivized for working quickly. We don’t want quality to suffer.”

Some projects amass labor logs that literally exceed one thousand man hours. If we billed a customer for literally every minute we spend on a build—the cost would be astronomical.

In the last six weeks the groundhog saw his shadow, and the nasty Winter continues. Inside work is all that is possible at this time of the year, and Roadster uses this opportunity to focus on the mechanical, body and interior stages of our projects. Once the Dionisio car was fully stripped, the chassis was media blasted. Higher end builds include the paint stripping of the undercarriage as well as the exterior and tub. Exposing areas of concern is always our first priority. Since we don’t have X-ray vison, we simply can’t trust what we see on the surface. We simply won’t know what may be lurking underneath the paint unless it is removed.

Luckily, this chassis was from a Southern climate. Previously undercoated cars can be a mixed blessing. While the material does protect against rust to a degree, it also can hide oxidation—especially if it was not applied properly or when the car was brand new. We have seen many examples that looked solid at first glance–but were a basket case once the undercoating was removed. The Dioniso undercarriage was very clean and without issue.

As shown in the photos, our Dionisio starting point presented few challenges for our body shop. While it is true to some degree that anything can be fixed with time and money, it certainly makes for a more efficient project when a project is based on a solid platform.

While all Roadster Salon chassis are carefully vetted before being eligible for our restoration program, about 25% of our customers provide their own. Typically, these are spiders that belonged to other family members and have sentimental value. “We see spiders that have been stored for years and are too far gone to save economically. But some customers insist that we move forward, regardless of rust concerns. If directed to do so, we can restore a car that has been sitting at the bottom of the ocean.”

After careful consideration, a particular vintage shade of Ferrari Fly yellow was finalized for the exterior color. Leather samples are still being discussed. So far, the creative dynamic established between Roadster, Mr. Dionisio in Europe and his son in California has been a bit of a model of cooperation. Like all projects, the devil is in the details. Some of the fine points of the build are still being debated—but we are making progress. Fortunately, the initial build sheet provides a solid platform to work from. It isn’t necessary to make final decisions about trim or interior finishes during the first stages of the build.

All mid-level and higher restorations require the complete disassembly of the chassis. This includes having all mechanical components and trim removed and the car stripped down to the bone. This is an arduous task. According to Senior Technician Ken Zeuchel, the process of removing all components and meticulously cataloging each item can take weeks or even longer. “The key is whether the particular build is being done to an original standard—or if the project’s goal is to update the spider using our exclusive contemporary technology. Obviously if the car is one of our fully re-manufactured models, there is not a whole lot left of the original car that is retained other than the tub.”

Production Tech Errol Reid calls this the “Piranha phase” because nothing is left but the bones when he is done. “It may seem to be a little random, but we have a system for how these cars are taken apart. It can cause big problems later if we are not careful removing everything. I learned this the hard way.” Once the car is completely stripped of its components, work on the body begins in earnest.

We have been asked repeatedly about chronologically following a full restoration in real time on our blog. Several weeks ago, we were contacted by a customer in Switzerland and his son in California about helping them realize their vision of a custom spider, based on our Spider Tributo model. This design would incorporate cosmetic elements of our Spider America (CE), such as the revised proprietary body panels, but would retain the stock Fiat drive line. A computer rendering of their vision was provided, and shown below.

We spoke for several weeks about chassis selection, custom features, build process, scheduling, and time line. In early December, we settled on a 1983 Pininfarina from our inventory with 50K original miles as the basis for their project. We selected this chassis for its rarity, rust free tub, original paint, documented low miles, and overall value. Custom builds like the Dionisio Project typically undergo multiple revisions during the restoration process. However, it’s important that a build sheet finalizing the general restoration parameters, options and pricing are agreed upon before work actually begins. It’s a flexible blueprint that can always be changed, but keeps everyone’s eyes on the same target.

The chassis selection, initial build sheet and deposit was finalized several days ago, and the Spider was moved from “cold storage” to our active build area for disassembly. The chassis will be taken down to the bare tub, including removal of all mechanical and electrical components. It will then be media blasted down to bare metal and sealed before body work is started by our technicians. We will be sending our customer 3 spray-outs of color options they selected on metal thin sheets, as well as leather options for the interior.

During the course of this build, which we estimate to take from 6-9 months—Roadster will be updating our readers periodically as the Dionisio Project passes through its respective phases. We’ll be checking in with photos and commentary on our Blog so our readers can follow along with the twists and turns as they occur in real time. We are very excited to share this process in a more up close and personal way than we have in the past.

Recently an article published in AARP Magazine raised the notion that classic cars designed in the 1960’s and 1970’s are unsafe by today’s standards. There were six areas pointed out by veteran collector Gordon McCall as suspect in classics built prior to the wave of safety requirements mandated in the early 90’s. Inadequate seat belts, poor braking systems, out dated tire design, worm/roller steering systems, sub-standard head lights and the lack of back-up cameras were all sited by McCall as potential safety hazards. While certainly concerning, it should be noted that Fiat/Pininfarina Spiders were ahead of their time compared to other classic sports cars from the same era.

Interestingly, proprietary safety and performance upgrades have been the focus of Roadster Salon’s engineering and development team for nearly a decade. While my Dad was fiercely loyal to keeping his restorations as original as possible, he grudgingly admitted that the Spider had not aged well in certain areas. I remember having spirited debates with him in years past about the necessity to upgrade the Spider to be more in tune with today’s roads and driving conditions. The Spider was already lagging in performance and technology by the mid 1980’s. Unlike fine wine, it has not gotten better with age. Frankly, it never made sense to me that as a company Roadster’s goal should only be to make the car as good as it was when new in 1984.

The Spider deserved more.

Following my Dad’s passing in 2012, our efforts to re-engineer the Spider intensified. We took out a clean sheet of paper and outlined the car’s biggest weaknesses. Aside from fit and finish–braking, steering, structural integrity, electrical reliability, handling, and comfort were all areas where marked improvement was necessary. Today, each of the items noted by Gordon McCall in the AARP article can be addressed in every Spider restoration. It’s simply a matter of priorities and budget.

Our Lusso S2 and Tributo models are brimming with new technology. Both come standard with Generation II rack and pinion steering, revised electrical systems, structural chassis bracing, advanced suspension upgrades, dramatically improved braking with contemporary wheels and tires, better seat belts, HID lighting, and yes—even optional back up cameras. The Tributo also features a revised instrument panel that is not only beautiful, but easier to read, more accurate and details more information. Any of these items can be added to basic Spider restorations as a package or on an individual basis.
While there are no plans to incorporate air bags or anti-lock brakes into Roadster Salon Spiders, improving safety by building a car with more contemporary reflexes and road manners is a huge step in the right direction. On today’s roads traffic is faster, and things happen much more quickly. Upgraded Roadster Salon Spiders can stop, turn and accelerate in a manner that’s closer to the average car around them. This makes for a safer and more pleasant driving experience—which is as much as you can expect from a classic car.

For the second consecutive year, and fourth in the last five, Roadster Salon spiders dominated the Annual National Fiat “Freak-out” car show. The event featured Italian car entries from Fiat and Alfa Romeo. Two Roadster Salon creations were entered in the competition, finishing 1st and 2nd respectively. Both cars garnered tremendous attention from judges, entrants and fans.

The First Place finisher was a 2016 Roadster Salon Spider Lusso S2—our original second generation prototype. Based on a 1983 Pininfarina Spider, the stunning Azzurra Blue exterior was beautifully complimented by a contrasting light tan interior and custom makore wood dash. Commissioned by Vince Bonanno in New Jersey, this stunning example was previously featured in several national photo spreads. It is currently being upgraded at our facility in Barrington.

The Salon’s second entry was a 2016 Lusso S2 Speciale, owned by perennial show winner Nate Westgor. You may recall his Salon built 1985.5 Pininfarina has won numerous awards at National events, including several top honors at past Fiat and Italian car shows. The Speciale is one of three spiders Roadster Salon has built for Nate in the past five years.

Based on a 1980 Fiat Spider, this Lusso is Nate’s daily driver. It featured several unique custom touches fashioned at his request—including rare vintage wheels and enhanced drive train. The flawless paint in traditional Ferrari red with saddle interior is an Italian car staple—and a crowd favorite. The exclusive grille work, light weight bumpers and custom suspension completed the look. Harkening classic Spiders from the 1960’s, Nate’s updated mechanicals make it perfectly agreeable with daily use. This lovely car is no one trick pony. Roadster Salon’s engineering upgrades make it equally at home on long trips as it is on back county roads.

Missing from the event was Roadster Salon’s planned National introduction of their Tributo Spider—a new model based on their current Lusso S2. According to Roadster Salon’s Marketing Director Ray Marchica “We are really close. The prototype has been very well received and we are in the process of finalizing specifications and pricing. We think it is the best driving and most beautifully finished Fiat based Spiders we have ever built.”

A few months ago we received a call from an enthusiastic owner of a 1976 Fiat Spider that had been in his family for many years. Stored much of that time, it was sorely in need of restoration. Per usual, we had the car shipped to our facility to be evaluated. About 20% of Roadster Salon’s annual output is restoring customer supplied spiders, rather than examples selected from our inventory.

Some customer owned spiders sent to us are certainly worthy of restoration. However, more frequently, the spiders we inspect have fallen victim to an Italian car’s worst enemy—hidden rust. Structural corrosion, specifically in the shock towers makes a spider difficult if not impossible to safely repair. Frankly it makes little sense to restore a spider, (regardless of sentiment) if the car is not structurally sound. Would you spend thousands of dollars remodeling a home built on a crumbling foundation? Not likely.

You can see where this story is heading. Even though Charlie’s car was from a Southern climate, it hadn’t always been stored on pavement. At first glance, his spider looked promising. There appeared to be only minor surface rust on the rocker panels and wheel arches. The interior had been re-freshened recently. But as we looked closer, things started heading downhill rather quickly. We lifted the carpets and were shocked to see the pavement through several soft-ball sized holes in the floor boards. Seat mounting points were brittle and unsafe. While floor repairs can be relatively benign, what we discovered underneath wasn’t.

Up on the lift, even more serious structural rust in the rails adjacent to the seats was noted. This meant there was nothing solid to weld potential new floor sheet metal to. It got worse. We removed the tires and saw significant rust in the shock towers that was not visible from the engine compartment. We sadly pronounced the car D.O.A, and remanded it to parts car heaven immediately.

However, the dark cloud hovering above Charlie’s beloved 1976 had a silver lining. Before sending us his spider, we discussed a restoration budget in the $20-25K range. The scope of work was to include paint, mechanical repairs and a modest interior upgrade. But once it became clear that such expenditure would be pointless, we explored more prudent options. A few times a year, as part of our exclusive upgrade program, Roadster Salon gets back an entry level restoration in trade-up on a Lusso or higher-end model.

Sitting under a cover in our climate controlled storage building sat a lovely black, rust free 1984 Pininfarina Azzurra Spider with only 50K miles. This was an original spider, lightly restored by our team several years ago. All considered it was the perfect solution to Charlie’s restoration dilemma. We arranged a trade credit for his 1976 parts car—and following a month long certification process, Charlie’s 84 Pininfarina was ready for delivery. And the price was not much more than his original restoration budget! We were even able to provide some financial assistance through JJ Best Capital. Here’s Charlie with his beautiful (and rapidly appreciating) 84 Pininfarina Spider.

Please feel free to inquire about other trade-up spiders we may have in our inventory. They may be ideal alternatives to full restoration projects at more affordable price points. Contact us today!

The tremendous success of the Lusso S2 has encouraged our engineers to take our modified designs to the next level.  Sales, Marketing and Engineering are all in lock step, agreeing that the Lusso S2 takes the existing Spider platform about as far as we realistically can without making major changes to the suspension and drive line. After spending over two years experimenting with Fiat based alternatives to the original 2.0 Lampredi engine, we decided to go in a completely different direction. Our new models will have clear differences in performance and personality.

The “Tributo” will start out as a special edition version of the Lusso S2, but will eventually become its own model. Scheduled for spring 2017, the “Tributo” will feature a restyled interior, up-market materials and an entirely new gauge/dashboard arrangement. Based on the incredible early feedback we have received, the new interior design may eventually find its way into other models as well. The exterior will feature some unique styling ques that pays tribute to famous roadsters of the past.

A second generation Ultimo is planned for the second half of 2017. While exterior styling remains unchanged, the primary difference will be underneath the sheet metal. The Ultimo S2 will be based on a 175-180 HP normally aspirated 2.0 liter crate engine, matched to a high performance 5-speed transmission. The car will also have a more robust matching rear end, improved braking and revised suspension design. Essentially, this will no longer be a Fiat Spider, but a highly modified Roadster Salon Spider built around the classic Pininfarina bodywork.

Conceptually, we intend for the Ultimo S2 to be a less brutal version of the Evoluzione, with more emphasis on luxury and touring. It should appeal to our widest range of our customers. From a performance standpoint, our goal is for the Ultimo S2 is to surpass the driving experience of the 2017 Fiat 124 in a more refined, classic package.

The long awaited Corsa-Evoluzione will follow the release of the Ultimo S2. As early photos have shown, the CE has unique bodywork that harkens Ferrari’s from the 1960’s. But make no mistake, this car aims to embarrass the hottest version of the new 124, and compete with the Alfa Romeo 4C, Porsche Boxster, Corvette and other similar offerings. The Evo will offer a turbocharged version of the 2.0 liter crate engine standard, with a 2.3 liter option. Power will be between 270-335 HP, depending on configuration. A six-speed manual and with independent rear suspension is planned, but first generation models will likely have a fortified chassis design based on the Ultimo S2. Both models will come with a 2 year/24K mile warranty.

According to Ray Marchica, Roadster Salon Director of Sales and Marketing, the company envisions a more streamlined future line-up consisting of several Fiat based models, and at least two component built Spiders. All new models will feature Roadster Salon’s proprietary technology and engineering. While they will continue to offer “original” style restorations, their focus will remain  building contemporary versions of the Spider that are modified to meet the standards and tastes of today’s sports car enthusiasts.

Have you ever wondered what it would be like to restore a vintage convertible yourself? Maybe you are considering a fun project to bond with a friend or family member? Looking to save money?

For the first time in our history, Roadster Salon is now offering select chassis for sale directly to our customers. These unrestored convertibles are being sold in their original condition, just as they came in. Previously, Roadster Salon Spiders were only sold as fully restored turn-key projects. Basically, we were hoarding everything for ourselves. But now for a limited time, we are making them available to prospective buyers who wish to do all or part of the work themselves. Each of these chassis have been screened and rated. You can find them in the new DIY section of our website. There are definitely some excellent buys here, and more than a few diamonds in the rough. Who knows, maybe a potential show car may be hidden beneath the surface.

All it takes is time, patience and vision.

Since British car enthusiasts typically enjoy doing their own work, this Spring we are featuring MG and Triumph in our DIY section. There are also a few select Fiat and Alfa Spiders. Condition ranges from road worthy cars in need of cosmetics to full scale rebuilds. In some cases we can assist buyers with parts, and can always help with shipping. We consider this as a win-win for Roadster Salon and customers alike. It is a great way to broaden our market to potential buyers with limited resources, as well as hobbyists who find this type of work fun and relaxing.

Please note that the cars featured in our DIY section are only a partial list of what may be available. Our inventory is fluid, and changes from week to week. Please give us a call to discuss your areas of interest.

The popularity of Spiders with women and older drivers is on the rise. Unfortunately, the Spider’s highly resistive worm and roller steering requires much more effort to turn than a contemporary car, and hence is the source of many complaints from drivers in that segment. While Roadster Salon’s extremely popular rack and pinion option dramatically improves road feel and precision, steering effort still remains higher than on cars with boosted power steering.

The weight and inefficiency of traditional fluid based power steering units were not a solution. However, new technology incorporating variable electronic assist has made power augmentation possible. Our design is ideal because it boosts steering for parking and low speed maneuvers, but decreases boost when traveling at road speeds. This option is only available in conjunction with our proprietary rack and pinion upgrade. Please speak with you Roadster Salon project consultant for pricing.