The Cars of New Hampshire

David: This year's vacation was to Waterville Valley, New Hampshire. Unlike previous years of going to a large city, my family and I decided to revisit an area full of old family memories and endless hours spent in the mountains and wilderness. When I was younger, my family, my cousin, and my grandparents would all gather in the Valley for Memorial Day Weekend, and do various activities including hiking, day trips, and celebrating my grandmother's birthday with an annual and horribly inaccurate version of a "French Canadian Happy Birthday." 

Not having been up there as a family since 2018, it was a nostalgic and fulfilling experience to say the least. We revisited old locations and traveled to points of interests we used to frequent during those original Memorial Day weekend trips. Along the way, I photographed some old cars. Some that I remembered from my childhood, and some new surprises. I hope you enjoy this selection of vehicles from one of the most beautiful states. 

Above: (8/4/24) - 1977 International Harvester Scout II 

After arriving at Waterville Valley and getting ourselves settled in for our stay, I took a brief walk around the area to see what in town had changed and what hadn't. Walking along the sidewalk, I noticed a distinct boxy, lemon yellow vehicle which stood out vividly among the forest green pine trees. That vehicle was none other than this 1977 International Scout, a truck I'd consider very uncommon to come across. 

Although I'm very much aware of the Scout's existence and enjoy seeing one on the chance that I do, I didn't give much thought as to why exactly I don't see these as much as I'd like to. When I was child, my father would rave about them, citing the Scout as one of his favorite trucks growing up in the late '70s and early '80s. He built a model of the Scout, and proudly had it on display in our basement among some of his other model cars, but always would single out the Scout. So of course, when I grew older and began taking an interest in classic cars, I'd keep an eye out for a Scout, but hardly ever saw one.

So why don't we see Scouts? Well, I think there are two main reasons why, stemming from the competition and International Harvester's status in the automotive industry. Although the Scout would come to compete with similar vehicles like the Chevrolet K-5 Blazer and Ford Bronco, it actually predates the original Ford Bronco by five years, beginning production in 1960. Although International had already begun trying their hand at passenger vehicles a few years prior in the 1950s, the Scout would arguably be their first serious step into the industry. When it was first introduced, the Scout was in a class of its own. The only similar vehicle was the Willys Jeepster, except that had ended production in 1950. The Scout remained its own unique class of vehicle, until 1965, when the Ford Bronco was introduced and the Jeep Commando a year later. While the Scout was popular among a more utilitarian crowd, the new Bronco and Commando, and eventually the Blazer in 1969, were aimed at a more youthful market. As a result, I think the Scout took the back burner in wake of its new competition. This leads us to our next topic of discussion, the brand itself. 

International Harvester was, at its heart, a commercial vehicle company. This remains true to this day. When you think of an "International  Harvester" product, you most likely think of a semi-truck, a box truck, or maybe even a school bus. They found great success in the field of commercial vehicle sales, and have held their place since. Circling back to the Scout, I would argue that the commercial vehicle success of International ultimately overshadowed the Scout's ability to divert itself from the big rigs and stand in its own class as a passenger vehicle. 

In a sense, the Scout was like the original Crosley subcompacts from the late '40s. For context, the Crosley was a car produced in a market that didn't really exist, and by a company that had already found success building radios and turntables. I'm sure you can piece together my analogy. However, unlike the Crosley, the Scout had longevity, and would stick around until 1980, ultimately ending after International workers struck the company and lack of funds to justify continuation of the Scout. 

Above: Scouting out the Scout

While this Scout needs a bit of work to be at 100% again, I can see that the owner is putting in the work to do so. He is driving it, as I saw this driving around Waterville on several occasions. I could also smell it too! That probably was not the best for the forest preservation efforts of the White Mountains, but at least there was only one gas guzzler like this Scout in the area, or at least this was the only one I knew of! 

Above: (8/4/24) - 1963 Willys Jeep Truck 

Continuing on my walk around Waterville Valley, I next arrived at this beautifully kept up 1963 Jeep Truck. This Jeep looked to be a restored example, seemingly originating from Massachusetts per the vintage license plate mounted on the driver's side of the bumper. 

As you'll see later in this series, there were a few other classic trucks in service with the Waterville Valley Gold Club, so I investigated online to see if there was any information about these classic vehicles. I didn't have much luck in my searches, so I figure next time I'm up north, I'll have to inquire about them. Nonetheless, it's great to see the Waterville Golf Club employing vintage vehicles for staff use. 

Above: From the "Truck," to the Scrambler, to the Gladiator

While the new Jeep Gladiator pickups have been stirring the chili pot among car enthusiasts and journalists, I feel its best to remove ourselves from the controversy and acknowledge the Gladiator's ancestry... and perhaps go against my own decision and add in my own dissatisfaction with the choices made by Jeep executives. 

The Willys Jeep "Truck" was first introduced in 1947 following the conclusion of World War II. As Toyota would later do with their line of pickup trucks, the Jeep would simply go by the model name of "Truck" during its near 20 year production run from '47 to '65. As seen from the photos, it bears a very similar appearance to the original military Willys MB-Jeeps and the subsequent CJ-series that also followed with the conclusion of the war. 

In 1962, the more contemporary looking SJ-Series pickup was introduced in an attempt to phase out the original Jeep Truck. This would be the Jeep truck that would take the name "Gladiator" until 1987, when production ended. It's important to note that the SJ-Series had nothing in common design-wise with the Jeep Truck. 

In 1981, an homage to the original 1947 to 1965 Jeep Trucks, the Jeep CJ-8 Scrambler was introduced. Like how the Jeep Truck was based on the Jeep CJ-Series, the Scrambler was also based on the CJ-7, appearing nearly identical to it, with exception of a longer wheel base. The Scrambler was produced until 1986, along with the CJ-7. Following the conclusion of production, no traditional Jeep looking pickup would be produced. The 1984 XJ-based Comanche pickup would replace both the Gladiator and the Scrambler pickups until 1992. 

From 1993 to 2016, Jeep would produce no truck variants of their models. That all changed in 2017 at the Los Angeles Auto Show, when the new Jeep Gladiator pickup was teased. While it was based on the new generation JL-Series of Wranglers, the truck used the "Gladiator" name, despite being a descendent of the original Jeep Truck and the Scrambler. The truck it took its name from had no relation to the traditional Jeep series at all, with more ties to the Cherokee and Grand Cherokee models. This name choice by Jeep would prove to spark controversy with the new Gladiator, and would be one of the first new vehicles to spawn a trend of reviving retired model names on completely inappropriate and inaccurate models in context with their original usage. Think of the original Ford Maverick sports car (1970 to '77) and the new Maverick pickup. Both vehicles could not be anymore polar opposites. 

So in short, I think Jeep did their automotive ancestors a disservice by bringing their classic names out of retirement and placing them on vehicles that have nothing in common with the original vehicle that bore the name, in this case, the Jeep Gladiator. I suppose my two cents that I'll throw into the pool are that Jeep (or Chrysler/Stelantis) had a perfect classic Jeep vehicle to revive with the new 2019 Gladiator. Obviously, the Gladiator name sounds more tough and intimidating than the Scrambler name, but the original use of the Gladiator name did not resemble the truck we see today. When reviving classic names once associated with a specific vehicle no longer in production, I think automotive brands should consider the legacy of the vehicle they are trying to honor - or perhaps tarnish. 

Above: (8/5/24) - 1937 Oldsmobile F-37 Touring Sedan

The next day, we ventured into North Conway, a small town with some novelty shops and restaurants. The main attraction of North Conway is the North Conway Scenic Railroad, which is a historic railroad that traverses through the White Mountain areas of New Hampshire. It offers beautiful scenic train rides that travel in particular through the Mt. Washington Valley, Crawford Notch, and through the mountains to the town of Conway. The railroad used was once owned by the Boston and Maine (B&M) Railway Company, but with the decline of railway operations in the 1960s, the Conway branch of the B&M route was planned to be abandoned. Dwight Smith, an employee of the B&M Railway, negotiated to buy the Conway branch in 1974, where he would then turn it into the historic scenic railway. 

Anyways, this entry is about an Oldsmobile, not the railroad! The vehicle you see featured here is a 1937 Oldsmobile F-37, the first full size Oldsmobile produced, and the oldest ancestor to all of the subsequent full size Oldsmobiles that would follow from the post war era to the 1990s. The F-37 was part of the Oldsmobile F-Series of full size vehicles based on the newly developed GM B-Platform. The F-Series was produced over two generations from 1928 to 1938, with the second generation introduced in 1933.  It was Oldsmobile's entry level sedan that was responsible for the majority of GM's intermediate market sales. The powerplant options were sparse, featuring the Oldsmobile straight six engine, coupled to a three speed manual gearbox as its only option. However, buyers had three body styles to choose from, with a coupe, a convertible, and a sedan (as seen here) being offered through the majority of the model years.  

The F-Series would split into two different models for the 1939 model year, with the Series-60 replacing the entry level slot and the Series-70 replacing the higher level slot. With the United States entering World War II in 1941, both models would cease production from 1942 to 1946. Both models resumed production in 1946, following the end of the war, but the Series-60 was only produced for two more years, ending in 1948. There would be no replacement for that model. Instead, the Series-70 would replace the Series-60 as the entry level full size model, with the legendary Oldsmobile "Rocket" 88 entering production as the top-of-the-line model for 1949. The Series-70 would be produced for one more year, before the 88 would replace its slot for entry and mid-tier options. 

Above: Two F-Series, Two Beautiful Designs from the Pre-War Era

As I mentioned in the first part of this entry, I photographed this 1937 Oldsmobile at the North Conway Scenic Railroad. Now, besides the Oldsmobile, there was a plethora of vintage locomotives at the Railroad station on display, as you could imagine. This Oldsmobile happened to be parked in front of one of the most iconic American passenger locomotives from pre and post war era. This would be none other than the Electro-Motive Division (EMD), which is conveniently also a division of General Motors. 

This EMD F-Unit is Locomotive No. 4268, a 1949 F7A, originally in service with the Boston and Maine Railroad. The F-Unit, which was based on the longer E-Unit, existed during the golden era of railway travel. Before the takeover of commercial airlines, and the development of the Interstate, Americans had the luxury of travel by railway. Countless railways equipped with beautiful streamlined locomotives and well-furnished passenger cars would line all around the country. Thus this is how this period of transportation from the post war era and early '50s came to be known as the golden age of railway.

While air travel was mainly used for longer excursions, the railway could get passengers to their destination quickly and comfortably. One of the more popular locomotives that would see common use across many of these railways was the EMD F-Unit. Although it was based on its larger older sibling, the E-Unit, it would be the F-Unit that would set the modern standard for what a diesel passenger locomotive should look like. It had a streamlined design, a high mounted cab for two operators, and rode on the B-B wheel layout. A B-B wheel layout refers to the set of wheel trucks on both the front and rear of the engine. In this case, the B-B layout means that all four axels on the two trucks are powered. For better context, the F-Unit has two powered trucks with two axels per truck. 

The F-Unit would see use through the 1960s and up into the '70s, around the time period when private railway systems saw a severe decrease in usage, due to the accessibility of the automobile and the introduction and popularization of the Interstate system in the late '50s and '60s. Most F-Units in service with private railways would be bought by Amtrak, when they accumulated most private rail systems around 1971 and '72. While the last F-Unit would be produced in 1960, it inspired many other locomotives, like the Fairbanks Morse C-Liner and the Baldwin RF-16 "Sharknose." The F40PH, which is still in use today by many smaller commuter rail systems, was the spiritual successor to the F-Unit in 1975. 

Above: (8/5/24) - Thiokol Spryte 1200 "Snowcat"

What on earth is this? Great question, because I thought just the same when I first saw this behemoth of a vehicle. This is a Thiokol Spryte 1200 "Snowcat," which was produced from 1961 through 2000. While the design remained unchanged over its 39 year production run, the Snowcat would change hands over various ownerships, at one point being owned by John DeLorean. By the end of production in 2000, the Snowcat had changed hands four times, but despite the chaos, managed to stick around through all of it. 

The history of the Snowcat is a bit obscure, so in my research, I wasn't able to find out too much about them. The original Snowcats  were designed by the Utah Scientific Foundation from 1959 to about 1961, where it was sold to Thiokol. Thiokol, a company already known for producing rocket and missile related products, began producing the Snowcats after they obtained the design rights from the Utah Scientific Foundation. Thiokol's version of the Snowcat is the most common version according to my research, as it would be produced for 17 years, from 1961 until 1978. This also means that the example in this entry is one of the original incarnations of the Snowcat. 

In 1978, John DeLorean purchased the Snowcat portion of Thiokol, and renamed the section DMC. Yes, this is the same John DeLorean and DMC that would produce the legendary gullwing DMC DeLorean from 1981 to 1983. That also means that the Snowcat is a distant relative to the DeLorean! Who would know that such an odd vehicle with seemingly no relation whatsoever to a car like the DeLorean would actually be a close relative to it, but also out live it! DMC produced the Snowcat until 1988, when John DeLorean would eventually rename the company to Logan Manufacturing Company, or LMC. There, the Snowcat would be produced until 2000, concluding after nearly 40 years of production.

Above: Just Your Average New Hampshire Vehicle

If this were located anywhere else, let's say Florida, I'd have many questions as to why such a vehicle would be needed here. However, since this was in New Hampshire near the White Mountains, it seemed as naturally occurring as the mountains. Nonetheless, this Snowcat was a very unique and intriguing vehicle to see, as being a Rhode Island native, I don't see vehicles like this at all. If I'm lucky, I'll get to see a snowmobile on a trailer in someone's driveway. Come to think of it, I know I'd have questions if one of these were in Florida, but even in Rhode Island, I'd still wonder why a Snowcat would be there.  

Above: (8/5/24) - 1974 Reliant Robin Mk. I

This will be the only time you'll see us photograph a Reliant Robin in a parking lot. Yes, your eyes are not deceiving you. This is a real Reliant Robin, in the flesh! This beautiful, green three wheeler and the car next to it, which will be discussed on its own, were photographed off of Route 112 at the Kancamagus Auto Museum in Lincoln, New Hampshire. Initially, I had no idea that these two cars were part of the museum, instead of what I thought was a mere roadside coincidence that somehow included two legendary vehicles from an obscure part of automotive history. You can read more about what I saw inside the museum in the Kancamagus Auto Museum entry. 

Prior to photographing this green Robin and the yellow Crosley below, I had remembered these two obscure vehicles from my original childhood New Hampshire visits. Of course, when I was younger, I had no idea what a Reliant Robin or a Crosley were. I simply thought that they were strange European vehicles from the 1960s. Nearly 10 years later, with more automotive knowledge under my belt, I'd realize how incorrect my original assumptions about these rather historic vehicles were. 

Above: Three Wheels!

I'll state the obvious - The Reliant Robin is essentially famous for having three wheels. The Top Gear special, where Jeremy Clarkson drove a Reliant Robin on public roads to demonstrate how unstable a three wheeled vehicle could be, also added to the popularity of the Robin's bizarre nature. Like other strange European vehicles, such as the Peel P-50 and the BMW Isetta, the Robin has become an enigma in the United States because nothing like it was ever sold here. 

Despite the legend of the Robin, the Reliant auto marque had been producing three wheeled vehicles before the release of the Robin in 1973. The Reliant Motor Company began dabbling with three wheeled motor cycles as early as 1939. It wouldn't be until the release of the Regal model in 1953, where the company found its stride with the three wheeled car. The Regal marked a prominent switch from three wheeled motorcycles (tricycles?) to three wheeled closed-canopy vehicles. It would be produced until 1973, when it would be succeeded by the Robin, essentially an improved and modernized Regal. 

The Reliant itself proved to be one of the most popular cars sold in the United Kingdom. It also became the second most produced vehicle with a fiberglass based body, behind the Corvette. This was not only due to the Reliant's popularity, but its longevity, being produced from 1973 to 2002, despite a hiatus from 1982 to 1988. 

Above (8/5/24) - 1947 Crosley CC Station Wagon

Next to the Reliant Robin was another obscure car from automotive history, a 1947 Crosley Station Wagon. Like the Robin, I had known about this car's existence in this lot from the early years of my New Hampshire visits, but like the Robin, I had no idea what it was. In fact, I had no idea that the Crosley brand existed until 2022, when Sam visited the New England Auto Auction, where he photographed two Crosley vehicles that were being sold in the auction.

When I saw Sam's photos back in the Summer of 2022, I was intrigued by the noticeably tiny appearance that the Crosley presented. I was even more surprised to learn that these cars weren't European, but American made. I had no idea that I had been exposed to the quirky nature of a Crosley vehicle in all the years prior visiting New Hampshire, but in the moment when I saw this small banana yellow for what it was, knowing the history and influence these tiny Crosleys had on automotive design, I could finally appreciate it even more than just a distant memory of a strange yellow car in a parking lot.

Above: America's First Subcompact Cars that Never were... 

The Crosley's presence in the American automotive scene was a short and unimpactful thirteen year run, beginning in 1939 and ending in 1952. The Crosley brand, founded by Powel Crosley Jr. in 1921, had great success producing small, portable radios. At one point Crosley Jr, became known as the "Henry Ford" of radios. However, it would be Henry Ford's assembly line and mass production advancements that caught Crosley's attention to form his own business. Before radios, Crosley was known for making automotive accessories and engines with the goal of being affordable. He took the same approach to his radio business, which he established in 1921 after realizing that radios costed over $100 at most retail stores. Crosley's new radio would be much more compact, yet just as versatile, compared to the typical large console radios at the time. With his success in inventing affordable and portable radios in the 1920s and '30s, he would use a similar approach when it came time to fulfill his dream of creating his own automobile brand, starting in 1939.

In 1939, the first Crosley automobile went on sale. It was a bizarre sight at the time for most Americans. When it debuted at the Indianapolis Motor Speedway that year, the car weighed less than 1000 pounds, had a wheel base of 80 inches, and was powered by a two cylinder air-cooled engine. Crosley claimed that the car was capable of achieving approximately 50 miles per gallon at normal highway and cruising speeds. This was unheard of for the time, as most cars averaged 20 MPG, but they were also much larger than the Crosley. The Crosley was priced at a very affordable $325 in its debut year, which adjusted for inflation, is roughly $7250 in 2024! That's essentially the price of a decent cheap used car on Craigslist. Notably, the Crosley was also sold at hardware and appliance stores, unlike dealerships where most cars were typically sold at. As Americans recovered from the Great Depression during the 1930s, the Crosley was a terrific option for families who wanted to buy a new car, as it was affordable and saved money on gas. 

The Crosley was produced into 1940, with a sedan and panel van variants added to its lineup. In 1941, due to America's new involvement in World War II, production of passenger vehicles had to cease to aid in the war effort, but Crosley would resume automobile production in 1946 soon after the war's end. However, this time around, things would be a bit different for Crosley. Due to the post war boom, small, affordable, and fuel efficient cars did not seem appealing to new consumers. Instead, larger and luxurious cars once again became the popular option. In 1949, Crosley tried to compensate for their declining sales by adding vehicles to their lineup that would be seemingly appealing to consumers. Such vehicles included the Crosley Hotshot sports coupe and the Farm-O-Road all purpose vehicle. These efforts, while unique vehicles on their own, did not help with new sales, and Crosley continued to see a decline. Production ultimately ended in 1952, and the remaining Crosley Indiana manufacturing plant was sold to General Tire Company. 

In retrospect, it could be argued that the Crosley arrived too late and too early for American consumers to truly appreciate the tiny cars for what they had to offer. Had the Crosley been introduced earlier prior to 1939, with the effects of the Depression still engraved in the working class, Crosley likely would've had a better chance at establishing their name as a noteworthy company that produced affordable and efficient cars. Unfortunately, they debuted two years before the year, and the time they had to establish themselves was likely inadequate. Of course, with the post-war boom, the desire for an affordable car to save money was replaced by a lust for luxury and comfort in the wake of victory and soldiers returning home from war. While there would be a recession to come in 1959, it would be interesting to see how the Crosley's sales would perform during that time, especially with the introduction of America's first compact cars like the Rambler American and Ford Falcon. 

Today, the Crosley has become an obscure piece of automotive history, despite providing Americans with their first experiences with a subcompact car. Because not that many Crosley products were produced, totaling at roughly 84,000 units produced over the course of its 1939 to 1952 production run, only few remain today. For those who know the history of these tiny cars, they are often preserved and seen on rare occasions at car shows. Because they never reached mainstream popularity, those who don't know of the Crosley's history may brush it off as just another strange car at a car show. However, on the chance you do see one at a car show and aren't sure what you're looking at, I urge you to learn its history, as there's much more to it than "just another strange, tiny car." 

Above: (8/5/24) - 1958 International Harvester A-160 w/ Tipper Bed

As we returned from North Conway and Lincoln, I noticed a parking lot with several old trucks parked to the side of a small garage. We pulled over, and I went to investigate the old trucks in the lot. Both of these classic work horses could not be anymore different from each other, but 

The first truck of the duo was another classic in service with the Waterville Valley Golf Club, like the Willys Jeep Truck from earlier. This time, it was something a bit larger and a bit older, a 1958 International Harvester A-160. Though the plate is dated from 1959, research and pictures shows that this is very likely a model from '58 instead of '59. The most probable theory to explain the plate from '59 would be that this truck was assembled in 1958, but purchased later in 1959, resulting in a registration from that year. There's another part to this explanation, which will be discussed in the 

The International A-160 was part of the International A-Series of trucks, which was introduced for the 1957 model year, and produced until 1958, before the B-Series succeeded it in 1959. While there aren't many differences between the A and the B-Series, the easiest distinguishing feature is the inclusion of stacked twin headlights on each side (like a Pontiac GTO). The A-Series has a single headlamp per fender, with the turn signal mounted above (see the bottom photo for a better idea). 

Above: Tipper Truck Close Ups

Unlike like the Jeep, this International A-180's condition appeared as more of a survivor than a restored classic. While the truck itself is in remarkable shape after 65 years of use, a closer look will show its age. The chrome trim and a few of the body panels had started to form some surface rust, and the red paint had lost its shine. However, there was no rot from what I could tell, which means that this classic truck can continue serving the Waterville Valley resort in style for years to come! Unless, of course, it wants to go into retirement. 65 years of working would be quite tiring. 

Above: (8/5/24) - 1952 Tucker Sno-Cat Model 342

Above, we discussed the history of the Thiokol Snowcat, a snow travel vehicle that lasted nearly 40 years of production despite changing manufacturers four times. Here, we're going to discuss one of the pioneers of snow travel vehicles, the appropriately named Tucker "Sno-Cat." For anyone wondering, this is a different "Tucker" brand, and has no relation to the more known "Tucker" brand that produced the Tucker 48.  

The Sno-Cat was designed by Emmit Tucker in 1938, and began production in 1949 after experimenting with a prototype vehicle in 1941. The Sno-Cat had the distinction of having pontoons, in which the tracks would be fitted around. This allowed the Sno-Cat to "float" across the snow for more efficient travel. Later, this design would be improved by producing the pontoons out of fiberglass. 

Models were distinguished by the number of tracks and doors they had. There were also different series based on the size and engine displacement of each vehicle. These included the 200, 300, and 400 series. For example, this Sno-Cat featured here is a Model 342 because its part of the intermediate 300 series, has a two door body, and four sets of tracks. Some Sno-Cats, usually the 200 series, were produced with two sets of tracks. These were known as Sno-Kittens, since they were much smaller than the 300 and 400 series. Engine displacements included four and six cylinder diesel engines, capable of reaching speeds as high as 30 MPH on snowy terrain. 

The original Sno-Cats would be produced through the 1960s, though no definite year was given when the original models ceased productions. Most sources put the last original models produced around 1966 or 1967. The Sno-Cat would be evolved into modern variations, with better accomodations and features for arctic and snow travel. The Sno-Cat still exists today, much in a different form compared to its original form, but the original Sno-Cat provided future models and other arctic travel vehicles with a blueprint on how to build a proper vehicle to traverse the snow. 

Above: More Sno-Cats!

This makes our second desiginated snow travel vehicle spotted in one day! Like I stated in the Thiokol Snowcat entry from above, since these were found in New Hampshire, it's more expected to see odd vehicles like these because the colder northern states are essentially their habitat. However, if I saw two of these anywhere else besides up north, I'd wonder if there's a Sno-Cat cult in town!

Above: (8/6/24) - 1985 Mercedes Benz 380 SL (R107)

For today's excursion, we ventured down to the town of Laconia and then over to Lake Winnipesaukee. Lake Winnipesaukee is essentially the tame version of Wildwood, New Jersey, which over looks a beautiful landscape of the largest lake in New Hampshire with the White Mountains in the background. 

This strawberry red 380 SL was photographed at the Lake Winnipesaukee boardwalk. Even though these R107 SL-Class coupes are a dime a dozen in New York and New Jersey, one still managed to appear all the way up north in New Hampshire. 

Above: (8/6/24) - 1990 Mercedes Benz 420 SEL (W126)

On our ride back home from Lake Winnipesaukee, we took a pit stop at a Walmart to pick up some goods for a hike in the plans for the following day. When I got out of the car, I noticed a squarish roofline, and windshield with chrome trim around the perimeter. Obviously, I knew this was something old, most likely from the '80s, so I went to investigate. This mysterious '80s sedan was obscured behind some other parked cars, so I wondered what I would be walking into. Could be a Volvo 240? A BMW 5-Series? A Mercedes 300 D? 

Well, as it turns out, I was close with my guess of a Mercedes 300 D, as the car revealed itself to be the younger, yet longer sibling of the W123 300 D. Although I slightly wished it was something a bit older, I was still happy to see a daily driven '80s classic in the Walmart parking lot. The W126 series is another very common Mercedes Benz vehicle from the late '80s that Sam and I see on a regular basis. This example is in the typical condition we often see these in. Not clean, but not rusty. A front wheel dirtied by brake dust, some fading paint, complete with a set of foggy headlight lenses. 

Above: (8/6/24) - 1988 Saab 900 Combi Coupe

Finally! Something old and Swedish! As we were returning back to Waterville Valley, I noticed out of the corner of my eye the distinct shape of the Saab 900. I urged my parents to turn around so I could properly photograph it, as I knew this would be a Swedish car opportunity I could not pass up. Afterall, how many 900 Combi Coupes do I have the pleasure of seeing on a regular basis? Notably, one of my goals this vacation was to photograph a Swedish classic in New Hampshire, as the northern states (Vermont, NH, and Maine) are a large haven for old Saabs and Volvos. Just read any of Sam's Maine entries if you need further evidence. 

Sure enough, we circled back and parked in the vacant lot where this Saab was resting. No private lot signs were in sight, so I figured it was fair game to properly photograph this Swedish classic in its natural habitat of northern New England. From first glance, this arctic white Saab appeared to be completely stock and unmodified from the day it left the Trollhättan, Sweden assembly plant, to the day I saw it residing in this lot in Laconia, New Hampshire. 

Although the Turbo models are preferably the more desirable versions of the 900 to see, I preferred this bone-stock, base model 900. It fit the northern setting like it was meant to be here. Since it was a base model, I could imagine this car plowing through the snow in the winter, or cruising the Kancamagus Highway in the summer. I wished I could've been the one in the driver's seat, but I know I'll be there at another point in my life. 

Upon closer inspection, this 900 appeared to be a very early post-facelift model, likely from 1987 or '88. These cars differed slightly from the 1989 to '93 models with a few noteworthy visual distinctions. '87 to '88 900s still retain the chrome trim around the windows and door handles, and do not have the black trim surrounding the rear license plate section between the tail lights. This was a design carry over from the original '79 to '86 900 models as Saab was transiting the design from the pre-facelift models to the later post-facelift models. These intermediate 900s also feature these unique chrome wheel covers as seen on this example. 

Above: (8/8/24) - 1947 Ford Deluxe Business Coupe

Our last day in New Hampshire consisted of a hearty post-hike breakfast at Benton's Sugar Shack in Campton. The Sugar Shack had become a tradition that originated from the early trips when my grandparents and my family would gather there to have breakfast before we went our separate ways on our lengthy journeys back home to Rhode Island. To honor that tradition, we returned back once again. 

Of course, when I remembered my early visits to the Sugar Shack, I remembered there being some old cars out in the back of the restauaunt. Specifically, I remembered a very old Diamond T (which would become Diamond Reo in 1967) stake bed truck. Though I can't remember exactly what it looked like, it was very likely a late '40s Diamond T 201. That Diamond T truck had since disappeared since my last visit, but I did remember there being some more cars tucked away further in the back.  Sure enough, my memory served me correctly and an overgrown lot of post war classics appeared behind the restaurant just as I remembered. 

The first car in the lot was what looked to be a 1947-ish Ford Deluxe Business Coupe. I enlisted Sam's help with a few of these cars because he knows post-war era cars much better than I do. From his findings, he concluded it was very likely a Ford Deluxe Business Coupe, based on the trim patterns and roofline appearance. We didn't have much evidence to work with, as much of this car had been stripped away over the years, but its mortal remains, nearly 80 years later. 

Above: (8/8/24) - 1956 Nash Metropolitan Series III

This Nash Metropolitan appears to be less complete than the two '47 Fords from above, however it was the most exposed of the cars in the lot, so I was able to get the best photographs of it. I'm assuming it's a 1956 Series III model because of the lack of a rear trunk lid and the addition of the two tone paint job, which the 1955 Series II cars did not have. 

The Series III Metropolitans were produced through late 1955 until 1958, succeeding the one year only Series II, with the inclusion of two-tone paint jobs, giving the Metropolitan its trademark appearance. The Series III was available in three colors: Caribbean Green, Sunburst Yellow, and Coral Red. Given that this Metropolitan is painted black, it was clearly repainted at some point in its life. You can notice that this was originally painted Coral Red, as the close-up shot of the interior reveals some areas of red paint, where the black finish had worn off. 

Above: (8/8/24) - 1978 Pontiac Firebird Trans Am "Banditt"

The last car photographed from my New Hampshire trip is what I would deem a fitting car for a conclusion to a road trip. It's a black and gold 1978 Firebird, just like the one Burt Reynolds drove in the classic driving oriented film Smokey and the Bandit. From a film with a story based around a road trip (which I promise is not a spoiler), there was an inevitable conclusion to Burt Reynold's journey. I'll leave it up to you to find out what his destination was in the film, because it's certainly worth a watch at least once. 

While I had reached my destination of Waterville Valley, New Hampshire a few days ago, I knew I couldn't stay here forever. As much as I wished to stay longer, it was time to begin the journey back to Rhode Island. The bags were packed, breakfast at Benton's had been ate, and it was time to embark on the journey down Interstate 93 out of the White Mountains, down through Massachusetts, and back home in Rhode Island. 

I had an amazing time revisiting the areas of my childhood that I hadn't seen in years. It was heart warming to see that, despite all the years that had passed, nothing had really changed. Cars I had remembered from those early visits, like the Reliant Robin and this junkyard in the back of Benton's Sugar Shack, were just as I had remembered them, even if I didn't know exactly what they were when I was younger. Old restaurants, stores, and buildings that I used to visit still looked like they hadn't been updated since 1978. 

Although it had only been about seven years since I had been there, a lot had happened in between 2018 and 2024. I don't think I need to summarize in detail those specific events that did. But to know that amidst all the change that took place in the world between those years that the places, areas, and things stuck in my memory from those early visits hadn't changed was a very good feeling to have. It was like living in a dream, to only wake up realizing that it wasn't just a figment of imagination. 

Good bye for now New Hampshire, I'll be back soon.