This Gorgeous, 1-of-26, Piece of American Automotive History Can be Yours on BaT
The Hudson Italia was created when Hudson's chief designer, Frank Spring, saw the publicity Chrysler had created with their Ghia-bodied creations. The Italia was bodied by the Italian Touring Supperleggera coachbuilding company, with some unique touches that truly gave it a jet-era look that would fit right at home in the Jetsons. The bodywork featured an inverted "V" centered in the front bumper, V-shaped brake-cooling scoops above the headlights, a wraparound windshield, brake-cooling scoops, upper door edges contouring into the roofline, and triple chrome tubes recessed into the rear fenders for the rear lights.
A prototype was shown at various Hudson dealers around the country, with just 25 other examples produced between 1954 and 1955 before Hudson merged with the Nash-Kelvinator Corporation to form American Motors Corporation. This particular 1954 example, chassis 10007, was reportedly displayed at the 1954 Paris Motor Show before moving to Sweden in July 1955 with its first owner. It saw several more owners throughout the 1970s before another Swedish owner kept it for 22 years. It was later purchased by its current owner and imported to the US in 1999. Its 202ci Twin-H L-head inline-six was overhauled in 2011, and replacement twin Carter carburetors were installed.
The bodywork was left unpainted and shows numerous patina scars, including dents, patches, primer, and a damaged windshield. It is also unfortunately missing its bumpers, which adds a tremendous amount of style to the car. The car retains its column-shifted three-speed manual transmission, four-wheel hydraulic drum brakes, independent front suspension, as well as its red and black leather upholstery that was reportedly re-dyed. Matching red carpeting was seemingly installed, but the dashboard and terrific-looking, wrapped two-spoke steering wheel remain intact. It sits on factory 15" Borrani wire wheels with wide whitewall tires that will absolutely need replacing. The odometer currently shows around 61,000 miles.
Space-age, jet-era, regardless of what you want to call it, the time period of the Hudson Italia gave birth to some truly stunning moving art. As much as seeing this car in a shiny, period-correct paint job would be stunning, preserving it in its current worn state entices me more. Cars are only original once, and erasing the dents and scratches that help tell this piece of history's story is almost a tragedy to me. Regardless, the Bring a Trailer auction ends in 5 days with a current bid of a mere $10,000. The seller claims that many spare parts come with the car and that they have even 3D-scanned a fully restored Italia that the future owner of this one can use to make parts. It is definitely a daunting project, but how often do you get such a chance?
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Los Angeles Times
2 hours ago
- Los Angeles Times
The U.S. has long wanted to sell more cars in Asia. Do Asian consumers want them?
SEOUL — In the early 2000s, an observant driver might have noticed an unusual sight on South Korean streets: Some of the police cars were American-made Ford Tauruses. Although South Korean patrol cars were normally supplied locally by Hyundai or Kia, the Tauruses were there as a goodwill gesture from the South Korean government, which bought 100 of them in 2002 to mollify American automakers and political leaders upset about the lopsided reality of the automotive trade: South Korean cars sold to U.S. consumers then were subject to a 2.5% tariff rate, but American cars were hit with 8% — and faced a host of complex regulatory hurdles to boot. As a result, in 2000, 570,000 South Korean cars were imported by the U.S., versus just 2,500 in the other direction. Thanks to a 2012 free trade agreement, neither country levied a tariff on the other's cars for nearly a decade. But the one-sided flow hasn't changed. Last year, South Korea exported 1.5 million cars to the U.S. to the tune of $37.4 billion, but South Koreans bought just about 47,000 vehicles worth $2.1 billion from the U.S. Righting this disparity, as well as similar imbalances with countries such as Japan, has been a focal point in President Trump's ongoing trade war. 'Perhaps worst of all are the non-monetary restrictions imposed by South Korea, Japan and very many other nations,' Trump said as he announced his 25% tariffs on all foreign-made automobiles in April. He isn't the first president to blame unfair trade relationships for America's lagging car exports. Obama, during his term, made removing trade barriers such as regulatory hurdles a centerpiece of his agenda to boost American exports. But in Asia, analysts and consumers tell a different story, which they have been telling for years: They're just not that into American cars — and neither government campaigning nor increased market access will probably change that. Leon Cheng, an automotive expert at Singapore-based consultancy YCP, puts it this way: 'The deeper issue is product fit, not paperwork.' In the U.S., cars have been getting bigger, more expensive and more polluting in the last several decades — all the things that make for a tough sell to Asian consumers. *** At first glance, Vietnam may appear to be one Asian market where American cars are due for a boost under Trump's trade regime. Under the trade deal reached by the two countries this month, the Trump administration agreed to cut the previously announced 46% tariff rate against Vietnam to 20%, securing in return 'preferential market access for U.S. goods, including large-engine cars.' American-made sport utility vehicles, 'which do so well in the United States, will be a wonderful addition to the various product lines within Vietnam,' Trump said. While the fine print of the agreement is yet to be finalized, vehicles in this category are expected to be granted a 0% import duty — a significant drop from the 70% rate they faced before. More than 340,000 passenger vehicles were sold in Vietnam last year — a 12.6% increase from the previous year — and part of that is the growing appetite for both bigger and foreign cars. Even so, Cheng doubts that American SUVs will be flying off dealership floors in a country where roads are congested with motorbikes, and the average monthly income is around $300. 'Vietnam's car market looks booming in headline numbers, but it is still tiny on a per-capita basis. Only about 9% of households own a car, and almost 90% rely primarily on two-wheelers [like motorcycles and mopeds],' he said. 'Within that small car-owning slice, shoppers gravitate to what fits narrow city streets, tight parking bays and family budgets: Thai-built Toyota Fortuners, Korean Hyundai Santa Fes, or hometown hero VinFast's mid-priced EV crossovers. U.S. nameplates are curiosities.' And other obstacles remain, such as a valued-added tax (VAT) or a 50%-to-60% special consumption tax applied to all bigger engines, so SUVs shipped from the U.S. are a poor sell. 'The Explorer or Tahoe that cost roughly US$82,000 on the showroom floor last spring may fall to the low-60s,' Cheng said. 'Cheaper, but still a luxury purchase in Vietnam's price-sensitive market.' *** In Japan, which has a well-developed car culture, there are other barriers. Despite Trump's charges of unfairness, Japan has in fact kept tariffs on American cars at zero since 1978 in contrast to the U.S.' 2.5%, and now, 25%. But several non-tariff trade barriers exist, such as different EV charging standards that effectively disadvantage American cars, or a requirement that all cars be equipped with an automatic emergency braking system. Experts say the deeper issue is that Japanese consumer tastes, which have long favored compact cars suited for denser urban environments, are poorly reflected in American automakers' bulkier product lines. 'Many people say that [American cars] don't fit in parking lots or 'are difficult to handle on narrow roads,'' said Felipe Munoz, an analyst at automotive research firm JATO Dynamics. 'American cars are often perceived as 'hobby cars' or 'cars for a niche audience.'' In order to register new vehicles, Japanese drivers are required to obtain verification that they have access to an adequate parking space from the police. But with spaces much smaller compared with those in the U.S., around 40% of the Japanese automobile market is held by the kei car, a type of minicar unique to the country that the Japanese government has also promoted with tax benefits. This, along with strong brand loyalty for domestic players, has led to foreign cars making up less than 10% of the Japanese auto market, with German manufacturers taking the lion's share of that slice. Last year, only 0.3% — or around 16,000 — of all car sales were from American brands, according to the Japan Automobile Importers Assn. Ultimately, the biggest source of U.S. automakers' woes in Japan, according to Takeshi Miyao, a Tokyo-based auto analyst, is failing to adapt to local consumers. While European automakers such as Mercedes, for example, have been proactive in making adjustments like offering their cars in right-hand drive — the standard in Japan — American competitors have historically been reluctant to do so. 'The infrastructure in Japan cannot be adjusted,' Miyao said. 'U.S. carmakers do not have the car variations suited to the Japanese market, and they haven't put much effort into marketing. On the other hand, German carmakers put in very hard work into the Japanese market. For example, Mercedes-Benz Japan was planning a car that would sell in the Japanese market in more than 15 years.' 'Even if all the non-tariff barriers to foreign automobiles in Japan were abolished, U.S. cars still wouldn't be popular,' he added. *** The situation is similarly dim in South Korea, despite the fact that there are fewer obstacles to American cars than in Japan. 'There aren't many trade barriers — tariff or non-tariff — left to speak of,' said Lee Hang-koo, a researcher at Korea Automotive Technology Institute. 'But U.S. automakers haven't put in much effort at all in terms of marketing or appealing to South Korean consumers. Instead they keep shifting the blame to unfair trade practices.' The Free Trade Agreement signed by former President George W. Bush in 2007, which went into effect five years later, has kept cars tariff-free for both sides since 2016. And subsequent renegotiations of that agreement have eased the majority of regulatory barriers that remained, such as rules for safety or emissions testing. Under the latest terms, renegotiated during Trump's first term, up to 50,000 American-made vehicles can be imported into South Korea without undergoing additional local safety testing. These rules have been applied liberally, with South Korean regulators approving American cars with red brake lights despite criticisms that they are confusing to local drivers accustomed to amber ones, and allowing certain Tesla models on the roads even though they do not meet local standards for emergency escape systems. But American automakers have struggled to make the most of this exemption. Last year, they sold just over 40,000 units in the country — about 15% of the overall foreign car market, according to data from the Korea Automobile Importers and Distributors Assn. And even then, more than half of those were Teslas. While American business representatives have complained about South Korea's broader emissions standards, which are stricter than those in the U.S., Lee points out these aren't easy concessions to make: A Constitutional Court ruling last year found South Korea's current climate targets were inadequate, meaning emissions standards will probably have even less wiggle room going forward. 'The problem is that with the exception of Tesla, American car companies keep trying to export gas guzzlers that South Koreans won't buy when they should be trying to sell more electric vehicles,' Lee said. For South Korean consumers sensitive about the country's high gas prices, fuel economy is oftentimes the biggest dealbreaker — even if they feel otherwise favorable toward American cars. 'American cars have a unique appeal, they have a clear design philosophy and rich history compared to South Korean cars, which feel a bit too bland for me,' said Hong Seung-ki, a 38-year-old musician living in Seoul. Hong drove a gun-metal gray Ford Mustang, which he loved, for years. Now, after a brief switch to a Hyundai, he rides a motorbike. 'I'd only buy another American car if I were rich. Right now, I don't think I could afford to have one as a daily driver,' he said. 'Compared to domestic cars in a similar price range, they just don't have as many features and there's just too big of a cost differential when it comes to general maintenance like aftermarket service.' As in Japan, there is the strong impression that American car companies — even those with a production base in the country — have come to see the South Korean market as an afterthought. Despite demands from their local labor union to shore up their thinning service center network and target the local market more aggressively by shifting EV production to their two South Korea plants, GM Korea exports nearly over 90% of the Chevy Trax and Trailblazer it produces here overseas, with most going to U.S. consumers. To many, it's a signal that American car companies have largely thrown in the towel. *** Still, there is a smattering of success stories that may offer hints as to how American automakers, losing the fuel economy battle to domestic competitors and the prestige market to European ones, might survive in Asia. In Japan, it has been the surging popularity of Jeep, which has been praised for adapting to local specifications with right-hand drive options and size adjustments. In Vietnam, it is the Ford Ranger, which has dominated the pickup segment and, despite being built in Thailand, is a testament that American designs can still land with the right niche. In South Korea, the Ford Taurus found some modest success following the government's promotional push in the early 2000s. But Lee would point to another defining import of that era: the PT Cruiser, Chrysler's much-mocked oddity that unexpectedly won a cult following in the country. 'It was a strange-looking car with a roly-poly exterior, but it had a lot of space inside and there was nothing in South Korea that could compete with it in its segment,' he said. 'Somehow, it just worked.'
Time Business News
9 hours ago
- Time Business News
The Risk We Normalize: How Everyday Distraction Drives Crashes, Costs and Claims
Distracted driving has become so widespread across American roads that it no longer registers as shocking behavior, it's simply routine. Yet behind this normalization lies a troubling trend. A new study from Gruber Law reveals just how entrenched distraction has become, and how insurers, policymakers, and personal injury attorneys are now racing to mitigate its far-reaching impact. According to recent national data, 3,308 people died as a result of distracted driving in 2022. This is more than a tragic uptick, it marks a 20 percent increase since 2020, a steep climb that parallels skyrocketing phone use and screen interactions behind the wheel. Cambridge Mobile Telemetrics reports that phone motion has jumped 21 percent and screen time by 23 percent. These subtle habits have led to 420,000 additional crashes and over $10 billion in economic damages. The financial toll is staggering, but the human cost is harder to quantify. Every 10 percent rise in distracted driving contributes to 420 preventable deaths and an additional $4 billion in losses. Even one moment of distraction, whether prompted by a text or touch-screen map, can irreversibly alter lives. And as this behavior becomes more normalized, public perception begins to soften in dangerous ways. State-by-state data underscores the reach of this issue. Phone interaction now occurs on 58 percent of trips nationwide. Florida, Texas, California, and Georgia top the list of states with the highest distracted driving rates, with similar rankings appearing in pedestrian and cyclist fatalities. In 2021, pedestrian deaths hit a four-decade high with 7,485 lives lost, many due to distraction-induced collisions. While distracted driving affects all demographics, younger motorists appear most vulnerable. Drivers aged 16 to 24 are more likely to use handheld devices, with teen drivers showing the highest distraction rates in fatal crashes. Nearly four in ten high school students admit to texting or emailing behind the wheel within a 30-day period. Female drivers are also statistically more likely to use handheld phones, contributing to a growing segment of distraction-related incidents. The issue intensifies during holidays. Thanksgiving and Christmas have proven to be peak times for phone use while driving. Weekday commutes also reveal higher rates of phone motion, often accompanied by multitasking routines like music control, grooming, or reaching for objects. Researchers compiled the ten most frequent distractions observed in recent collisions: Texting and emailing Phone calls Social media usage GPS interaction Eating or drinking Talking with passengers Adjusting audio settings Personal grooming Reaching for items Daydreaming or zoning out While the behaviors vary, the consequences often look the same: crashes, injuries, lawsuits, and insurance hikes. Legal responses have gained traction, with hands-free legislation showing measurable results. States with active laws saw phone motion drop by 13 percent within months of enactment. Michigan, for example, experienced a 12.8 percent reduction in distraction-related crashes following its 2023 policy change. By early 2025, 30 states are expected to have handheld bans in place. Still, enforcement and public education remain inconsistent. A CMT survey revealed that 40 percent of drivers in states with bans either misunderstood or weren't aware of their own laws. In states without bans, over half of respondents mistakenly believed such laws were in effect. This disconnect presents a challenge for lawmakers and advocates hoping to build broader awareness. Insurers are also adapting. Telematics technology allows providers to reward focused driving and penalize high-risk behavior. Early data shows a 25 percent reduction in distraction among drivers who opt in to usage-based insurance models. But distracted driving convictions remain costly, often leading to premium hikes or policy cancellation. Several organizations have stepped in to educate the public. The Kiefer Foundation, and regional competitions like Boston's Safest Driver offer community-based solutions to combat distraction. These campaigns aim to reframe driving habits, pushing back against the normalization of screen time behind the wheel. The study from Gruber Law sheds light on a growing legal frontier. As personal injury claims tied to distracted driving increase, attorneys are helping victims navigate an increasingly complex landscape. Insurance carriers, state legislatures, and advocacy groups are all responding, but whether those efforts will curb the cultural acceptance of distraction remains uncertain. What is clear is this: driving habits in the digital age must evolve. The cost of staying connected while on the road is now measured in lives, claims, and rising premiums. And unless focus is restored, distracted driving will remain one of the most overlooked safety crises of the modern era. TIME BUSINESS NEWS
Newsweek
14 hours ago
- Newsweek
Dale Jr. Sounds Alarm on Daniel Suárez's NASCAR Future After Team Departure
Based on facts, either observed and verified firsthand by the reporter, or reported and verified from knowledgeable sources. Dale Earnhardt Jr. has raised serious concerns about Daniel Suárez's NASCAR future after Trackhouse Racing announced a split after the 2025 Cup Series season. Suárez has secured two Cup Series victories since he joined Trackhouse in 2021. However, the driver and team decided to part ways mutually. A recent statement by Trackhouse owner Justin Marks suggested that Trackhouse and Suárez got to a point where they felt they had to end their professional association. He said: "Look, Daniel's been a huge part of this company for four and a half years now and when we sat down and mapped out our three-year and our five-year plan and the sponsorships and everything that we're trying to accomplish over the next five years of the company, we just got to a point where we felt like that relationship had beared a lot of fruit for us, but it just was time to move on. "So, as we grow and as the team grows, obviously, we have to identify different opportunities. Look, Daniel has been a huge part of this company and a great friend of mine. We met last night, me and him in the hotel for an hour down in the lobby and we talked about our time together, everything that we've accomplished together and him and I are in a really good place." Daniel Suarez, driver of the #99 Freeway Insurance Chevrolet, looks on during practice for the NASCAR Cup Series Toyota/Save Mart 350 at Sonoma Raceway on July 12, 2025 in Sonoma, California. Daniel Suarez, driver of the #99 Freeway Insurance Chevrolet, looks on during practice for the NASCAR Cup Series Toyota/Save Mart 350 at Sonoma Raceway on July 12, 2025 in Sonoma, also admitted that he will help Suárez find the next opportunity. He added: "It's just this isn't a sport where you do the same thing forever and as we grow, we just felt like it was time to wrap up that relationship and work to try to help him to find the next opportunity, but continue to grow as a company [is] what we're trying to accomplish." However, Dale Jr. has spoken about the opportunities available for Suárez in the NASCAR Cup Series, revealing a grim picture for the Mexican-American driver. He said on the Dale Jr. Download podcast: "I don't know, really like what opportunities he's got, right? To stay in Cup. "What openings are there? Where would he go that would be like a, 'Hell yeah! This is just as good.' A lateral move at least, right? There's nowhere he's going to go. There's nothing, right? "He may be hopeful, and look, I could be wrong, and something could open up, and somebody might go, 'Yeah, man. We'll take this.'" Do Suárez and Marks know about a potential opportunity that Dale Jr. is unaware of? There is a possibility, but only time will tell of his next move.
