As a kid growing up in Milwaukee, Wisconsin, I was captivated by anything with wheels. I came of age during the 1950’s Elvis era, then the 1960’s “American Graffiti” period. I was mesmerized by the sight of the 132 louvers (yes, I counted them) in the hood of my older brother’s 1957 metal flake gold, 2-door Pontiac Catalina, complete with black and white Naugahyde interior—dice and all.

At age 9, I rode in the shotgun seat of a gold–on–gold 1963 Chevy Impala 425hp/409 4-speed with the 4:10’s. I vividly recall the smell of the burning rubber, the purr of the engine, and that fabulous reverb radio. During that glorious time, I reveled in slot car racing, plastic car model contests, and custom bicycle building complete with banana seats, wild paint jobs, and baseball cards rumbling against the spokes.

The Vietnam War signaled the dawn of a period of social unrest. Great music from the Doors, Byrds, and Hollies. Great cars like the Hemi Charger and 427/435 HP Corvettes. Great motorcycles like the Triumph 650 Bonneville, 750 Norton, Harley police trikes, Hondas such as the 50/90/160/305’s, and of course, the Honda Black Bomber 450 Twin.

As I grew up, my passion for cars and motorcycles only intensified. I restored a few Mercedes 190 SLs. I tried, unsuccessfully, to install a V-6 Buick engine in my 1959 VW. In 1987 I stuffed a very rare 540 cubic inch tall deck bow tie roller cam beast into my 1970 Chevelle—650 ft-lbs of torque!

There was that wide-body 1967 Corvette that Tom and I bought in Ash Flat, Arkansas. I removed the 427/400HP Tri-Power motor in favor of a high compression 496 with an 850 Holley double pumper and Doug Nash 5 speed. I had a “mishap” with that car when an underinflated front Goodyear Gatorback broke bead. The owner at the restoration shop was horrified that I had destroyed a perfectly nice 427/400 Tri-Power Convertible that still displayed the original gas tank sticker. He suggested I check out open lapping days at Road America. I owned a 1986 BMW M6 with excellent suspension, so I signed up with our local BMW club to drive Road America. At first I only “scratched this itch” once a year on a long weekend, but as time passed I became obsessed with each next build and track event. The problems in my life—trust me, there were many–seemed to fade away on those days at the race track. Today my greatest joy in life centers on club races and track events. I have lost count of the cars and cycles I have had the pleasure to own and drive. I think often about those I gave away—and would like to get back. Like that 1967 red/black, Shelby GT500. It had a 4-speed and a dealer-installed 427 side oiler with mid-rise dual quads. The buyer restored it from the ground up and still owns it. Maybe I’ll get it back someday.

Then there was that one-owner, Lucerne Blue 1970 Pontiac Trans Am Ram Air III, that sported a 4-speed and 26,000 original miles and paint that Tom found for me. I had that one for 20 years. I put in a Jim Butler 468 HO and then, thinking better of it, switched back to the original engine.

In 1995, I purchased a 1994 Red/Red Lingenfelter ZR1 that won the Road and Track zero to 150 mph to zero shootout. This car also featured one of my most notable mistakes. With the car sold but not yet delivered, I persuaded myself to enjoy just one more track day at Road America. As luck would have it, that 5 foot long overhead cam timing chain flew off the engine just before entering turn 1 at about 155 mph. That was a painful $40,000 lesson.

The Red Witch was a 1967 Red/Black Pro Touring Camaro, the first by Mark Stelow, the father of Pro Touring. He built the car to run the One Lap of America (a DNF). It was the Hot Rod Magazine Car of the Year in 1996 and offered a testbed of new tuner parts. An aluminum 532 CI with Trick Flow aluminum heads, fuel injection, ZF 6 speed, and ZR-1 rubber and rims, just to name a few. That car was nothing less than a work of art. I know this because I would often simply sit and stare at it.

Of course, there were also the motorcycles. Two, in particular, were game-changers for me. The first was a 1967 Honda CL77 Silver/Black 305 scrambler I bought in 1969. The second was a 1976 Honda Goldwing, which I owned until 1984 when I took a hiatus from all motorcycles. I had 40,000 miles of pure pleasure cruising around the country on that bike. I even put on off-road tires one Wisconsin winter, so I could drive it during the Iran hostage gas crisis of 1979-80.

The 1960s was a great time to grow up. Great music, great times, great friends, and great cars. I devoured every issue of Hot Rod Magazine, immersing myself in the specifications, and color options. I would dream about the day I could actually drive one of those unbelievable cars.

What amazed me the most was the speed of change every model year. The mechanical fuel injection on the 1963 fuelie split-window coupe, the front disk brakes on the GTO, the posi rear ends on the LS-6 Chevelle’s, and the increased horsepower on—well, on everything. Some day, I told myself, I would drive the fastest, most technologically advanced, and most beautiful cars in the world.

One of my great formative experiences was pumping gas at Helwig’s Service Station. In those days, someone actually would pump your gas, wash your windows, check your oil and take your cash—all while you sat in the comfort of your own car. What a terrific place to work for an impressionable kid from Milwaukee, in the era of Happy Days and Laverne and Shirley. Pumping gas, I would eyeball those GTO’s, 7 Liter Fords, 409’s, Chevelle’s, Caddy coupes, 1963-5 Riviera’s some with duel quads, and the Harley’s that rumbled on the local streets. I spent time talking, listening, serving, and learning—most of all, learning. Learning everything I could about what those cars had to offer.

There were so many cars to learn about. There was a friend’s 1962 Red Corvair four-door. We rode with the windows open due to an exhaust leak that spewed carbon monoxide into the heater. There was the 1964 Pontiac baby blue two-door post 326 V-8 Tempest with a 4 speed. Did that sound good! And how about my folks’ 1969 Pontiac Green Firebird 400 with the Turbo hydro 400. I wish I had that car today. There was the metal flake green VW powered dune buggy that my uncle Andy owned—perfect for those cold Wisconsin winter nights. Last but not least, there was my 1973 Firebird Formula 350 Ram Air. That car was my gateway to the world of handling. To this day I don’t know how the Pontiac engineers created a car that handled like that one on such a primitive chassis.

With 20 years of comprehensive experience navigating the automotive dealership industry, Andrew “Marv” Marvan brings a blend of operational mastery and strategic vision to his role as Director of Operations and Brand. Armed with a degree in Marketing, Marv’s approach to the business is uniquely driven by a deep fascination with advertising mechanics and the subtle, persuasive power of color psychology.

Having learned the “ins and outs” of daily dealership operations from the ground up over the last decade and a half, Marv provides a strong, reliable foundation for his team. “Combining operational knowledge with the psychology of how people perceive and connect with our brand has only pushed me to be more creative and impactful,” he notes.

He views the fast-paced world of automotive dealer marketing as a dynamic landscape where taking calculated, educated chances is essential for growth. “You’ve got to continually view a project from a higher perspective,” Marv explains. “It’s about testing innovative concepts that you know will work based on experience and consumer psychology, while always having a strategic backup plan in place.”

By relying on the diverse strengths of the team around him, envisioning a cohesive future for the business, and building lasting customer connections, Marv continually pushes the limits of what a modern dealership’s brand and operations can achieve.

Bio Coming Soon

Joe Bogenschild entered the collector car space just as the market began its shift toward global connectivity and digital transparency. Now, with over eight years of experience navigating the nuances of the industry, Joe brings a modern eye to his role as Inventory Manager.

"The market has become incredibly precise; with so much data available to buyers, sourcing the highest quality inventory requires a lot more diligence than it used to," Joe notes. He focuses on a data-driven approach to inventory management, having entered the field free from the constraints of outdated dealership tactics. "I think it’s an advantage that I came into this during the digital age. I didn't have to unlearn the 'old school' ways of buying and selling; I started with global sourcing and real-time market analytics as my baseline."

As our Vehicle Reconditioning Specialist, Robert Snider is the last line of defense in ensuring our inventory meets the highest standards. Drawing on years of dedicated experience in body work and restoration, Robert possesses the technical skills required to identify and correct imperfections that others might overlook.

Robert views reconditioning as a vital step in preserving a vehicle's value. “There is a big difference between detailing a car and reconditioning it. My experience in body work taught me how to manipulate paint and materials to actually fix issues rather than just covering them up. I take pride in making sure the car looks as good under the lights as it does in the photos."