Tip:
Highlight text to annotate it
X
LARRY KOSILLA: I love bringing something back that was once
really, really nice and sort of faded over time.
It's maybe a bit of OCD or--
I don't know what it is.
But I love the idea of cleaning something or
vacuuming something.
It's an instant gratification.
You see it beforehand and it's beat up or bad or whatever.
And then you do this process.
And at the end, you have a gem.
And it's nice to have that instant gratification within a
day or two.
And that's what I'm all about--
cleaning a car up and bringing it back and
making it look beautiful.
I think it is cool.
But go out and get them dirty again.
Drive them and experience that philosophy.
The heart and soul of the Porsche is actually driving.
And that's where my passion lies.
[MUSIC PLAYING]
All right.
We're driving up north in Connecticut to find or to look
at a car that was found in a barn.
And pretty much all I know is that it's a
Porsche and it's a 912.
And it hasn't been driven in 20 plus years or so.
He said the condition is OK.
What that means is the owner probably doesn't really know
what he has just yet.
He knows it's a Porsche.
He knows it's a 912.
But there's so much gunk on it, I would imagine, that my
goal today is remove everything, strip it off as
much as possible.
And what we say is make the car naked so you can actually
see what's going on in the car.
And then he can assess hey, am I a winner?
Did I lose on this car?
Can it be restored?
Can I drive it?
All those sort of things-- so the process today is to assess
it, make sure it's safe for me to touch it and I'm not doing
damage to it, like these little tricks I was talking
about with the steam and the measuring and whatever, and
then get into a condition where we can then decide what
he wants to do in the future.
Am I going to totally restore it?
Am I not?
Things like that-- so that's what today's project's going
to be all about.
What's up, buddy?
ROGER GARBOW: Dude, how are you doing, man?
LARRY KOSILLA: Good to see you.
Long time no see.
ROGER GARBOW: You too.
Come on.
Check this sucker out.
LARRY KOSILLA: I'm excited.
ROGER GARBOW: All right.
LARRY KOSILLA: So it's in here?
ROGER GARBOW: Yeah.
Is that cool or what?
LARRY KOSILLA: Yeah.
It's really-- is it open?
ROGER GARBOW: Yeah, it's supposed to be.
You wanna do it?
LARRY KOSILLA: Yeah.
Here.
Wow.
ROGER GARBOW: Wow.
Man.
LARRY KOSILLA: This thing's wild.
Look at it.
It's got hair all over its-- or fur.
It's like there was a cat sleeping on it.
The first thing I'm looking at is actually the seals.
Look at these seals.
Those things are shot.
ROGER GARBOW: Wow.
Well, it is--
it's been sitting for over 20 years.
LARRY KOSILLA: Was it sitting in mud or something?
ROGER GARBOW: No, it was just in a garage in a house.
And it's just been-- it actually had blankets on it.
So it's just since the blankets came off that their
cat went on it.
But there's no mice damage, apparently, which is cool.
LARRY KOSILLA: This cat exploded on this.
Look at all this fur.
It's crazy.
ROGER GARBOW: That's what happens to cats in certain
environments.
LARRY KOSILLA: Can we open it?
ROGER GARBOW: Yeah.
Why not?
LARRY KOSILLA: This is kind of a big deal right here.
Oh, see it?
A little sticky.
ROGER GARBOW: Yeah.
LARRY KOSILLA: Oh, wow.
Yeah.
These are toast.
ROGER GARBOW: But still, look at how good that interior is.
LARRY KOSILLA: Wow.
ROGER GARBOW: It's in great shape.
LARRY KOSILLA: Yeah, it is actually pretty good.
There's definitely something living in here, though.
Look at all this fur.
ROGER GARBOW: Yeah.
But you know what?
This is a really nicely optioned car.
LARRY KOSILLA: No.
This is stuff that you can clean and it's
going to come out.
And look at this steering wheel.
ROGER GARBOW: You know what?
That's an option.
That's the wood wheel.
That's worth a ton of money.
LARRY KOSILLA: Wow.
ROGER GARBOW: And it's got the five gauges.
This is a really nice--
look.
Blaupunkt radio.
LARRY KOSILLA: Oh, yeah.
Look at that.
ROGER GARBOW: This is a nice unit.
LARRY KOSILLA: Yeah.
All right.
Let's roll it outside and get it in the light
and see what we have.
Does it have the Porsche door closed here?
[DOOR SLAMS]
ROGER GARBOW: Oh, listen to that.
Isn't that amazing?
After all these years--
LARRY KOSILLA: Look at this.
ROGER GARBOW: --it still sounds good.
LARRY KOSILLA: Look at all this fur.
ROGER GARBOW: Wow, this is cool.
LARRY KOSILLA: All right.
Well, I'm going to go out on a limb here and say that's not
actually running.
ROGER GARBOW: Supposedly, it runs, but I don't think we
should start anything--
better off pushing it.
LARRY KOSILLA: I'm good with that.
ROGER GARBOW: Yes.
LARRY KOSILLA: Oh, hear it?
ROGER GARBOW: Oh, yeah.
You're dragging.
LARRY KOSILLA: Oh, wow.
That's a nice green.
ROGER GARBOW: It's really cool.
Yeah this is called Irish green, actually.
It was not the most popular color, but about, I think, 14%
ended up in this color.
This was produced in '65, but it was late '65, so it was a
'66 model year car, which they actually split up the
production in '65 between the two years.
LARRY KOSILLA: So what is it the--
ROGER GARBOW: That's the last year it was
registered, which is--
1990?
Yeah.
LARRY KOSILLA: No, but why is it a '66, though?
ROGER GARBOW: Because it was a '66--
it's considered a '66 production year.
What happened was they produced--
halfway through the 1965 model run of production, they
switched over from '65 to '66 in terms of what the cars were
considered.
So if you have a number under a certain point, it's
considered a '65.
If it's over certain point, even though it was produced in
the exact same year--
LARRY KOSILLA: Really?
ROGER GARBOW: It's weird.
It's the way they did it.
LARRY KOSILLA: That is weird.
But that's cool.
That's authentic.
ROGER GARBOW: Yeah.
So this is late '65 production for a '66.
LARRY KOSILLA: Can you pull-- while I'm pulling this
can you lift that?
ROGER GARBOW: Yeah, absolutely.
LARRY KOSILLA: I'm guessing the spring is not--
ROGER GARBOW: Yeah, that's not staying up on its own.
But--
LARRY KOSILLA: Yeah.
ROGER GARBOW: Wow.
LARRY KOSILLA: The big thing is looking at that number.
ROGER GARBOW: Yeah, there's the engine number.
LARRY KOSILLA: 7, 4-- well, yeah.
It's all there.
Wow, look at the spider webs.
ROGER GARBOW: It's cool.
LARRY KOSILLA: That is cool.
I think we're the first person to open this in a long time.
ROGER GARBOW: Yeah.
Look at that.
LARRY KOSILLA: Wow.
Cool.
ROGER GARBOW: Yeah.
LARRY KOSILLA: All right.
Well, let's measure this paint.
The Porsche 912 was manufactured for four years,
between 1965 and 1969.
It had an efficient flat four cylinder engine and a low
weight of 2,100 pounds, along with new aerodynamic upgrades,
getting it close to 30 miles per gallon.
With its new styling and attractive price, Porsche sold
nearly 30,000 912s.
But by 1969, Porsche turned its focus on building the 914,
thus ending the 912's production, but certainly not
its place in Porsche history.
All right, Roger.
What we're going to do is I'd like to tape that.
ROGER GARBOW: Cool.
LARRY KOSILLA: We're going to take some tape.
We're going to tape up the areas like this.
This has got a huge hole in it.
ROGER GARBOW: OK.
LARRY KOSILLA: Now, it's not really going to prevent a
whole lot of water or moisture or anything.
But it just gives me a heads up, like all right, be
conscious of this area.
ROGER GARBOW: Got it.
LARRY KOSILLA: Don't--
I get so engrossed in the car sometimes, you're focused on
one thing, and as you come across, you might take a
little bit off.
So there's some rust I see over there.
If you take a little bit of tape and just map out that
area to give us a heads up.
ROGER GARBOW: Absolutely.
LARRY KOSILLA: It's my first little--
I'm still feeling this car out, so to speak.
ROGER GARBOW: Check out these tires, Larry.
Back then, you didn't have a tire rack.
You didn't have all these places where
you could get tires.
So Sears was a real big retailer for Michelin and for
some of the other brands.
And that's where you went.
And look at this.
Isn't this cool?
Little Porsche feature.
LARRY KOSILLA: Wow.
ROGER GARBOW: Yep.
LARRY KOSILLA: I can't believe it's all intact.
ROGER GARBOW: Yeah.
It's amazing.
LARRY KOSILLA: All right.
Rog, check this out.
I'm going to measure the paint is my next little step here.
So it's 3.53.
ROGER GARBOW: OK.
So are you actually looking for when you do that, Larry?
LARRY KOSILLA: I'm looking for a certain amount, or a depth,
that's going to allow me-- so this is all consistent--
that's going to allow me to have enough paint so I can
restore it, because if there's nothing there, I can't.
ROGER GARBOW: Sure.
LARRY KOSILLA: So a lot of times, I'll show up somewhere
and I'll do one of these or something rarer.
And I'll say to the customer, I can't do it.
There's just not enough.
ROGER GARBOW: What's the minimum that you want when
you're doing that?
LARRY KOSILLA: Well, it's really about how much you want
to take off, which is usually about 0.2 mils, 0.3 mils,
depending on how bad the car is.
But when I measure it, I'm not really flying
blind at this point.
So if I just approach the car and I didn't have any crazy
machines, I'd have no idea how much paint is here.
ROGER GARBOW: Sure.
LARRY KOSILLA: So I can put a machine on there, blow right
through the paint, you're done.
It helps me.
So the big thing is right now, I'm seeing there's about three
and a half to four, 3.6, which is kind of low but
understandable on this.
And the big thing is what it's measuring is everything going
to the metal.
So what I have to do is deduce how much is there.
Clearly, this isn't--
there's no clear coat on this car.
It's a '65.
ROGER GARBOW: Right.
LARRY KOSILLA: But I've got to see how much paint is there.
And the way that you check--
it's a rough way to do it, but a way to get a number in your
head is I go to the door seams.
And you put it on there.
So we went from four to three.
So inside here has got three mils.
It's even less as you go down.
This is at almost two.
So if this has four and this has two, the difference
between the two of them is obviously two mils.
So I know in my mind, OK, I have something
there to work with.
Now, an example--
if I was going around and consistently, this was one and
a half, one and a half, one and a half, all around the
car-- which I would go, whoa, there's nothing there-- and I
went in here and this said one and a half, I'd know that
there's not anything for me to repair.
ROGER GARBOW: Right.
Sure.
LARRY KOSILLA: So I would go to the customer and say, hey,
the car is going to look as good as it can look right now.
Well, maybe, the tiniest light polish, wax it, seal it, it's
good to go.
So that's a good way of making sure that the car is what it
is or represented.
If the guy said it was hit, you can verify.
Great.
If the guy said, hey, this car's brand new.
I have had it since the day I got it out and it's never been
hit, and then you do it, then you have to be a little bit of
a detective and figure out what's going on there.
ROGER GARBOW: Cool.
LARRY KOSILLA: All right, Roger.
The next step is I'm going to use a steamer on the outside
of the car.
Now, I know we've talked about this before.
I just never, ever, ever use a steamer on the outside of the
car for a normal car.
But because this one is so unique and all the seams are--
if I put a water on it, it's going to go right through the
car and I'll spend more time removing the water from the
inside of the car that the out-- you see what I'm saying?
ROGER GARBOW: Yeah.
LARRY KOSILLA: So I'll use a steamer, get
these little areas.
And I don't know if you ever played with steam before, but
[INAUDIBLE]
full blast.
Look at my hand.
So it doesn't really get hot until right here.
So if you hold it out, you get this moisture.
ROGER GARBOW: Very cool.
LARRY KOSILLA: It takes forever to do this.
ROGER GARBOW: Wow.
LARRY KOSILLA: But I'm blowing off a lot of the dirt.
And I'm not introducing a lot of water.
It takes forever, but see how it's a little bit wet?
And I'm just going to scoop all this gunk up.
Again, I would normally just wash the car.
But I just can't.
It would just take me forever.
ROGER GARBOW: Yeah.
LARRY KOSILLA: The problem is now, I'm going to go through
tons and tons of microfiber towel.
So this obviously is a very special, unique situation.
So I'm just going to keep working my way down.
And you can see, it's getting cleaner.
This is just to pick up--
ROGER GARBOW: Right-- the heavy, dirty stuff.
LARRY KOSILLA: That was one swipe.
So nobody washes their car and has that much, unless you're
mud bogging or whatever.
So I'm just to keep going through and
blow out these seams.
And it just takes a long process.
So it's a bit of patience with a car like this.
[MUSIC PLAYING]
ROGER GARBOW: So Larry, you mentioned this is not
something that you would normally do.
How often do you end up having to steam clean a car?
LARRY KOSILLA: Well, that's a good question.
I steam clean a lot of cars, but the interior or the wheels
or the engine, the actual engine compartment.
Never, ever, ever do the outside unless it is in a
condition where it's basically a barn find, which is very
rare, of course, or for some reason, just caked on mud,
because it takes forever to do this.
It's not super safe for the paint, meaning I am installing
some scratches here.
But the paint is so bad that I'm about to go restore it.
So it doesn't really matter at that point.
ROGER GARBOW: Sure
LARRY KOSILLA: The big thing here is that
the seals are shot.
So I have to decide in my mind hey, is it worth me washing it
down and then cleaning out all the water and finding and
getting my fingers and towels into all these little spots,
or doing it this way, which is a little bit painful to do it?
So to answer your question on a normal car, on
an every day-- no.
ROGER GARBOW: Never.
LARRY KOSILLA: This is perfect for engines, perfect for
wheels, and perfect for interior, but never, ever,
ever on the outside, because if the paint is in halfway
decent condition, you are going to scratch it.
It's just not enough moisture, I think.
But it's good to blow out these little areas.
I love this machine, just not for the outside.
[MUSIC PLAYING]
ROGER GARBOW: All right.
So you're using water now.
ROGER GARBOW: Yeah.
As a matter of fact, we are.
Because it's not part of the paint, so to speak, and
there's really no seals or anything down here, the
water's hitting the ground and running off.
And any time you have the opportunity to use water, you
should use it, because it's tons of lubrication, and it
actually carries away a lot of dirt.
So I'm not going to use the steamer.
A lot of times, I'll use it on [INAUDIBLE]
wheels or something that they're really intricate I
can't get any tools back there.
I'll use the blowing action of the steam to
clean out those areas.
But this is as straightforward as you possibly can get.
So I'm just going to put a little cleaner on the actual
tires, which are unbelievable-- that they're
still inflated.
ROGER GARBOW: Amazing.
I was thinking the dirt was holding in
here, but maybe not.
LARRY KOSILLA: I'll let that sit a minute.
I'll take one of my--
ROGER GARBOW: I love the smell of that stuff.
LARRY KOSILLA: Yeah, it's good.
I'll take one of my little brushes and just get behind
the rim as I'm letting the cleaners-- you can see, it's
starting to turn purple here.
It's really eating away all the iron deposit build up from
years and years.
See all the gunk coming out right now?
ROGER GARBOW: So do you always water and wet them down first
before you put the spray cleaner in?
LARRY KOSILLA: Yeah, absolutely.
Get them-- you want to take the majority of the dirt off.
If you think about it, the cleaners and the
products are tools.
And you want to give them the best fighting chance.
ROGER GARBOW: Sure.
LARRY KOSILLA: If there's tons of dirt on that spot, they're
going to be fighting that dirt.
Why do that?
Get as much junk off and then put it on there.
Let it fight the next layer of dirt, if that makes sense.
ROGER GARBOW: Sure.
LARRY KOSILLA: A lot of times, people with soapy buckets,
they go to go clean their cars and wash all that stuff, but
they forget that there's junk on the bottom of the bucket.
So they'll put the soap in there, and then it'll get
sudsy, but not as sudsy as it was before.
And they'll say, I understand.
Why is there no suds?
Well, I say, was there junk on the bottom of you--
oh yeah, there was.
That soap is actually attacking the dirt that's in
the bottom of the bucket, not in the car or on the--
see what I'm saying?
So same idea-- see how it's all purple now?
ROGER GARBOW: Yeah, that's cool.
LARRY KOSILLA: Yeah, it is nice.
So that's my reason behind--
ROGER GARBOW: That's how you know it's ready?
LARRY KOSILLA: Yeah, that's how I know it's ready.
ROGER GARBOW: That's cool.
LARRY KOSILLA: Yeah, but that's my reason for rinsing
everything down first.
ROGER GARBOW: So do you ever use a pressure washer?
Or is that too much?
LARRY KOSILLA: You can.
You can on wheels.
You can on paint, as well.
But you know how I specialize in the older cars?
So I don't use it a whole lot, like this one, clearly--
use a pressure washer.
The whole car will turn into dust.
But yeah.
You totally can, especially on trucks or Jeeps or guys that
do a lot of mud driving and all that kind of thing.
But I don't really use them all that often, just because
my part of the business is these rare cars, where you'll
accidentally blow things off.
So we'll take my little brush here.
ROGER GARBOW: That's a killer brush.
LARRY KOSILLA: Yeah, this thing's nice.
These are made in Germany.
ROGER GARBOW: Kind of like this.
LARRY KOSILLA: Perfect.
ROGER GARBOW: It says right in the owner's manual, only use
German brushes.
LARRY KOSILLA: Yeah.
So I'm just going to get in there a little bit more.
And then we're going to rinse it down right now.
So now, instead of the dirt and rust, we just
are left with rust.
But we'll get in there.
We'll try it off.
And then I'll come back and play a little bit more.
So now I can kind of-- the whole purpose of doing this is
to see what we have.
ROGER GARBOW: Sure.
LARRY KOSILLA: Because when there's that much junk on the
car, it's like wearing all your clothes and
going to the doctor's.
You've got to strip down to see what's going on inside
before you--
this is what we're doing here.
So this one looks halfway decent.
We'll move onto the next wheel and keep the process going.
ROGER GARBOW: That's great.
[MUSIC PLAYING]
LARRY KOSILLA: All right.
So the next step is you take a little bit of clay.
We're going to clay everything down on the car
before we polish it.
A few squirts on the clay bar and the section you're working
with motions back and forth--
it actually works on friction, not pressure, which is
something that people confuse.
I'm barely--
it'll just fall.
I'm barely touching it.
But it's the friction.
So do that--
little boogers come out.
Wipe her down, and we'll just do the rest of the car.
This will help save my pads when I'm using the machine to
wheel this car and do what I've got to do.
When it gets all gunked up like this, instead of getting
it in the clay bar, it'll go into the pad and make my pads
get dirty much faster.
And it doesn't get a really great shine out of it.
So this is your quick little step.
It takes no time.
And if you drop it and hits the ground,
it's basically garbage.
All the little particles on the ground will
get jammed in here.
And then if you go back up and do it, essentially, you have
sandpaper at that point.
So any time it hits the ground, throw it away.
[MUSIC PLAYING]
LARRY KOSILLA: All right.
So I've just completed this little section.
And now, I'm going to start on this section here.
As you can see, there's a pretty big difference.
But what I first spent probably an hour doing is
figuring out what it's going to take to remove all the junk
out of this paint, meaning
basically giving it a facelift.
And the way I start out is least aggressive and go to the
most aggressive, where the limit is that is getting me
this is beautiful complexion, if you will.
So what I started off with is a
regular, dual action polisher.
I went to the three inch [INAUDIBLE] garage.
And it took a while, but it finally got me to the
position like this.
It looks fantastic.
It just took forever.
So I said, all right, if I bump up to the regular, the
six inch dual action--
and then it was working a little bit faster, a little
bit faster.
And I said, OK, it's still safe.
And I said, let's go up a little bit more.
And so now, I'm using the [INAUDIBLE], which is a dual
action, and it has a larger throw.
It has a 21 millimeter throw.
What that means is the dual action is spinning.
While it's spinning, it is doing circles inside the spin.
That's a regular dual action.
So I was doing on the paint.
And it was coming out just a little bit slow.
But if the paint was really thin, it would work out
perfect, if that makes sense.
So I said, let's bump it up so we can grab a
little bit more speed.
So now, I have a machine that's spinning, doing
circles, but it's also throwing now.
So it's a huge throw.
So as this machine goes, it's going to move.
And as it covers more real estate, it builds up a little
bit of friction and will cut the paint a little bit faster.
So those are the steps that I took to get to this position.
And now, I have my formula.
So I've done all the math and said, OK, this is what it
takes to get the paint in this condition.
And now I'm just executing my formula.
So here we go.
On the door, I've put a little bit of what I call leveling
fluid on there.
We're going to take one squirt--
spray wax.
And then I'll pat, put it on, two or three.
Get it around like this-- it just minimizes the splatter.
I'll spread it in with two.
It's kind of slow.
You hear the machine is barely moving.
Right now, I'm just quickly massaging
it in to avoid splatter.
You notice I don't have to tape everywhere all over the
car, just because if you work it this way, you don't just
sling things everywhere.
Then I'll bump up to five or six, put it on the paint, and
go to town.
So what I want to work is a two by two area.
See how this is two by two?
You don't want to do any more than that, because your
products will dry out.
See how that has some gouges right here?
You want to make sure to be careful not to put a lot of
weight on your machine, because you'll
open up those gouges.
See, it's starting to come--
one of the big mistakes is people don't work the product
long enough.
So what will happen is the product will start out this
big-- a big product.
And it's working on the paint.
And then it breaks apart, breaking into finer pieces.
And then it starts to get this--
see how it's starting to get shiny now?
But if you don't work the product until it breaks down,
it'll stay this big and actually make more scratches
in the paint.
And that's a lot of emails I get.
How come I can't level the paint?
It's because you didn't work the product long enough.
There you go.
Clearly, it's single stage paint because
we have paint transfer.
If I had had clear coat on it, you wouldn't see this.
It would be a white pad.
So we'll take our microfiber towel.
And look at that.
See how it pops again?
Our plan is to just level all the scratches and all the
oxidation in the 20, 30 years it's been sitting underneath a
cover and all kinds of animals in it and whatever.
So that is the first step--
leveling the paint.
When working on the interior of a barn find, it's vital to
remove rodent droppings and mold as soon as possible to
avoid potential health issues when inside the vehicle.
Be sure to wear gloves when removing mold and mildew, and
don't reuse the towels used to clean these areas.
Once the interior is cleaned, it's a good idea to use an
ozone machine for three to five hours to help kill any
leftover bacteria.
ROGER GARBOW: All right.
So Larry, what are we going to do with the tires here?
LARRY KOSILLA: Well, what I have is a water-based
moisturizer for these really thirsty tires, so to speak.
They haven't had anything on them in 20 years.
So as soon as I put it on, it's really
going to absorb in.
The big difference is a lot of tire shines that you see are
very, very shiny.
Those are solvent-based tire dressings versus water-based
tire dressings.
The big difference is solvents have a tendency to make rubber
very, very hard and dry it out.
So the upside is they're very, very shiny and they sling
everywhere, which is not great.
And the water base is--
as you can see, it's still pretty shiny.
But it's not going to hurt the rubber, especially on
something this old.
ROGER GARBOW: Yeah, these were manufactured in 1972.
LARRY KOSILLA: Wow.
ROGER GARBOW: So you think-- and I'm surprised they're
still holding air.
It's amazing.
LARRY KOSILLA: It is pretty wild.
So we're going to let that soak it in, and in a few
minutes, it'll absorb in.
And we'll just put a few more layers on it just because this
hasn't seen tire shine or anything in so many years.
[MUSIC PLAYING]
LARRY KOSILLA: For most car guys, hunting down and
uncovering a barn find is a dream come true.
And I certainly fall into this category, as well.
But my true obsession is seeing through the dirt, rust,
and mold and revealing the car's real beauty.
Every car has a unique story that can be told through the
condition of its parts.
The engine, interior, paint, and even tires
can narrate its history.
There's no doubt more work needs to be done over time.
But what makes these restoration details so
challenging is understanding the limits of the materials
you're working with.
Paint, chrome, rubber gaskets, and even leather
have breaking points.
And knowing where to draw the line allows you to rejuvenate
the appearance while preserving
the historical integrity.
Although this 912 sat forgotten for over 20 years,
after a few hours of attention, it was clear to me
that the Porsche spirit wasn't lost.
It was merely covered in dust.
So what do you think?
ROGER GARBOW: Larry, the car looks amazing.
LARRY KOSILLA: Yeah.
ROGER GARBOW: I'll tell you, when we first got here, I had
some doubts.
It looked a little rough.
But it really looks fantastic.
LARRY KOSILLA: Yeah, it came out pretty good.
The idea was to get it in a condition where the owner can
look at and say, hey, do I want keep this car?
Do I want to sell it?
What am I going to do with it?
And it was so packed with gunk that we just needed to unwrap
everything and see what we have.
And there's a bit of rust here and there, but essentially,
it's looking pretty good.
The big thing I was concerned about when I went inside, I
saw some mold, and of course, there was rodent feces and
things like that in the car.
So he wanted to remove all of that so he could drive it
around and experience the car without
having any health issues.
So we put an ozone machine in there.
We cleaned it with AMMO lather and wiped everything up.
So it's in good condition.
And of course, the outside we compounded and polished.
And the results are pretty good.
I think he's going to be happy.
ROGER GARBOW: He's going to be really happy now he's got a
really nice driver.
LARRY KOSILLA: Yeah.
ROGER GARBOW: It looks great.
LARRY KOSILLA: That's exciting.
For all the ins and outs and all the details that we did on
this, the step by step-- there's lots of information at
ammonyc.com.
I want to thank Roger for being here.
And thanks for watching this episode of "Drive Clean" right
here on the Drive Network.
[MUSIC PLAYING]