tag:blogger.com,1999:blog-14211246725875773532024-03-06T19:33:53.469-08:00Classic Cars Talksd a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.comBlogger63125tag:blogger.com,1999:blog-1421124672587577353.post-64347732995868374322013-09-05T02:25:00.000-07:002013-09-05T02:27:28.264-07:00The Alfa Romeo Giulia timeline<div dir="ltr" style="text-align: left;" trbidi="on">
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The Alfa Romeo Giulia is one of the most iconic, affordable and enjoyable classic cars ever. Legendary shape, generous boot, 5 seats, frisky engine, great driving position and pure breed Alfa Romeo DNA make it a great car to own and to enjoy.</div>
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But how easy is it to recognise the year of a car that was produced from 1962 to 1978?</div>
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A little timeline should help understanding the evolution with the introduction of every model.</div>
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1962<br />
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<span style="text-align: left;">Giulia "TI" - </span>Tipo 105.14 - the "Turismo Internazionale" was the first version introduced. 1570cc, 92 bhp, single double barrel carburettor, 4 drum brakes, steering wheel mounted 5 speed gearbox, under-dash handbrake, bench front seat, net paper holder on the back of front seat, trapeze-shaped instrument group, two-tone two rakes steering wheel, 2 points front seat belts. Four front lights, chrome trimmed front indicators, chrome trim on the hood and rostrums on chrome bumpers.</div>
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1963<br />
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<span style="text-align: left;">"TI Super" - </span>Tipo 105.16 - Upgrade to 112 bhp, 2 double barrel carbs, lowered ride, transmission and hand brake on central tunnel, single front seats, round instruments, compulsory front seat belts, no arm rests, no heater, fixed deflectors, rear windows in plexiglas and the introduction of the legendary steering wheel with three aluminium spokes and wooden rim. Central front lights turned into vents, model logo on the front of the hood, cloverleaf on trunk and front wings, lightweight Elektron rims, lighter body, removal of the rostrums. Since 1963 all the Giulia will fit full disc brakes.</div>
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1964<br />
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<span style="text-align: left;">Giulia "1300" - </span>Tipo 105.06 - 1290cc, single double barrel carb, tunnel mounted 4 speed transmission, "TI" steering wheel, simpler dashboard, short front armrests. Two front lights, simpler grill Alfa Romeo emblem, no rostrums, rectangular indicators, logo in relief on wheel hubs, no reverse light and 4 disc brakes. Introduction of tunnel mounted transmission on the TI.</div>
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1965<br />
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The Giulia "Super" - Tipo 105.26 - 98bhp, two double barrel carbs, three spokes aluminium steering wheel with black rim, new dials, wooden trimmed dashboard, upgrades in internal finishes, italic font in model logo, chrome trim under doors, gold trim on b-pillars, split emblem, taller rostrums, frameless bigger tail lights.</div>
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1966<br />
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<span style="text-align: left;">Giulia "1300 TI" - </span>Tipo 105.39 - 82 bhp, 5 speed gearbox, rostrums, non-reflecting plastic dashboard, three spokes black trimmed steering wheel, new seats.</div>
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The 1600 TI abandoned completely the steering wheel mounted gear lever and received new dashboard, new dials, new seats, rear central armrest, steel bumpers, new "L" chrome trim under tail lights.</div>
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1967<br />
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"Super" - black front grille, simpler emblem, simpler front indicators, two speed wipers, new three spokes aluminium black rimmed steering wheel, key lock on passenger door, vertical vents under windshield. Optional metallic paint and "Texalfa" hide.</div>
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"1300 TI" - black front grille, vertical vents under windshield, two speed wipers, "super" dials, two tone horn, steering lock, key lock on passenger door.</div>
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1969<br />
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"Super" - New clutch, new synchro, no safety lock on reverse, upgraded seats, oil and water gauges on central dashboard, new rostrums, "Biscione" logo on B pillars. </div>
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"1300 TI" - better soundproofing panels, flat hubcaps, bigger rostrums, boot inspection light, redesigned external handles. </div>
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"1600 S" - Tipo 105.85. 95 bhp, 1 double barrel carb, same feats as 1300TI except for double front lights.</div>
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1970<br />
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"1300 Super" - Tipo 115.09. 89bhp, 2 double barrel carbs, redesigned handles, adjustable light beams, "hung" pedals, 1300 style steering wheel, "super" specs on the interiors but no radio and armrests, hand brake on central tunnel, three dashboard switches, hand throttle, trunk service light. "Super" - Upgraded braking system, "hung" pedals, handbrake indicator light, adjustable light beams, fusebox relocated under the dashboard, switches on the tunnel, starter on steering column, new horn button, snap on central rear view mirror. "1300 TI" - snap on central rear view mirror, "hung" pedals.</div>
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1972<br />
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"Super" - 4 front lights, wooden rim and hub on steering wheel, rubber carpets, bigger tail lights, 1.3 or 1.6 logo, matching window frames, logo on new, smaller hubcaps, 1.6 engine available on request.</div>
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1974<br />
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"Nuova Super" - flat hood, plastic front grille, four equal front lights, bigger emblem, indicators framed in the front bumper, rubber rostrums, new front seats with head rests, redesigned instruments, starter on the right of the steering column, redesigned instruments, new dashboard, 1.6 engine available on request.</div>
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1976<br />
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"Nuova Super Diesel" - Tipo 115.40, Engine Diesel Perkins 108U, thicker sound proofing panels, stronger battery, deeper steering wheel, 165 sr14 tyres.</div>
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Many thanks to Ruoteclassiche.</div>
d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com2tag:blogger.com,1999:blog-1421124672587577353.post-22378940228472409482013-09-04T07:12:00.001-07:002013-09-05T02:28:16.160-07:00Citroen SM at dusk.<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="color: #f3f3f3; font-size: x-small; font-style: italic;">Citroen SM US-Spec in London</span></div>
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d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com1tag:blogger.com,1999:blog-1421124672587577353.post-90863354095213286672013-08-23T09:12:00.002-07:002013-08-23T09:22:39.068-07:001965 "Nembo Ford" Bizzarrini<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgsSFte6Hm7w6mEOkHsQJS_NcEq0W7pLDTYOTAbv9hBRpEoXHPfnK-Xqq4zXDzP6NlMT02AOY_X8iZNVbF5Cl102oQ7tq6oGnFTtvLze7rsveQX11CyTHEcMkGa3f8JkpV3XC74TxoYHnY/s1600/DSC_0003.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="201" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgsSFte6Hm7w6mEOkHsQJS_NcEq0W7pLDTYOTAbv9hBRpEoXHPfnK-Xqq4zXDzP6NlMT02AOY_X8iZNVbF5Cl102oQ7tq6oGnFTtvLze7rsveQX11CyTHEcMkGa3f8JkpV3XC74TxoYHnY/s400/DSC_0003.jpg" width="400" /></a></div>
In January 1966 Neri & Bonacini presented to the press their interpretation of the Gt Strada. This car wouldn't live for long nor would have attracted too much attention.</div>
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Built for a mysterious "American Client that wants to remain anonymous" as a one off car, it was supposed to be an experiment to push the italian body/american engine recipe to its limits.</div>
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It was simply called the "Nembo Ford".</div>
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Starting from what is obviously a Bizzarrini GT Strada chassis, the italian coachbuilders removed all the chrome trims and introduced some unique and interesting vents on the side and a unique bump on the bonnet to host two four barrel carburetors. Under the bonnet was a massive Ford Holman & Moody prepared 7-litre engine capable of and estimate of 500bhp. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFw9kboWZUgQdl-lFRYf1CJPkX5sGkiUBNSn1cHfGbWH3-R-F_UZLOItRO19aCZvvtRVO9RwIjUhfxOdCeCX6VVOTUOn_viqneCqSkpPq7ctfRXVz3S6_jnKmq2cb01LydY4OxjwTSxGE/s1600/DSC_0004.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="217" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFw9kboWZUgQdl-lFRYf1CJPkX5sGkiUBNSn1cHfGbWH3-R-F_UZLOItRO19aCZvvtRVO9RwIjUhfxOdCeCX6VVOTUOn_viqneCqSkpPq7ctfRXVz3S6_jnKmq2cb01LydY4OxjwTSxGE/s400/DSC_0004.jpg" width="400" /></a></div>
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The car possibly never made it to the States and the "American Client that wants to remain anonymous" was probably a joint venture of Carlo Bernasconi and some undisclosed american companies exploring the possibilities for the Nembo Strale spotted testing in August (then nicknamed Daytona) and presented in October of the same year.<br />
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The chassis number B*0219 of the "Nembo Ford" matches the Strale Prototype presented at the Turin Motor Show in October 1966, with "Strale" being italian for "dart, arrow, but also for gibe or taunt.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCJLFXoBdhKi0CW-leGB26fBwo7pe9iG-oSDNgGrJvsNrUe656-jWN1R_JMoFt8ziupM8FSEBCoAgOnJ888Du-wGibHN6VbZWM5MAyH36xwJJ25iXiMXeMas0SDFDcY6V9MzUpVffoBDA/s1600/courtesy.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="160" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiCJLFXoBdhKi0CW-leGB26fBwo7pe9iG-oSDNgGrJvsNrUe656-jWN1R_JMoFt8ziupM8FSEBCoAgOnJ888Du-wGibHN6VbZWM5MAyH36xwJJ25iXiMXeMas0SDFDcY6V9MzUpVffoBDA/s400/courtesy.png" width="400" /></a></div>
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<span style="font-size: x-small; font-style: italic;">Strale Daytona 6000GT Prototype image from mycarquest.com</span></div>
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Seems so that the car didn't live long at all, and probably wasn't supposed to in any case. Neri & Bonacini would go bankrupt the following year getting rid of all spares and bucks and scattering men in the other companies in the area, including Giorgio Neri to Carrozzeria Sport Cars for Piero Drogo and Luciano Bonacini to De Tomaso.</div>
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<span style="text-align: justify;"><span style="font-size: x-small;"><i>Strale Daytona 6000GT Prototype image from mycarquest.com</i></span></span></div>
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d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com1tag:blogger.com,1999:blog-1421124672587577353.post-54328399326284989542013-08-22T09:17:00.003-07:002013-08-28T09:24:25.508-07:00Autodromo Stringback Driving Gloves - Review<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiHJHsuotKzuiG58c8czLzjA4wCwdXKh7vwwSwpbr8ZP4eDPW4jZQ9auY6GWpJrh4Zk17JStFT818vd0MoBIKCdeGKdWR1iAmNJlEiXo533StLxwHTljNrw8mYsjpZwiKU3duzrUg9hrE/s1600/P+-+DSC_0054.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgiHJHsuotKzuiG58c8czLzjA4wCwdXKh7vwwSwpbr8ZP4eDPW4jZQ9auY6GWpJrh4Zk17JStFT818vd0MoBIKCdeGKdWR1iAmNJlEiXo533StLxwHTljNrw8mYsjpZwiKU3duzrUg9hrE/s640/P+-+DSC_0054.jpg" width="356" /></a></div>
<span style="text-align: justify;">I just ordered my Autodromo Stringback Driving Gloves a couple of weeks ago and I was very happy to receive them in the mail today, just few days after our Citroen SM finally became part of the family. They once again managed to offer a great product in a nice packaging that contributes to the vintage allure of the item.</span><br />
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I particularly like how Autodromo captures the feel of the era with a very simple thick envelope with a "period-correct" one tone graphic. Another typical old days touch is the mark on the size of choice, obviously written by hand. Nice (and probably also very cost effective. Why don't other companies do that?).</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdf4BrZcteid7BuNiDEl8I3nJKzc7gUsbx67PFsLxfjhvMLu02iYzMw4gvaz5GzUpSEFPWo024lORdviKlsI9dIg5OE223d66MUIgo-rWkVraRuIdFM-eq6NwWbpydd1sPaxeqwn0tQCc/s1600/P+-+DSC_0055.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="222" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjdf4BrZcteid7BuNiDEl8I3nJKzc7gUsbx67PFsLxfjhvMLu02iYzMw4gvaz5GzUpSEFPWo024lORdviKlsI9dIg5OE223d66MUIgo-rWkVraRuIdFM-eq6NwWbpydd1sPaxeqwn0tQCc/s400/P+-+DSC_0055.jpg" width="400" /></a></div>
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The gloves are simply great. The drum-dyed leather is nice and soft and they the cotton crochet back stretches allowing a nice and firm fit. I don't particularly like how the elastic in the wrist bends when empty, but once fitted it perfectly wraps the hand. This was actually a pleasant surprise because my old driving gloves were always a bit loose in this area if not buttoned up and sometimes were getting entangled in the gear lever especially in cars with the steering wheel very close to the stick. </div>
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The inside of each finger has a neat line of tiny holes that should take care of perspiration during long trips. I'm glad they are there and that they are relatively small since this is one of the parts particularly prone to wear. Another nice touch are the three thicker lines on the higher palm for this is an area on which I rely a lot when turning the wheel without gripping too much with my hand. Thumbs and wrists have double stitches but not the fingers, which makes sense for they need to be thinner and more nimble.</div>
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<div style="text-align: justify;">
Compared to other driving gloves available on the market they are a tad on the expensive side but they really have an extra value on a design specifically tailored on driving pleasure and nothing else. There's a lot of cheaper alternatives and just as many more expensive ones. none of them seemed so purposeful as durable thou. </div>
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<div style="text-align: justify;">
Are these racing gloves? No. </div>
<div style="text-align: justify;">
Are these supposed to make me drive faster or better? No.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Then why?</div>
<div style="text-align: justify;">
- Because I don't want to remove my wedding ring when I drive cars with hard steering wheels and I'm afraid to scratch them (see Volvo P1800s).</div>
<div style="text-align: justify;">
- Because I want to reduce the amount of acid that my hands release on soft vintage steering wheels (see Citroen SM)</div>
<div style="text-align: justify;">
- Because they allow me to have more grip with less effort, hence allowing me to relax more at the wheel.</div>
<div style="text-align: justify;">
- Because putting gloves on while the engine warms up is a magnificent ritual.</div>
<div style="text-align: justify;">
- Because they look extremely cool.</div>
<br /></div>
</div>
d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com1tag:blogger.com,1999:blog-1421124672587577353.post-86069522073658930352013-05-06T10:18:00.005-07:002013-05-06T10:18:52.587-07:00Bonneville - World of Speed 2012 Gallery<div dir="ltr" style="text-align: left;" trbidi="on">
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d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com7tag:blogger.com,1999:blog-1421124672587577353.post-51381787747797471152013-03-10T07:36:00.003-07:002013-03-10T07:39:24.983-07:00Lord Brocket’s butchered beauties <div dir="ltr" style="text-align: left;" trbidi="on">
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The Ferraris 340 America, 250 Europa GT, 195 Sport and the Maserati Tipo 61 ‘Birdcage’. What do these cars all have in common? The short answer is that one example of each of them did not fair too well in the hands of one Charles Nall-Cain, better known as Lord Brocket, who until being rumbled for insurance fraud in the mid-nineties was a well-known collector of Ferraris and Maseratis. After the crash of the classic car market in 1990 and facing mounting debt, Brocket attempted to defraud his insurers for around £4,500,000, alleging that these cars had been stolen from his collection. Despite later withdrawing his claim, Brocket ended up spending a few years in prison because of it. </div>
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But what happened to the cars in the meantime is a sad tale. </div>
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<span style="font-size: x-small;"><i>195 Sport 0123S as it appeared on Kidston.com</i></span></div>
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A quick breakdown of the cars, if you’ll pardon the pun (which you’ll only get later). Just 23 340 Americas were built, and Brocket’s 1951 specimen was one of only 11 of these that had the beautiful Vignale body made up of one gracefully sweeping arc from front to back when seen in profile (other bodies were built by Ghia and Touring). Since it has been restored it looks nothing like the original, but is simply made up: it has lost its windscreen to become a faux-Spyder, and has missing bumpers, different air intakes and outlets and so on. The 340 America was the first of the now famous Ferrari Americas, and also the first to use the naturally aspirated Lampredi 4.1 litre V12 that had been initially developed for the Ferrari F1 arm; it was no slouch. While the 250 Europa was another grand tourer style Ferrari to use the puissant Lampredi V12, the later 250 Europa GT shortened its wheelbase from 2,800 to 2,600 mm and opted for a Colombo 3 litre V12 based on that of the 250 Mille Miglia. It was the 250 Europa GT that Brocket had. With coachwork by Pininfarina and Vignale, it represents another important milestone in the history of Ferrari, being that it was the first to have the ‘GT’ monicker. 28 were built, of which Brocket’s model was the penultimate example to roll off the production line. Just to gauge how rare these cars are, fewer 250 Europa GTs (and 340 Americas for that matter) were built than 250 GTOs. This exact model was originally owned in succession by two Dutchmen, and raced once at Zandvoort, even taking part in a couple of hill climbs before Brocket became its sixth owner in 1980.<br />
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<span style="font-size: x-small;"><i>Gregor Fisken with 2456 at Laguna Seca in 2000</i></span></div>
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Brocket’s 1950 berlinetta chassis 195 Sport, one of only three to be bodied by Touring, also had an interesting life before he owned it, racing for example at Silverstone, the RAC International Rally and the Tour de France in 1951, while one of the other Touring 195s led at Le Mans and won the 1950 Mille Miglia. The 195 Sport concerned here was actually in need of total restoration when Brocket purchased it, having allegedly been found in the USA rusting in an avocado grove, but this doesn’t excuse what happened to it. Then there is the 1960 Maserati Tipo 61 ‘Birdcage’, a hugely important car. A chro-moly frame of about two-hundred tubes welded together gave this car its nickname as well as a much lighter but more rigid chassis than most of its contemporaries. A Camoradi Birdcage in white and blue team colours won the Nürburgring 1000km in 1960 with Stirling Moss behind the wheel, and again in 1961. Other drivers to throw around a 2.9 litre, 250 bhp, 177 mph Birdcage included the greats Jim Hall, Carroll Shelby and Lloyd ‘Lucky’ Casner himself, who originally founded Camoradi specifically to race the Birdcage. The Birdcage that Brocket owned was raced in 1960 and 1961 but was then partially destroyed in a garage fire and later dismantled. Brocket bought the bits and gave it a new frame, body and engine. The Tipo 61 and its ancestors (Tipos 63, 64 and 65) are crucially significant in the history of Maserati racing, being the last we saw of the marque in racing until the 21st century. Designed by Giulio Alfieri, three Tipo 61s in Camoradi colours were also entered at Le Mans in 1960, but despite being thrillingly quick all had to retire suffering from various problems including starter motor trouble for instance, a great shame. </div>
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<span style="font-size: x-small;"><i>340 America is 0138 AM at Elkhart Lake in 1985. Courtesy of Marcel Massini.</i></span></div>
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What happened to the examples that Brocket owned is a horrifying story to say the least. Afflicted by the aforementioned financial troubles, Brocket hatched a plan to defraud his insurers by staging a ‘theft’, even suggesting at one point that there had been interest from ‘Japanese buyers’ in the models. What he in fact did was have two employees dismantle the cars, cut up their bodies, scatter them across his large estate and bury them. Several engine parts and an OSCA 2000 also met an unfortunate end, although unfortunately little is known about what happened to it. His estranged wife at the time happened to be caught attempting to forge a prescription to quench her drug addiction, and ended up spilling the beans to the police. Brocket was duly tried and convicted. The 250 Europa GT has happily been accurately restored to its former glory, but during its restoration the body and many of the parts have had to be built again from scratch. The same is true of the 340 America which was virtually destroyed and is now residing in the USA, but the reconstruction is not at all true to the original as far as looks are concerned, and it has a different engine altogether. The Tipo 61 has been restored extensively and raced again in dark red at Laguna Seca in 2000. The 195 S however has not been fully restored yet; all that remains of the original body is the boot lid and badges. It remains for sale in its current state. Brocket also had time added on to his prison sentence when it emerged that he had been involved in further fraud, this time passing off a fake Ferrari 250 SWB that he had had built on the base of the much less valuable 250 GTE 2+2, giving it the serial number of a real short wheelbase 250 that had been missing for a long time. He may have got away with it had the real 250 SWB not been found, but that’s another story for another time.<br />
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<span style="font-size: x-small;"><i>T. Sherriff</i></span></div>
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<div>
<span style="font-size: x-small;"><i><br /></i></span></div>
</div>
</div>
d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com3tag:blogger.com,1999:blog-1421124672587577353.post-63484686132392387662012-11-12T13:08:00.001-08:002012-11-12T13:23:08.256-08:00Jack Brabham, documentary and Pub story<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: justify;">
<span style="font-family: inherit;">I
have realised that I have been keeping Jack Brabham in that corner of
the mind dedicated to legendary drivers that are no longer with us.
But Jack is very much alive and well, considering his age.</span><br />
<span style="font-family: inherit;"><br /></span></div>
<div style="text-align: justify;">
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">Class
of '26, he has been racing in Formula One all the way across ‘The
Killer Years’ from 1955 to 1970. He was 44 by then but still as
competitive and ruthless as he had ever been. Jochen
Rindt, sadly posthumous World Champion in 1970, would have to
battle him to the last lap twice in that championship. </span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
Click <a href="http://vimeo.com/6165131">HERE</a> to be linked to a nice documentary about the man Jack Brabham.</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://vimeo.com/6165131"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg4m6cW8arBE2B9ce9irduhVh-IZudfDJugRN2CzQa_gJeVIHlyrPxwyH4pwNKsGXdEpH_J0vf3oOKQiDUn3M3GTcNo8bqwc982ULRSIEhqSfq5sDnUkkNkbCgT37_NVlsb3CFD-Q8W1BU/s400/Screen+shot+2012-11-12+at+19.25.48.png" width="400" /></a></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">The
internet is full of stories about Jack, including his undefeated
record of being in ‘66 the one and only man that managed to win the
title in a car bearing his own name, so here at CCT we decided to
tell the obscure story of the Jaguar Mark I related to this amazing
driver - a story we were told in a London pub.</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">Back
in the sixties K.M. was one of the many young lads working as a
mechanic in the flourishing British automobile market.
Courtyards and small garages all over the island used to be the place
where small teams of friends were having a shot at building race cars
one way or another. K was in the second hand car trade, with a
healthy network of mates all over the place and managed to buy for
scraps a Jaguar MkI with a friend. The car didn't have external mods
but was race prepped by Jack Brabham's workshop. I would love to have
more information about Jack's involvement in the car but by
the time K managed to get his hands on it it was nothing more than an
old racer and that only.
</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjsDQ6U4VraRLNJhKADnZSKrkkJzZshFAtIfJTlMkHzAU3zaAnZ9qRFVhoQiHghKJ3ctjO2z3YCd9Ig6eEwHI9VeoAk-3Te8BStebDHUIWA6ZALDoGAhunX2VcC88j2IfZJaJxZd5986SE/s1600/i128302.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjsDQ6U4VraRLNJhKADnZSKrkkJzZshFAtIfJTlMkHzAU3zaAnZ9qRFVhoQiHghKJ3ctjO2z3YCd9Ig6eEwHI9VeoAk-3Te8BStebDHUIWA6ZALDoGAhunX2VcC88j2IfZJaJxZd5986SE/s320/i128302.jpeg" width="320" /></a></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">We
all know that ‘MkI’ is a retrospective name introduced to name
the older version of the MkII in 1959. This "baby" Jag,
presented in 1955 and produced from '57 to '59 was a well trimmed
entry level sedan offered in a 2.4 and 3.4 straight 6. The model was
extensively raced by the likes of Sir Stirling Moss and Mike
Hawthorne and would go on to win two Australian Touring Car
Championships.</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br />
</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">K
got his 2.4 in 1966 and by that time it wasn't any more than an
outdated banger. With his friends he decided to update the rear
fenders, removing the spats and reshaping the wings in fibreglass. He
became friends with the young heir of a famous banker who had just
stolen a considerable sum from his parents and was pretty much on the
run looking for his summer of love. They fitted a roof rack and
filled with the sixties spirit they set off for Morocco with K's
savings and his friend's loot.</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">The
plan was to stay over there as long as possible and I can only
imagine their faces while on top of the deck of that ferry they were
looking at England getting smaller and smaller wave after wave.</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">The
poor Jag must have looked pretty scruffy on French highways with a
lot of junk on the roof and two long haired
jacks puffing cigarettes and whatnots.</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhmL0I1OlX08XOTccgWRA0tomtdRg4TLwiEMATw1LfzSV5JrMCk7P6uzS-TBwdAnyjONrwJvM1fNTFRKrj9BRf6_hzLO98Z1N7p8QAAeQmamNyHYRxhdHi6DC_cZs_HnbZhmmhDHe1UCII/s1600/photo+4.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="213" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhmL0I1OlX08XOTccgWRA0tomtdRg4TLwiEMATw1LfzSV5JrMCk7P6uzS-TBwdAnyjONrwJvM1fNTFRKrj9BRf6_hzLO98Z1N7p8QAAeQmamNyHYRxhdHi6DC_cZs_HnbZhmmhDHe1UCII/s320/photo+4.JPG" width="320" /></a></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">"...We
were going our own way pretty relaxed even if we knew that the car
was capable of great things, we already had fun with it back home and
we were honestly in ‘trip mode’, but when that guy with a brand
new 911 passed us and cut our lane with arrogance I sort of lost my
temper. I stuck to his bumper and he started to push hard trying to
lose us but it was simply no match, even with the car on full load. I
let him get out all he had and then left him in the dust. He had a
girl with him in the car, I guess she must have lost a bit of respect
for him that day."</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">The
2.4 had an unusual setup with a rear track 114mm narrower than the
front. Some thought this was a design choice giving the car its
unique look and allowing the stylish rear spats but it seems more
likely that Salisbury didn't have a suitable rear axle available. One
way or another, the narrower rear track made the car exceptionally
stable at high speed. And K's car must have tested this many times
along the way. </span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">After
crossing Franco's Spain our heroes landed in Morocco where they
enjoyed the best sort of holiday, the one that doesn't have a
definite end. But the end eventually came one day with the
realisation that there weren’t even funds enough to get back.</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQj78LGkxxBLND4vLMagI6DSnSG6eqmZAGyEtM2Q3-Vz7p1t8SMvkm3MNIqN4gFreY7rgZp4thmUJX_7soVk61MY3aOd0WGQ7LZXmD2nMCGOc5vE2MvWsyHUY3IPszc7zLGxpSHJACFu8/s1600/photo+3.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="245" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQj78LGkxxBLND4vLMagI6DSnSG6eqmZAGyEtM2Q3-Vz7p1t8SMvkm3MNIqN4gFreY7rgZp4thmUJX_7soVk61MY3aOd0WGQ7LZXmD2nMCGOc5vE2MvWsyHUY3IPszc7zLGxpSHJACFu8/s320/photo+3.JPG" width="320" /></a></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">The
only solution to get money fast and on the way home was smuggling.
They invested most of the money left in the best hashish they could
find and hatched a plan to get it into Franco's Spain. </span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br />
</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">Tinkering
with the fibreglass rear wings in the Tunisian desert didn't seem
like a good idea, so they resolved to cut open the front wings and
stuffed them with the precious high. They then used all their craft
to seal everything up. Money was getting seriously short now and the
car "hotter and hotter...by then the transmission became rattly,
and I mean, <i>really</i>
rattly". </span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br />
</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">I
can picture the scene. The ferry from Nador is slowly approaching the
dock of Almeria after a night haul. Our lads have spent the last
night taking all life had to give before the tricky trip. They don't
even know what would have happened to them if caught with a couple of
kilos of hashish in Franco's land. They really have no idea and
probably never want to know, but know that it would be bad, very
bad. But anyway, the plan was <i>not
</i>to get caught.</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br />
</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">Sailors
and harbour dockers have just finished securing the ferry to land.
The hatch starts to open, revealing the usual dusty first row of
lorries that have just been travelling too much. The first row rolls
away, the second starts its engines with the usual mechanical growl
and so forth. The customs officers hide their chins in ordinance
jackets after each cigarette puff. It's bloody cold at 5am in
Almeria's harbour, the sun only a faraway shimmer in the east. Then
they turn their heads with a jump. Something foreign has stirred in
the bowels of the ferry. A different, deeper, rattlier noise. It's
our Jag. Thanks to Brabham's service, louder and more savage. The
officers weren't ready for what they saw - two bloody hippies in a
rattling old Jag. Usually they saw these sorts of rats going the
other way, what the hell were these guys up to?</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg25dNzqiP9eO2B5QtgSHoI8UnxNL-ROixbb3uobAoppeWrsN775QCdHmE0i97EBA3nqZ85DJyA895DihfXFt5XIOE1jpx84OfBZT1FgtAxiSk-RkcqksTOAAH4ADSiTMHQddKDrdc1zu8/s1600/photo+1.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="172" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg25dNzqiP9eO2B5QtgSHoI8UnxNL-ROixbb3uobAoppeWrsN775QCdHmE0i97EBA3nqZ85DJyA895DihfXFt5XIOE1jpx84OfBZT1FgtAxiSk-RkcqksTOAAH4ADSiTMHQddKDrdc1zu8/s320/photo+1.JPG" width="320" /></a></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br />
</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">K
drives slowly between the lorries and buzzes towards the empty cars
lane. The gate is closed, one officer holds a cup with two hands
behind a glazed door, the other holds his collar shut while a wet
cigarette looks at the ground from his deep, unshaven face. He
approaches the car only to find a sleeping guy without a steering
wheel in front of him. K politely waves the documents from the other
window. The officer sighs at the sky and hates the Queen a bit more,
he just can not be arsed this morning. K's mate needs to sneeze, but
he has decided to be asleep and is going to stick to that plan.</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br />
</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">The
officer steps back to look at the registration plate and K reaches
for the packet of cigarettes, only three left. Now two. The officer
walks around the car and grabs the documents, mumbling.</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br />
</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">The
Jag shivers in the morning haze and doesn't like to idle. K is forced
to rev as little as he can, the situation is already out of the
ordinary and he doesn't need any more attention. The smoke from the
exhaust wraps the boot of the car in a frantic effort
to dissipate the morning myst. Drops of condensation
shine on the bonnet, itself otherwise matte with dirt that has been
there way too long. The officer mumbles something more and looks K in
the eyes, who decides the answer is “London.”</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br /></span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">The
official spits out the fag and steps back from the car. K takes
another puff from his cigarette. Time stops. The other officer, no
longer behind the glazed door, has kicked it open and shouts
something that makes the smoker with the deep face look from K to the
sleeping figure on the passenger seat, throw the documents inside the
car and bang his hand twice on the car roof, just above K. The gate
opens and K brushes away the cigarette ash that has fallen into his
lap, again. The car starts to roll slowly but just as it’s halfway
through the gate, the engine stalls. K raises his eyes to the rear
view mirror, his friend opens his wide. In the reflection the deep
faced smoker gets a smoking hot mug from his colleague. They laugh
and look the other way.</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;"><br />
</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">K
restarts the engine and slowly joins the lonely traffic on Calle
de Nicolás Salmerón, becoming just any other car. From the
passenger seat a voice says “shall we eat something?" "Let's
get out this town first".</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjSBRMOerVlW_pb0Ddus4F9FeU7VzkdqHlWlrxUpMGRO8_1yBzDIauc1i5pF9sF_Oph9cDNP3ChkZyNGGK_CoSOOanhu88K6xMH5oq3T0yU_gPRt0bPr9t0-A3ovpDrDww-Nb5kyvaMlNY/s1600/photo+2.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="241" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjSBRMOerVlW_pb0Ddus4F9FeU7VzkdqHlWlrxUpMGRO8_1yBzDIauc1i5pF9sF_Oph9cDNP3ChkZyNGGK_CoSOOanhu88K6xMH5oq3T0yU_gPRt0bPr9t0-A3ovpDrDww-Nb5kyvaMlNY/s320/photo+2.JPG" width="320" /></a></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<span style="font-family: inherit;">They
eventually managed to sell the car to someone on the coast. I never
completely understood if the hash was included in this transaction or
if it was sold separately. All I know is that if somewhere in the
south of Spain you find a 2.4 with fiberglass rear wings, then
you could do worse than take a look at the front wings too. You might
be in front of a Jag tuned up by Jack Brabham.</span></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<br /></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
<br /></div>
<div align="JUSTIFY" style="margin-bottom: 0cm;">
NB - Unfortunately there is no photographic record of the Jag and that amazing trip, all the ones you see here have been found randomly online and have been modified in order to suit the story.</div>
<br /></div>
</div>
d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-42945069972447820382012-10-19T18:33:00.006-07:002012-10-20T11:04:40.938-07:00Marcello Gandini Story - Part 2: The Miura<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg5I12ZWsk-4S6VRv9e2-6ff6LFmRuwFNYjFduXLIKgq_RQVxqdwdAOsG6Y6Ja_EUIFOFn6_An66cumn8kJGEUh8vG3bWbqYUjZ3VemQ8OrqglYRXLANEv_XhzcNrOu9xsDDK3OZraw8HI/s1600/gandini+signature.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="60" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg5I12ZWsk-4S6VRv9e2-6ff6LFmRuwFNYjFduXLIKgq_RQVxqdwdAOsG6Y6Ja_EUIFOFn6_An66cumn8kJGEUh8vG3bWbqYUjZ3VemQ8OrqglYRXLANEv_XhzcNrOu9xsDDK3OZraw8HI/s400/gandini+signature.jpeg" width="400" /></a></div>
<div style="text-align: justify;">
It's possibly the most widely represented car ever, queen of all car magazines. A milestone and an icon. The first supercar to many and a revolution in the streets. So how did an interior designer end up designing this as his first ever job? There's no discussion about Marcello Gandini's genius but there might be some surprises in this story. Surprises that literature hasn't disclosed yet.</div>
<div class="separator" style="clear: both; text-align: center;">
<br /></div>
<div style="text-align: justify;">
Let's start from the beginning. We all know that Ferruccio Lamborghini was very determined in his vision for a car delivering the power and the thrills of a race car without the uncomfortable downsides. He hired the very best people in the market for it, Dallara for the chassis and Bizzarrini for the engine. Bizzarrini had a hard but theoretically straightforward task. “I want to be able to drive it smoothly in Bologna at 40 km/h, but give it 350 hp, ok? No racing business.” So Bizzarrini started from one of the Ferrari units he had been working on and gave Lamborghini a dry sump engine giving 380 hp. Wrong type of engine and too much power. This is the genius of Bizzarrini for you. Lamborghini didn’t find this funny, so interrupted the collaboration and set his engineers about “taming” the beast, converting it to wet sump. Dallara’s chassis was incredible and the decision of placing the engine transversely behind the driver presented huge challenges but also allowed for the cosmetic freedom that designers coveted. Ferruccio took the chassis to Turin's motor show and the reaction was immediately incredulous.</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_SqEpolrKyhjMHwv4zrp4bg0FuGgqM6UgZWihiGX2Ubas8owvbPH3bQ81OCx8UoaHysK09UeDpCfqjyMAb9WKPXJ4AJlkDXFegBYBQ_9XpfUkaIf8ka4qoZmHfp7YQekY85DvkVuaJ10/s1600/2.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" height="280" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi_SqEpolrKyhjMHwv4zrp4bg0FuGgqM6UgZWihiGX2Ubas8owvbPH3bQ81OCx8UoaHysK09UeDpCfqjyMAb9WKPXJ4AJlkDXFegBYBQ_9XpfUkaIf8ka4qoZmHfp7YQekY85DvkVuaJ10/s400/2.jpeg" width="400" /></a></div>
<div class="separator" style="clear: both; text-align: justify;">
<span style="text-align: left;">At the time Gandini was already trying hard to start a career in car designing. A friend hired him to rebody an Osca 1500 Barchetta (of which I couldn’t find further information) and since then he was lucky enough to collaborate with small coachbuilders, quite often having to commute to Milan. In his own words “at the time the famous companies like Moretti and Viotti already produced the design internally and didn’t invest in external freelances. It was hard to have a chance to become known. (...) A few years before Bertone wanted to meet me after having seen some of my drawings but we didn’t manage to find an agreement for a job. Only after Giugiaro left I managed to get the job.” Giugiaro would move to De Tomaso-owned Ghia and design the Mangusta there before leaving to found his own Italdesign in 1967. Did Giugiaro leave because Bertone wanted to hire Gandini or was Gandini hired because Giugiaro left? I don’t have sufficient evidence to support either claim. Nuccio was all the more happy to have someone to finish off the Miura and even today it is not clear what can be attributed to whom. Nuccio in an old interview stated that Gandini was quite protective with the final result and he literally intercepted the drawings going to the workshop to add or modify details without having to argue. To the day Gandini never helped solving the mystery once and for all but said once: “the Miura was very much like a Giugiaro car in some detail, its lines were quite soft and it had similarities to cars he had done previously – the Maserati Ghibli, De Tomaso Mangusta and Iso Grifo. But what shows my stamp, I feel, is the effort to make the car into an integrated shape, not just a top and a bottom, as so many cars of the time had. The side-scoops, in particular, were intended to give the car a kind of global shape.”</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhE7o5f9t-vuXgE6i73NKx_SfDBsL5F9aM11V5s_5fUKUy-7CjUF7CLjlj0u2nU8cdpSWCnE2enx-aGju8TVo2eCL08JBc_6aZg2z90F0tAUUzPn7U2GqwDk2FxSPjHQRAv30rW60OLen0/s1600/Miura+Sketches.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="314" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhE7o5f9t-vuXgE6i73NKx_SfDBsL5F9aM11V5s_5fUKUy-7CjUF7CLjlj0u2nU8cdpSWCnE2enx-aGju8TVo2eCL08JBc_6aZg2z90F0tAUUzPn7U2GqwDk2FxSPjHQRAv30rW60OLen0/s320/Miura+Sketches.jpg" width="320" /></a></div>
<div style="text-align: justify;">
In these sketches of the development it's very easy to distinguish the two hands at work. In the early ones hints of the showcar Testudo give way to ISO details, and all this will be considered but left aside in the last, final Gandini proposal. According to one of Bertone's secretaries at the time (thanks to Emanuele Vanzetti for the first hand info) the team at Bertone was very close, as you would expect from a relatively small Italian company in the mid sixties. Giugiaro's sudden departure and Gandini's subsequent arrival was not painless and Gandini’s quiet and guarded demeanour in the office certainly didn't help. Furthermore, Nuccio was known for his desire to have a hands-on involvement in developments, just as much as Gandini was known for wanting to be independent in the process. One way or another, as soon as the new buildings in Caprie became available Gandini successfully requested to have his team transferred there, possibly denying any chance for him to replace Giorgetto in the heart of Bertone's team.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1SZleAqu-qsxJ4FYf9n697n0hcr9vEmU6Mvpm2BVbdHY_eXr7Z2ntQAIH4qtA2AUJ5Mp6G3nhMhhTuag7jvHKlkTVrrF1SgUSQa_R8Iw3Cvdu_bhYBNMzPLDPqUvylWHf1Cm86bwOp-o/s1600/Lamborghini-Muira-Geneva.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="287" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1SZleAqu-qsxJ4FYf9n697n0hcr9vEmU6Mvpm2BVbdHY_eXr7Z2ntQAIH4qtA2AUJ5Mp6G3nhMhhTuag7jvHKlkTVrrF1SgUSQa_R8Iw3Cvdu_bhYBNMzPLDPqUvylWHf1Cm86bwOp-o/s400/Lamborghini-Muira-Geneva.jpeg" width="400" /></a></div>
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The Miura approached the automotive world with all the power and blast that you would expect from the breed of bull that it took its name from. But there is also the line that gracefully lowers just before the windscreen and raises towards the canopy with godly proportions. The elegant lateral air intakes that wrap and underline the side windows cleverly disguising the door handles. The same intakes that quote the horns of a raging bull when both doors are open. Campagnolo’s iconic magnesium alloys the center-piece in the sinuous lines of the front arches while the rear end with the signature six black louvers wraps the engine and transmission tightly. Too tightly in fact, as it would transpired the night before the official presentation.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9vdwxHC_9xGnwstUZywFTdjleheV74O8diuq9zKsjBQu__Cx1vrMIBBK8rPsj4aWd3aW9IFcOs-8cRSs9NKTVBkmweH4kLDeK_cY8Jbw6AdM9Gc5HovDFPtMW3bIieMMUqMdqY9dihJQ/s1600/Rosso_Miura_4884-31h.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="256" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh9vdwxHC_9xGnwstUZywFTdjleheV74O8diuq9zKsjBQu__Cx1vrMIBBK8rPsj4aWd3aW9IFcOs-8cRSs9NKTVBkmweH4kLDeK_cY8Jbw6AdM9Gc5HovDFPtMW3bIieMMUqMdqY9dihJQ/s400/Rosso_Miura_4884-31h.jpeg" width="400" /></a></div>
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Meeting the deadline in time for the 1966 Geneva Motor show was proving a huge task for Lamborghini, as was the case for Bertone. One of Nuccio’s secretaries remembers being up way into the night hand stitching the seats. Even worse, when they finally got to the point of mounting the engine it just didn’t fit. In order to make it in time at the motor show they had to resolve in applying a ballast in place of the propulsor and bolt the bonnet to avoid the avid press trying to sneak an impudent shot. Needless to say all went well, the project called P400 (Posteriore, 4 litres) was named Miura and the Lamborghini badge that we know today appeared for the first time. 764 would be produced between 1966 and 1972.<br />
Two stars were born. The Lamborghini Miura and Marcello Gandini.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiy8pCtaPAybk4I2-fGkgAQq16ebQcCQFEsxjkbEAOvtfa6cp8iPWM_wvPhCoy9sVk7xJWUnC1lOuqZjiZZnBHA5JVxqaNItgDuziAUKfujUoEfmdQp4d9ZlyBOtwgv1EKHVA-mD9yQ0_U/s1600/Lamborghini_Factory_1969_05_01.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="263" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiy8pCtaPAybk4I2-fGkgAQq16ebQcCQFEsxjkbEAOvtfa6cp8iPWM_wvPhCoy9sVk7xJWUnC1lOuqZjiZZnBHA5JVxqaNItgDuziAUKfujUoEfmdQp4d9ZlyBOtwgv1EKHVA-mD9yQ0_U/s400/Lamborghini_Factory_1969_05_01.jpeg" width="400" /></a></div>
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Have you read Marcello Gandini Story - Part 1 yet? Click <a href="http://classic-cars-talks.blogspot.co.uk/2011/12/marcello-gandini-story-part-1.html" target="_blank">HERE</a> to be redirected.</div>
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Many thanks to stratosmania.com, rollingarts.wordpress.com and autodesign.socialblog.us for some interesting interviews and articles. Thanks anso to Emanuele Vanzetti, Tom Sherriff and D.S. for the invaluable help and support.</div>
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d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-88713057358237801682012-10-09T16:26:00.001-07:002023-01-27T14:13:46.640-08:001964 Maserati 151/3<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixShje2Pnqe5iH8ifZ14REJ42cv8cZrAT5U93ptSNVGEB_9L4o-PDXdA3kEqnKf7OtbUwsf1Pkipf0e83QH_7hbEz0NUq7qfo4nOIWV2FwAysqT46pQxw2SB72-bsO-xCFG3KD1WUU4W4/s1600/Tipo-151_1.jpeg" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="280" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixShje2Pnqe5iH8ifZ14REJ42cv8cZrAT5U93ptSNVGEB_9L4o-PDXdA3kEqnKf7OtbUwsf1Pkipf0e83QH_7hbEz0NUq7qfo4nOIWV2FwAysqT46pQxw2SB72-bsO-xCFG3KD1WUU4W4/s400/Tipo-151_1.jpeg" width="400" /></a></div>
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I've been obsessed with these images for years. </div>
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They were shot in the paddock of the 1964 Le Mans. The incredible contour line of the car, the brutal bare metal effect, the slightly underexposed picture and the "homely" feeling of the paddock wrap together all the best emotions I can get from researching the history of classic cars. </div>
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The Maserati 151/3 has got an extra value. It represent the ultimate, loud and romantic failure. It carried on its shoulders the expectations of 10 years of close calls and isolated glories for the marque. Arguably this particular car - chassis 151.002 - will take all these hopes away with it on the 10th of April 1965, Le Mans Test day.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcgX5cXOeoZp3Y6hlYsV68vzvwgyDDmljlfu_gCgalgNszSCQYytqYnuCmpxJ3k7hzF56QDUuHdWLYh0-dufLzrNK7Te5lP26wPau6be5V2pAsAnI4qx3K2RKs-RH7LKpR8UZlQXvtwww/s1600/Tipo-151_2.jpeg" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="275" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcgX5cXOeoZp3Y6hlYsV68vzvwgyDDmljlfu_gCgalgNszSCQYytqYnuCmpxJ3k7hzF56QDUuHdWLYh0-dufLzrNK7Te5lP26wPau6be5V2pAsAnI4qx3K2RKs-RH7LKpR8UZlQXvtwww/s400/Tipo-151_2.jpeg" width="400" /></a></div>
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Lloyd Casner was pushing the car hard after a couple of warm up laps. The car must have been very close to its top speed of 198mph when approaching the "hunaudieres"'s bump, a particularly tricky bit. Cars were usually going slightly airborne at the time and with all four wheels off the ground, the only way to avoid disaster was to tap the brakes to point down the nose and partially lift off the throttle, trying to maintain the perfect speed at the rear wheels for the contact with the tarmac. Casner might have lifted off completely, according to Maurice Trintignant, but he will never be able to tell his side of the story. The car barrel rolled out of the track taking two trees with it. It was the horrible end for car and driver. Its engine would have been recovered and fitted to a mid engined prototype, the Maserati Tipo 154 (or Tipo 65) and tried again, in less than a month at 24 Heures. But Jo Siffert crashed it in the effort of keeping up with the Fords and it was the very end of Maserati at Le Mans.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKV45LfKhfXjXTrac4bu4ApdkLCib9FPz4rDEeTA9DLqb6zy59Wd9ox99nBV2YTHx4-Z1L0BomSEXUjK8Hwzw97XO6kSwr-d4aLJyjDgVdIc3A19j0VU6TeqqWK_JjcpxJ63hGG8C0jbY/s1600/Tipo-151_3.jpeg" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="271" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhKV45LfKhfXjXTrac4bu4ApdkLCib9FPz4rDEeTA9DLqb6zy59Wd9ox99nBV2YTHx4-Z1L0BomSEXUjK8Hwzw97XO6kSwr-d4aLJyjDgVdIc3A19j0VU6TeqqWK_JjcpxJ63hGG8C0jbY/s400/Tipo-151_3.jpeg" width="400" /></a></div>
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The 151 project always had it an yet never stood a chance, a great design that didn't benefit from the necessary testing but still developed effortlessly. Only a handful of chassis were ever created and we owe much of this story to Johnny Simone, who ordered .002. Two more sister cars were sent to Briggs Cunningham in the USA where they would have been raced much more often than the European counterpart. Changes in regulations stopped and restarted the development of the engine that started as 4 liter V8 and would raise to 5 liter with a development up to 5.2. But it wasn't a good time for Maserati that didn't have money to invest in proper development even after having graced the world in the fifties with the 450 and the notorious Tipo 61 birdcage.</div>
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The 151 would be competing Le Mans in '62, '63, '64 and for the last fatal time at the testing in '65. They always stood a chance and quite often had the honour of leading the race. But lack of testing and factory development would curse the car. Gearbox failure, electrical failure, stuck throttle, alternator, battery and brakes showed up in one race or another, but the worse problem was possibly the useless De Dion suspension that was causing the internal rear wheel to toe in, literally eating the tires. The car would have to live with this issue until the winter of '63/'64 when one of the last upgrades turn the 151/1 into the 151/3. The car would receive extended track and wheelbase and a diet that took the weight from 975 to 940kg. The upgraded 5.0 V8 with its excess of 430 bhp and the new Drogo body would have been good enough to grasp 200mph (198 recorded). This last development is the shape in the pictures on top of this post. The amazing line gently wraps the front arches so tight that they would have to be hammered away in the pits. The extreme rear Kamm offered space only for a small vertical rear window. The scrutineers wouldn't like that during '64 test day and this would have to be enlarged with a flat, almost horizontal, roof window. These are just some examples of how little testing the car received and there's plenty more, like when one of the "American" sister cars had to be raced without doors for the extreme heat in the cabin (finishing second overall) or like the hilarious start at the 1963 Le Mans Start.</div>
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I'll report this story in the words of Marc Sonnery:</div>
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<i>"Picture the bright and sunny scene of the 151's greatest moment: In front of the packed grandstands, André Simon is uncharacteristically hopeful and feels ready for the sprint to the cars. A pompous official drops the flag, and 49 drivers dash across the tarmac. Simon reaches the Maser, and...the door is stuck closed! Adrenaline spurting from his ears, Simon yanks again harder and the recalcitrant portal pops open and smacks him in the face as the rest of the field roars away! Nose bleeding, badly delayed, and hotter than a jalapeño, Simon finally blasts away, flooring it through Tertre Rouge and onto Mulsanne Straight."</i></div>
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I've been looking for the story behing those underexposed pictures for a long long time, collecting bits and pieces and sometimes being side tracked. I finally found a comprehensive and satisfactory story in an old article that Sonnery wrote many years back. Please take some time and read it <a href="http://www.theautochannel.com/publications/magazines/sci/apr-may-97/maserati.frame" target="_blank">HERE</a>. It's typically very well written and maniacally researched.</div>
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The car remained as a wreck and without the engine for at least 15 years before Peter Kaus restored it and sourced a correct engine for it. Carrozzeria Allegretti also managed to savage the original body buck to recreate that amazing body. After some races the car was supposed to be resting at the Rosso Bianco museum in Aschaffenburg, Germany, so you can imagine my excitement in seeing the car at this year's Goodwood Revival driven by none less than Jochen Mass. Seeing and hearing the car at speed is a feeling I shall never forget. Find here a selection of the pictures I took and notice how low the car is in comparison with the Astons and SWB. Click to enlarge. </div>
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d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-60332338196301256762012-09-19T15:35:00.001-07:002013-01-03T02:07:59.702-08:00Ted Blake's 356 Restorations, Sacramento.<div dir="ltr" style="text-align: left;" trbidi="on">
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During my recent visit in the United States I've been lucky enough to stay few blocks away from Ted Blake's garage on 21st in Sacramento. I was a bit intimidated by the gorgeous array of cars always parked outside and the spotless look of the garage. I approached them asking if it was possible to take some pictures and found myself embraced by an incredibly warm welcome and endless competence. Ted Blake has been working on the brand for almost sixty years and focuses almost exclusively on 4 cylinder because "after 1965... we think they were not Porsche anymore". Six cylinders are complicated and not fun to tinker with.<br />
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I was welcomed by Carrera Panamericana veteran Paul Frame who literally dropped what he was doing and spent half an hour of his time going through each and every car and engine available in the garage. He also went to the extent of digging out two sets of photographs from his Panamericana's adventures in which, to my surprise, he was focussing mostly on how local people and kids were welcoming them rather than on racing stories. People like him are what classic car's enthusiasm is all about: passion for daring technology and history and other fellow enthusiasts alike. Him and Darrel Bailey compete regularly in the famous race with a 356A that they turned into a replica of the car driven by Salvador Lopez Chavez in 1953. The racer sports a livery of Chavez's notorious shoemaking company Canada based in Gadalajara. How appropriate is that?<br />
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Paul kindly showed me every corner of the workshop and uncovered all the "guests" describing all the little details and tiny differences between them. In the pictures you can see a couple of SC Coupe' and also a rare and beautiful Super 90 with sunroof. The cars were all in concourse condition, even those that were still being worked on.<br />
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The guys don't like funny upgrades too much and they seem all the more fascinated in preserving the incredible initial design. The only upgrade I could see in that moment in the shop was the cleverly concealed disc brakes instead of the original drums. Paul also showed me the ultimate treasure of the company: a cabinet stuffed with original switches, badges and all sorts of rare parts. "Ted has been savaging them since the fifties" says Paul, a consistency that sure saved a lot of restoration projects from frightening imperfection.<br />
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If you have a 356 in needs of attention you might try Ted's garage, but to put it in their own words... "we have 10 years worth of work to deal with" at the moment. If on the other hand, you're a young lad that wants to "go to 356 school" you might be lucky here. Young, talented and hard working mechanics are apparently more rare than old badges these days, and it sure will be a waste of incredible experience when Ted will decide to retire.<br />
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d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-73048254728867980222012-08-20T16:57:00.000-07:002012-08-20T16:59:53.044-07:00Crosley at Le Mans 1951<div dir="ltr" style="text-align: left;" trbidi="on">
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To most people Cobra is a snake, to some is an airplane and to most of my acquaintances is one of the most revolutionary and famous race cars ever made.</div>
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Not to me. Every time I hear the word cobra my lips curve in a tiny smile and I think of a tiny little car.</div>
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I think of the legendary Crosley CoBra engine (copper brazed) that helped United States' military efforts during the Second World War and that took them back to the race tracks right after it.</div>
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I have a person to blame for all this, Old Man Foster from Crosley Kook. He is also responsible for letting me understand that quite often the fans of small race cars can be the more honest, proud and welcoming of all the vintage racing system. This is all the more true with Crosleys, cars that always inspire smiles but also had to be respected on the race track. A funny mix.</div>
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When a stock Crosley Hotshot won the index of performance at the 6hrs of Sebring in december 1950 it created a lot of confused enthusiasm. ‘Index of Performance award’ calculates the best performance for vehicles completing the race based on engine size and distance covered. An inspiring mathematical logarithm.</div>
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Phil Stiles and George Schrafft were joking about how good it could have been to have a try at the Le Mans when the latter's wife said "why don't you let Crosley build you a car?" This was not very much possible so the two decided to go for it. But time was tight so they decided to try their luck sending two letters at the same time. One to France, to the Automobile Club de l'Ouest, asking for an official entry to the 24 Hours for Crosley, the other one to Crosley factory announcing that they had been invited to the race. It worked like a charm. </div>
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Crosley offered a Hotshot/Super Sport chassis and a very solid purposely upgraded 726 cc engine. They then went to Indianapolis to have a body created by Floyd Dryer who also took care of the upgrades on the suspensions. The body was shaped in one of the funniest creations I've ever seen, a practical toy car resembling an ancient two-man indianapolis type Duesenberg but with a midget nose. Oddly cute.</div>
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After an impressive array of adventures the delegation arrived in France and the car was promptly nicknamed "Le Biplace Torpedo". The team was composed of two drivers, one wife, one mechanic, few parts and few English men and an American soldier that came to watch but was promptly hired. The wife's support proved incredibly useful once again. Her dressing case would have been in fact scarified to carry the spares along.</div>
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The only last modifications were a bigger gas tank (helped by the Cunningh team) and more powerful lights, demanded after scrutiny. These proved to be too much for the stock alternator and a french unit was fitted. This condemned the little car's effort. The Crosley was performing incredibly well, lapping smoothly only in top gear (for the gearbox was stock and they had been warned not to use it as far as possible) when the generator started to show alarming signs. At the signal "lights on" the amperometer started to give alarm and they knew the only way to keep the charge up was to go full throttle all the way. Thing that they promptly did, creating funny situations like passing one of the quick Talbot powersliding in the "Esses". The passenger seat's cushion had been jumping up and down for the first two hours of racing and just when Stiles was making plans to throw it out of the car for good...fire broke out in the engine compartment. Using the cushion to deflect the smoke he managed to nurse the "torpedo" back to pits. The generator seized solid wrapping cables and whatever was close to it. Keeping up the Crosley spirit, decided to bypass the water pump and wizz for some extra laps. The crowd roared seeing the little car leaving the pits once more. Few laps later "Le Biplace Torpedo" was being parked on the side of the track. 40 laps of fun and glory.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibn5KhNh5wBrvv40dELsCMNracsCNxNUybTzaUspzAnxBD95M6zcLDsgSZcDhWaQd8yEiaw3NvAys1oJZkS6hMeldTrx2Ms63Qc7IbtfXwZ2TXonUuvFqmkeyWZwPiAYJBXL48vpw1Rkk/s1600/pb120109s.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="298" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibn5KhNh5wBrvv40dELsCMNracsCNxNUybTzaUspzAnxBD95M6zcLDsgSZcDhWaQd8yEiaw3NvAys1oJZkS6hMeldTrx2Ms63Qc7IbtfXwZ2TXonUuvFqmkeyWZwPiAYJBXL48vpw1Rkk/s400/pb120109s.jpeg" width="400" /></a></div>
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Was it the end of the trip? Nope. The car was fixed and took Stiles and his wife on a lovely driving holiday across the Alps. They also decided to go and watch the Alpine Rallye contestants pass by when they remembered they still had the number 59 from the Le Mans. In pure Crosley spirit they decided to sneak between cars and pretended to be part of the race until the next village. I wish I had a picture of the marshalls trying to understand why there were two number 59s at the end of the stage.</div>
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The car now belongs to John Aibel from the Crosley Club, after a chase that lasted the better part of 15 years. It's apparently regularly shown and raced, the only modification being a 4 speed FIAT transmission mounted by Schrafft back in the day and a much more recent and needed roll bar.</div>
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Will I see this car at the Crosley meeting in September? I sure hope I will.</div>
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d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com6tag:blogger.com,1999:blog-1421124672587577353.post-89405177739495661622012-08-13T15:35:00.000-07:002012-08-13T15:35:03.658-07:00Ferrari Chassis - #2053GT<div dir="ltr" style="text-align: left;" trbidi="on">
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It could be one of the most unlucky or one of the most useful chassis of all time, to me it's one of the most desirable ever.</div>
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#2053GT crashed hard during the 1964 500km of Spa, apparently for the last time. Judging by the only two pictures I could find Francis van Lysbeth was very lucky to get out of the car in one piece and to be racing again at the 1000km of the Nurburgring few weeks later. The team was Ecurie Francorchamps and it is legitimate to think all four cars (our 2053 GT and three GTO) were more than determined to obtain a good result. Only one will manage to finish the race, 250 GTO 4153GT in fifth position.</div>
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This was the second race alone for van Lysbeth on the #2053GT but the car had been reasonably busy all its life. It was in fact its second race for 1964 (2nd place best result) after 7 total races in 1963 in which it obtained a 3rd, a 4th and a 5th placement. 1962 was indeed the beginning of a new life for #2053GT after a nasty accident at the 1000km of the Nurburgring almost got it written off. At the time of the accident in fact the car was wearing already its second (possibly third) "dress" and it was to be changed yet again.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFBsH1FN-jdZotTFpD9JbvT7pRrFiufzBpU46LErrZPQO8J0GwxMPIC20MnTX5OKz6PWaOLTsPv_gPEQZaLFklGnL1YXlWX_T17CpTLEt5-TmmMRWbNqZmBRHsu8Gy96A7nAv7c54pp58/s1600/Drogo_Ferrari_250GT_SWB_2053GT_04.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="316" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjFBsH1FN-jdZotTFpD9JbvT7pRrFiufzBpU46LErrZPQO8J0GwxMPIC20MnTX5OKz6PWaOLTsPv_gPEQZaLFklGnL1YXlWX_T17CpTLEt5-TmmMRWbNqZmBRHsu8Gy96A7nAv7c54pp58/s400/Drogo_Ferrari_250GT_SWB_2053GT_04.jpeg" width="400" /></a></div>
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The car left the factory line in early 1960 as a 250SWB but it was retained by Ferrari as "muletto" or development car. Some were led to think that this very chassis was Enzo Ferrari's and subsequently Giotto Bizzarrini's personal car but in reality such car would have been #0523 GT. According to other sources it might have also been the mysterious "Anastasia" GTO development mule.</div>
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What most trustworthy Ferrari historians proved is that our car started as a Boano (hence the confusion with Bizzarrini's) and it was sold in early 1960 as SWB to Milan's Scuderia St. Ambroeus, to the name of Casimiro Toselli that raced it extensively and successfully the whole year before trading it back to the factory. As everybody knows 1961 is a pivotal year for Ferrari and the GTO development and not much is known about what happened during this time to #0523 GT. It's known that the car was by then silver with wide red longitudinal stripe and there's photographic evidence of it at the paddock of the 1961 Le Mans possibly taken there by works driver Willy Mairesse. By the end of the year Stirling Moss himself would test some experimental modifications at Monza (hence the theory about the car being "Anastasia" by then) until it was finally sold to Ecurie Francorchamps after being upgraded with 6 Weber 38 DCN carburetors.</div>
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The car raced 5 times in 1962, most notably with Jacques Swaters taking it to victory twice, until the fateful 1000km of the Nurburgring in may saw the car damaged almost beyond repair. </div>
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At the time it was common to use this kind of chances to give the remains to italian coachbuilders which then had the chance to give us some of the most amazing creatures we still admire today. I'm ever so thankful that this chance was given to Drogo.</div>
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Born in Vignale Monferrato, 45 minutes drive south of Turin, in 1936, Piero Drogo was a former racing driver that worked as a mechanic at Stanguellini after his family returned to Italy after having emigrated in Venezuela during the war. After having established his own Carrozzeria Sports Cars in Modena he started taking orders from private clients mostly arriving with Ferrari in need of a new body. This was a time very likely to be considered the true renaissance of motor car and is incredible to think that few blocks away there used to be coachbuilders such as Drogo, Neri & Bonacini and Scaglietti. Most of them creating these cars without ever making drawing of them. This sort of neighborhood also explains another common misconception, the creation of the notorious #2819 GT breadvan, created by "beaters" from Neri & Bonacini and not Drogo as usually stated.</div>
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On #0523 GT Drogo created one of the loudest and in my opinion most beautiful designs ever to dress a 250SWB. The signature pointy nose, the elongated figure and the tight fit of the body on the chassis creates an outrageous wave that gracefully and violently wraps the rear section of the car and the rear arches. </div>
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It sure is painful to see the pictures of the car violently smashes after rolling over and the canopy brutally removed to take van Lysbeth out of the car on that fateful 17th of May of 1964 at Spa.</div>
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It is not certain where #0523GT is now. Some say that it was rebodied as SWB but many support the theory that the car was never to be rebuilt again and it may still be somewhere in the Ecurie Francorchamps belongings. Unfortunately the value of a SWB these days makes the second theory quite unlikely but I do hope one day someone will return the car to its unique lines.</div>
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Many hours of research didn't give me any lead in finding the position of the car today, any suggestion or tip would be extremely appreciated.</div>
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d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com3tag:blogger.com,1999:blog-1421124672587577353.post-85566012067628601212012-08-10T15:28:00.000-07:002012-08-10T15:31:23.559-07:00Time for Auction!<div dir="ltr" style="text-align: left;" trbidi="on">
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This August is definitely a great month for Classic Cars Auctions. Some of the most amazing cars in history will go under the hammer and I sure regret not being able to witness in person the exciting last moments of ownership for those selling them.</div>
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The majestic and unique Manta Bizzarrini is set to trade hands in Pebble Beach at Gooding and Company's auction on the 18th and 19th. Very first design of the newly founded firm, the Manta arguably marks the appearance of the wedge style and "the seventies" in car design. Starting from the innovative frame of the Bizzarrini P538 the car seems to wipe out all the designs made before with an uncompromising 15 degree windshield, three seats with the driver in the central position and its outrageous color scheme. The estimate seats comfortably between 1.3 and 1.5 million dollars. I sure hope this car more luck than what happened to the even more revolutionary Lancia Stratos HF which missed the lower estimate shy of €200.000 last summer.</div>
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Find here some pictures I took some years back at the Goodwood Festival of Speed.</div>
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The Manta will be in great company, the catalogue also offers a striking 1962 Ferrari 400 Superamerica Coupe Aerodinamico ($1,750,000 - $2,500,000), 1957 Ferrari 500 TRC ($3,750,000 - $4,500,000) and three famous prototypes like the 1970 Monteverdi HAI 450 SS ($600,000 - $800,000), 1964 Ford GT40 ($5,000,000 - $7,000,000) and the 1957 Ferrari 250 GT LWB California Spider ($6,000,000 - $8,000,000).</div>
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My personal favourites probably being the 1955 Maserati A6G/2000 Berlinetta ($1,500,000 - $2,000,000) and the almost perfect 1959 Lancia Flaminia Sport ($375,000 - $450,000).</div>
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Click <a href="http://www.goodingco.com/auction/2861" target="_blank">HERE</a> to take a look at the whole catalogue.</div>
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If you were impressed by the offer of Gooding and Company then you should not be disappointed by RM Auctions, except for the fact that they are offering two Auctions this month alone! On the 17th and 18th in Monterey they will offer a frankly striking array of vehicles. It is very hard for me not to publish here most of the catalogue. One of the pure gems is the 1955 Ferrari 410s Berlinetta, the beauty and the beast itself. A car rarely seen in meetings and events and one of the most beautiful shapes ever conceived by Scaglietti.</div>
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Also in the catalogue no less than 3 true everlasting icons of car racing history such as the 1971 Porsche 917/10 Spyder Can-Am ($2,900,000-$3,500,000), the "Icon" itself 1968 Ford GT40 Gulf/Mirage Lightweight that also served as camera car in the legendary "Le Mans" movie and the 1987 Porsche 962 IMSA Camel GT ($1,200,000-$1,600,000).</div>
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Porsche is also well represented by the 1981 Porsche 935 JLP-3 IMSA ($1,300,000-$1,800,000) and no less that the actual factory works prototype of the 1963 Porsche 904/6 Carrera GTS ($1,800,000-$2,200,000).</div>
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Last but not least there's the novelty of Virgil Exner's 1960 Plymouth XNR concept car. Admittedly not one of my favourite cars. I find its shapes too "cartoonesque" for my tastes. But then again... how often does it happen to see such a famous unique car trading hands?</div>
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Find here some of the videos RM produced to present this particular auction.</div>
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<iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/0GVhEDI7KRY?feature=player_embedded' frameborder='0'></iframe><iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/RhPFGW5sn9Y?feature=player_embedded' frameborder='0'></iframe><iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/MfnoTY12wwI?feature=player_embedded' frameborder='0'></iframe></div>
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It's common for these auction houses to offer for sale such incredible vehicles and to reach equally incredible bids. That's why the real surprise of the month is RM's auction in Denmark, presenting the Aalholm collection on the 12th of August featuring more than 175 motor cars, formerly part of the Automobil Museum. All lots will be presented without reserve and in my opinion, at very conservative estimates. Possibly because most of the cars are not restored to RM's incredible usual level or possibly in an attempt to try and attract a wider audience. Whatever the reason, there will sure be some nice bidding action and some smiley faces at the end of the day.</div>
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The museum's offer stretches from a 1958 Trojan Cabin Scooter with a high estimate at £740.31 (really??) to an uber cool 1926 Citroën Kegresse Half-Track that is expected to go for as little as £2,300.</div>
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The queen of the auction in my opinion will be the 1954 Arnott Sports, Arnott's only Lea Francis (push-rod - twin cams high in block) powered Sports from a production of seven cars. Miss Daphne Arnott founded the make in London in 1951 and produced cars for roughly 6 years. It was a brave attempt and she also managed to put a car on the grid of the 1955 and '57 Le Mans 24 Heures, where it was stopped by technical failures. This is truly a nice piece of car and the estimate of 2,300 to 3,900 GBP is to my eye, hard to believe.</div>
Go to RM's <a href="http://www.rmauctions.com/" target="_blank">website</a> for all the info you may need and don't forget to subscribe to their <a href="http://twitter.com/rmauctions" target="_blank">twitter account</a> for a live feed of the auctions!</div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-82742119009119810652012-08-05T11:08:00.001-07:002012-08-05T11:08:38.325-07:00Italdesign Aztec on Ebay!<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiME0uVALvsfbTp4mVnlzal_dONltk0EjYjBm-7B8QHCqki8lD72aOqBeu-4oYG-nGjx0XYTRyJ1TUfgj9qjQW9ZPAwLXPTjdUxKEY3dPut2pPeV5Mt20NzJpAEiai_1D4glZrVmfJe3LY/s1600/ItalDesign_Aztec_rear_angle.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="280" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiME0uVALvsfbTp4mVnlzal_dONltk0EjYjBm-7B8QHCqki8lD72aOqBeu-4oYG-nGjx0XYTRyJ1TUfgj9qjQW9ZPAwLXPTjdUxKEY3dPut2pPeV5Mt20NzJpAEiai_1D4glZrVmfJe3LY/s400/ItalDesign_Aztec_rear_angle.jpeg" width="400" /></a></div>
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I remember seeing the Aztec at the Turin Motor Show back in 1988. Admittedly I've never been a big fan of its shapes but I've always seen it as a statement more than a work of art. </div>
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Designed to celebrate the 20th Anniversary of Giugiaro house (then Italdesign), the design is a modular base for three different coach styles being Asgard, Aspid and Aztec, respectively a people carrier, a sort of shooting brake and an innovative barchetta.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgfM7hzjFZCGYt4e7Z7fVDrGqHgSuIvhV279VD7sMwAKsQ5fpmHXoYZ-i8Vs8cF0zhsrzjOpIBzKvhumOwpbCKjJqe8fSgRTVIvbH83WgACtC8tYDIN-wm80tbZCUciq_-wn30d2VSD4w8/s1600/1988_Italdesign_Aztec_Spider_Aspid_Coupe_Asgard_MiniVan.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="311" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgfM7hzjFZCGYt4e7Z7fVDrGqHgSuIvhV279VD7sMwAKsQ5fpmHXoYZ-i8Vs8cF0zhsrzjOpIBzKvhumOwpbCKjJqe8fSgRTVIvbH83WgACtC8tYDIN-wm80tbZCUciq_-wn30d2VSD4w8/s400/1988_Italdesign_Aztec_Spider_Aspid_Coupe_Asgard_MiniVan.jpeg" width="400" /></a></div>
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Sketches demonstrate that the designer has been fantasising about a dual cockpit barchetta since the late fifties but only managed to finally materialise his view in this daring vehicle. Two streamlined open canopies wrap around driver and passenger that can communicate via a headset and microphone. This is only one of the gizmos that were included in the design, most notably some futuristic control panels on the flares that should have controlled various services via three digit codes. For the power unit they opted for the rally and pikes peak champion Audi 5 cylinder spiced up by a turbo, connected to the notorious Lancia Delta Integrale 4WD distribution. The car was supposed to be only a stepstone but Japanese firm Compakt decided to start a production line for 250 cars. It is unclear how many were actually produced, some say 50, some 25 and some others only 18. All the gizmos were dropped with the exception of the inboard communication system but very few details were changed from the original prototypes, most notably the tail lights.</div>
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The first production car performed some demonstrative laps at the 1992 Monaco Grand Prix and featured in an Industrial design exhibition at the Musée Georges Pompidou in Paris.</div>
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I have to admit it did hurt to find one in such bad state for sale on Ebay. This car was allegedly found in very poor state in a barn with the engine seized. I don't understand the choice of upgrading the engine from the 2.2 Turbo to a newer 3.7 for this will seriously affect the originality of the vehicle and sure I hope the new owner will return the paint to the original silver. On the bright side the sale includes the original moulds for the fiberglass body panels, supporting the thesis that this chassis numbered 18 is actually the last ever made. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixEyE4T6WArtmpr9xnZRw4vv4Wkq2gJU2z0uQgts0xDGqYkyvOeMvlL9EZkhPWl8MepennrdhKBgvWh4s7h2Y6wGDzXAkRzHa3X7r_thvUwv548EEobxa8fjCxNQ4n_8G6YU8Qh9EP7js/s1600/aztec+1.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEixEyE4T6WArtmpr9xnZRw4vv4Wkq2gJU2z0uQgts0xDGqYkyvOeMvlL9EZkhPWl8MepennrdhKBgvWh4s7h2Y6wGDzXAkRzHa3X7r_thvUwv548EEobxa8fjCxNQ4n_8G6YU8Qh9EP7js/s400/aztec+1.png" width="400" /></a></div>
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The price tag when new was a whopping £750.000 and apparently a good example traded hands in the past years for £250.000. Coy's estimate for an almost complete un-numbered and incomplete black Aztec in 2010 was €45000 - €55000. The auction starts at £15.000 and I hope to see some bidding auction to discover where the reserve has been placed. </div>
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Click <a href="http://www.ebay.co.uk/itm/300752092517?ssPageName=STRK:MEWAX:IT&_trksid=p3984.m1438.l2649#ht_1770wt_1349" target="_blank">HERE</a> to follow the Auction.</div>
</div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-40154609916333034002012-08-01T16:16:00.000-07:002012-08-01T16:16:51.699-07:00Size Matters #2<div dir="ltr" style="text-align: left;" trbidi="on">
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<br /></div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-72855511576701752452012-07-27T17:48:00.002-07:002012-07-27T17:48:54.776-07:00A quick trip in some Lancia rally cars<div dir="ltr" style="text-align: left;" trbidi="on">
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Pirelli decided to present his new line of tires for performance classic cars in the best possible way, ever.</div>
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Select some journalists and put them in the navigator seats of some of the greatest Lancia ever made with some of the best drivers of the day at the wheel.</div>
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Watch Chris harris from DRIVE's youtube channel having what is his words is <i>"the best day of my working life".</i></div>
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Priceless.</div>
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<br /></div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com1tag:blogger.com,1999:blog-1421124672587577353.post-15798998542083262912012-07-22T09:50:00.000-07:002012-07-22T09:50:48.033-07:00Size Matters #1<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzuyU9O2Gg-ZSj4M2boVhKKFdi13jCIaHX4kLylwmfGgC0C1jL0BQQtkQ5ysV8XTyqcEaj3lAj7XmCiioEetmow1p616VuF63bt1MvLmz1VFxlDr_g2xXe33BnQHj6EkgotzPTRLRZ6Ys/s1600/IMG_5741+copy.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="297" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhzuyU9O2Gg-ZSj4M2boVhKKFdi13jCIaHX4kLylwmfGgC0C1jL0BQQtkQ5ysV8XTyqcEaj3lAj7XmCiioEetmow1p616VuF63bt1MvLmz1VFxlDr_g2xXe33BnQHj6EkgotzPTRLRZ6Ys/s400/IMG_5741+copy.jpg" width="400" /></a></div>
<br /></div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-19745218081533296892012-07-20T08:40:00.003-07:002012-07-20T08:40:49.530-07:00Iphone App: Giugiaro Timeline<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhjjTjTSOHF0-1czYnp4StGT9QDEqPTWKkrha9Bo76O7qASWQ4Om5AjBG7e4bkneGKRc_7yrmvvNl_60NRB5yVjfrh5A77P6Gjgmq_WJeEWN4_rtEfg6hGFYu3WLGx446C4Ru_q0L9lh08/s1600/photo+3.PNG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="266" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhjjTjTSOHF0-1czYnp4StGT9QDEqPTWKkrha9Bo76O7qASWQ4Om5AjBG7e4bkneGKRc_7yrmvvNl_60NRB5yVjfrh5A77P6Gjgmq_WJeEWN4_rtEfg6hGFYu3WLGx446C4Ru_q0L9lh08/s400/photo+3.PNG" width="400" /></a></div>
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Some time ago I discovered that Giugiaro created an application for Iphone. It's a stylish timeline of the history of the company since foundation in 1968 giving a little description and pictures for many of the designs and is free to download. As you would imagine it's far from being a complete archive of the all the projects but it has some very nice and rare sketches and shots.</div>
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I'm not sure this was a very good idea because it is ever so clear how things have gone bad stylistically and also how the brand became more interested in industrial design that in coachworks. The very last project, named Giugiaro Brivido is in my opinion particularly useless and hideous at the same time. It's a far cry from the Bizzarrini Manta it all started with.</div>
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Here following there's a little collection of some good shots of the app, that in my opinion is definitely worth downloading <a href="http://itunes.apple.com/gb/app/giugiaro-timeline/id421117974?mt=8" target="_blank">HERE</a>.</div>
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A little trivia: Do you know or can you guess what is the last picture about?</div>
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</div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com2tag:blogger.com,1999:blog-1421124672587577353.post-18771129549860885272012-07-18T16:41:00.001-07:002012-07-18T16:51:51.089-07:00The L&M Porsche Can-Am Champion by Stephen Cox<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhf3ltkjFdGx9YkvsBo1EdvSPN3ZxrVzgQUefAIM9xVUSpDACAd7Q3PccteR6E0h4KCzz-CYg0NugY75ZaYeFe7zw6K5WUmIy7yVE-0RvOzI8AJ3zCTjplgcS2d84c4mAuGuxzdSIhl-Lw/s1600/Screen+shot+2012-07-19+at+00.07.20.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="308" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhf3ltkjFdGx9YkvsBo1EdvSPN3ZxrVzgQUefAIM9xVUSpDACAd7Q3PccteR6E0h4KCzz-CYg0NugY75ZaYeFe7zw6K5WUmIy7yVE-0RvOzI8AJ3zCTjplgcS2d84c4mAuGuxzdSIhl-Lw/s400/Screen+shot+2012-07-19+at+00.07.20.png" width="400" /></a></div>
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It doesn't happen often that a beautiful book is being published for free. This is exactly what happened with Stephen Cox's monograph about the famous L&M Porsche Can-Am that represents the ultimate brutal racer of all times. It took over 1000 bhp for Porsche+Audi 917/10 of George Follmer and Penske to win the 1972 Can-Am Championship ahead of the McLaren team and the story behind it is beautifully told in this book. This very car is possibly the pinnacle of unlimited sport racer of all times and is nice to see such effort to present the car ahead of the auction at Mecum Monterey, August 16-18. It is indeed worth reading till the last page and the pictures are worth your best coffee table book.<br />
Please click <a href="http://issuu.com/mecumauction/docs/porschecanam?mode=window" target="_blank">HERE</a> to enjoy.</div>
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</div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-82254621649717912602012-07-12T10:08:00.006-07:002012-07-12T10:08:55.999-07:001961 Jaguar Mk X<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgtsCJWlbMYk_IyMmuTQwexQFGjCYLudv0VwdERya79PEQd5GxaS90BfqLLEzZV2-OnTFBjFUInHSp_1QwfhVF77mDYrpTuxIAt39o7IMx0aI14hxVbKrKADQ3bE1CBIXA4hlWbHkkNumo/s1600/1961+jaguar+mk+x+engine.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="307" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgtsCJWlbMYk_IyMmuTQwexQFGjCYLudv0VwdERya79PEQd5GxaS90BfqLLEzZV2-OnTFBjFUInHSp_1QwfhVF77mDYrpTuxIAt39o7IMx0aI14hxVbKrKADQ3bE1CBIXA4hlWbHkkNumo/s400/1961+jaguar+mk+x+engine.jpeg" width="400" /></a></div>
<br /></div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-45619372216332923992012-07-03T02:22:00.002-07:002012-07-03T02:25:46.806-07:00R.I.P. - Sergio Sergio Pininfarina 1926/2012<div dir="ltr" style="text-align: left;" trbidi="on">
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It has been a harsh for classic cars fanatics lately, but I guess demographics was supposed to take its toll sooner or later.</div>
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After Sergio Scaglietti Carrol Shelby and others, </div>
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yesterday night we lost Sergio Pininfarina at the age of 86.</div>
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Addio Sergio, grazie per tutti i sogni che ci hai regalato.</div>
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Sergio Pininfarina</div>
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Turin 8 September 1926 / 3 July 2012</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5pvkIITsWAEaftW998yhl9Jg2z8Vk6SgZY3rarQnk0qBjQ6ws7bEMbQnGF3O0qXvz55040eJZ4wd2BPeVDdkhvYMxK190liPMifUoofsOob_AA-qh_6ZxRpLsUDcCTMv2HB1vugLDIE8/s1600/Pinin+and+Sergio.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="327" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5pvkIITsWAEaftW998yhl9Jg2z8Vk6SgZY3rarQnk0qBjQ6ws7bEMbQnGF3O0qXvz55040eJZ4wd2BPeVDdkhvYMxK190liPMifUoofsOob_AA-qh_6ZxRpLsUDcCTMv2HB1vugLDIE8/s400/Pinin+and+Sergio.jpg" width="400" /></a></div>
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</div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-6789502861901680892012-07-02T16:49:00.002-07:002013-03-10T07:24:23.466-07:00Six wheeler's Craze<div dir="ltr" style="text-align: left;" trbidi="on">
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Goodwood's Festival of Speed this year will be remembered for being the first ever gathering of all the six wheelers that ever managed to get on the books of Formula one and that ever will, for that matter. This is because the latest of the trio, the Williams FW08B, finally managed to convince FIA to ban this bizarre approach for good in 1983. This happened right after news about the car started to spread and the FW08B became yet another F1 car that would have never raced.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwOTbobUOQYj0z6ktbIHhlr-aI2jqKI_bGaLb34i-Vzd5Nq_loDB9MqB9yhRnJMZbogN5clbi_GgLRJMedKOM9MFTz8vpxlVvsHczN2Vjapiy4RkRa3UIMN5yl8T6-EEJW2YuNBcLmNnU/s1600/721e79a1-s.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" height="281" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgwOTbobUOQYj0z6ktbIHhlr-aI2jqKI_bGaLb34i-Vzd5Nq_loDB9MqB9yhRnJMZbogN5clbi_GgLRJMedKOM9MFTz8vpxlVvsHczN2Vjapiy4RkRa3UIMN5yl8T6-EEJW2YuNBcLmNnU/s400/721e79a1-s.png" width="400" /></a></div>
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<span style="text-align: justify;"><i><span style="font-size: x-small;">Williams FW08B</span></i></span></div>
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Williams decided that the best way to have a go at this idea was to put the extra two wheels at the very back of the car, adding an extra axle behind the rear wheels to help the car delivering power to the ground. This was March's approach in its 1977's 2-4-0, yet another car that didn't effectively make it to the race track. It sure was and enormous advertising success, getting two covers of Autosport magazine respectively in December '76 and February '77. All this just thanks to two testing days at Silverstone, only 14 miles away from March's workshop.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUDXb82-EMXNtNkwbfSctHHC-cTrM389HeYtPwgRhNRnoxLg5fvXQzjQxBRR5Cr2DvXhdUT4XDytoldRTw0OPOBXF83mzVgnnLcLpm_6xlBMnAg0BlcVHFvbS21-ZGtWUTBJQ7_fC_Bo8/s1600/March_sixwheeler_01.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" height="166" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgUDXb82-EMXNtNkwbfSctHHC-cTrM389HeYtPwgRhNRnoxLg5fvXQzjQxBRR5Cr2DvXhdUT4XDytoldRTw0OPOBXF83mzVgnnLcLpm_6xlBMnAg0BlcVHFvbS21-ZGtWUTBJQ7_fC_Bo8/s400/March_sixwheeler_01.jpeg" width="400" /></a></div>
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<span style="text-align: justify;"><span style="font-size: x-small;"><i>March 2-4-0</i></span></span></div>
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Everybody knows that Enzo Ferrari knew how to keep pressure on the media and it is hence unsurprising that Maranello had to have a shot at it. They decided to put two extra front wheels on the rear axle. The car was tested at Fiorano by Lauda and Reuteman, the latter would end up crashing the newborn 312T6 on the 12th lap of the second testing, the car burnt to the ground. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgp0Qyrxlmc83EEnKd-GCwVRreMDz2ClzuxrimgPpw4gdcpvPFTb0j63sBxePo_KX_oypUTjHV12LmNnbhQwEM5tj8yL4_ydhlDATsAUMZN1K-WiF8Inx5SzyMVXR0xN8-D4FK8DBnuwHQ/s1600/ferrari_312t6_front_02.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgp0Qyrxlmc83EEnKd-GCwVRreMDz2ClzuxrimgPpw4gdcpvPFTb0j63sBxePo_KX_oypUTjHV12LmNnbhQwEM5tj8yL4_ydhlDATsAUMZN1K-WiF8Inx5SzyMVXR0xN8-D4FK8DBnuwHQ/s400/ferrari_312t6_front_02.jpeg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrk3-G8TNjFO281LEf9gD82_t9vGO1pE28A0kqmeGks00Kx3nxzJsv2GhNJ7im-RmdiVMKJBFQyYTPMnG00rjxto48Qk3ZIZ-UL-l8LrSN2rg4uKqHbX0TJopR2mYjCoH4lw4qkZRA_48/s1600/1977ca10.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" height="215" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgrk3-G8TNjFO281LEf9gD82_t9vGO1pE28A0kqmeGks00Kx3nxzJsv2GhNJ7im-RmdiVMKJBFQyYTPMnG00rjxto48Qk3ZIZ-UL-l8LrSN2rg4uKqHbX0TJopR2mYjCoH4lw4qkZRA_48/s400/1977ca10.jpeg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXqSNdxSF1n5Fiwf3dwQZ7glJJYrg6MrGfdUpi6PgMun3DzGGSNq8aei0fbn4PY0EC08wSe47avtMCzl0kF7pOmwaMO8YUuYRyjoNu54IgKMcbZADF18ctcv3SYUQ3ygj177QE9PWh5Jw/s1600/ferrari_312t6_niki_02.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXqSNdxSF1n5Fiwf3dwQZ7glJJYrg6MrGfdUpi6PgMun3DzGGSNq8aei0fbn4PY0EC08wSe47avtMCzl0kF7pOmwaMO8YUuYRyjoNu54IgKMcbZADF18ctcv3SYUQ3ygj177QE9PWh5Jw/s400/ferrari_312t6_niki_02.jpeg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghXXjowXp8IP3UPV7X6ByYa32sEQvChkuKSjRKu87pAmkl_xSZnq-aJ3CvU-3VzlxJxoT5xR4_oQoWbi8_m6VCIBM0EsUqrQ_Z9NMrCI3PpW2mXpFd7DYDwaGUYSdzli2I148mqQ5Z7JM/s1600/t3.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="247" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEghXXjowXp8IP3UPV7X6ByYa32sEQvChkuKSjRKu87pAmkl_xSZnq-aJ3CvU-3VzlxJxoT5xR4_oQoWbi8_m6VCIBM0EsUqrQ_Z9NMrCI3PpW2mXpFd7DYDwaGUYSdzli2I148mqQ5Z7JM/s400/t3.jpg" width="400" /></a></div>
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<i><span style="font-size: x-small;">Ferrari 312 T6</span></i></div>
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The desired effect on the press didn't give enough satisfaction and italian magazines started to speculate on the picture of a mysterious car this time sporting 8 wheels, 4 in the front and 4 in the back. The car was immediately named the 312T8. Now look carefully at the extra wheels in the picture. Can you spot the hoax? Cunning.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLahOkzZWGGPzZiRrnOwrvCJEpncJVvQ7Mdl4j5HdwiAkDg9-qBbQlX3RxOdTjiqRf3LDDOiavsXkqOwWU5MztBgQFM7avc1X4HP3scKH3NWddbvmxojqevet0iVN3NuQ-wpBtLYvwt28/s1600/35309158.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" height="212" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLahOkzZWGGPzZiRrnOwrvCJEpncJVvQ7Mdl4j5HdwiAkDg9-qBbQlX3RxOdTjiqRf3LDDOiavsXkqOwWU5MztBgQFM7avc1X4HP3scKH3NWddbvmxojqevet0iVN3NuQ-wpBtLYvwt28/s400/35309158.jpeg" width="400" /></a></div>
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<i><span style="font-size: x-small;">The Mythological Ferrari 312 T8</span></i></div>
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Something similar was attributed to Lotus the year before when this picture appeared on a belgian magazine but the date was more than a giveaway. It was the 1st of April. I won't comment further about the following side shot taken the following year. It is pretty obvious what's going on there.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1SO8z9CY5m1QaXJ4Eu3GClS24DqOJwSFaej3ChcRCgQWREgEUeF-BWgYa6SeBVKxpNudOkqHDA1Q3jN6ZqVQfzMnGTgowClmow1_KJROmwh2AU_wnW4flQiEYOVLJSi9fHSyVRcuDi4U/s1600/1976lotus78sixwheelervg8-1.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg1SO8z9CY5m1QaXJ4Eu3GClS24DqOJwSFaej3ChcRCgQWREgEUeF-BWgYa6SeBVKxpNudOkqHDA1Q3jN6ZqVQfzMnGTgowClmow1_KJROmwh2AU_wnW4flQiEYOVLJSi9fHSyVRcuDi4U/s400/1976lotus78sixwheelervg8-1.jpeg" width="261" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOKfjuJJ-qYrWG65Z3n1Gsp5R1RKWAB4JIrYla4s33eQFo4Re-VXnwK1dEdDs4KtJR8ZJQg1qdfa65eIp_OM8P-paaa6zB7F5G1Ob_pHyNHmXOKw_05-x-tSZCgkOvh0T0m2qBcd9h5UA/s1600/Lotus+six+wheeler+77.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="125" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgOKfjuJJ-qYrWG65Z3n1Gsp5R1RKWAB4JIrYla4s33eQFo4Re-VXnwK1dEdDs4KtJR8ZJQg1qdfa65eIp_OM8P-paaa6zB7F5G1Ob_pHyNHmXOKw_05-x-tSZCgkOvh0T0m2qBcd9h5UA/s400/Lotus+six+wheeler+77.jpeg" width="400" /></a></div>
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<span style="font-size: x-small;"><i>Lotus' non existing six wheelers</i></span></div>
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It's interesting how the first ever six wheeler F1 car would have also been the only one to ever race and with with decent results too. The Tyrrell P34 in fact was the only one of the lot with four wheels at the front and raced in '76 and '77 counting 30 races 1 win, 1 pole and 3 fastest laps. This is obviously the most famous six wheeler ever and the story of this car is very easy to find everywhere, I see no point in talking about it here.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxl5hLUn1s8FdpnvQtAWD3g1lFFe9YJQot1ML-SQcI4x-RstsFA_Ga3gGz2sEWmh_vPLVkB2bfOAzLzorAjpQL7ZjaSYCAbXFRVQ5pd_VXbSAUtxiJp_BWLo8IUNprdrv9ANaeVD6R128/s1600/1977ronniepetersontyrrerm9.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="288" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxl5hLUn1s8FdpnvQtAWD3g1lFFe9YJQot1ML-SQcI4x-RstsFA_Ga3gGz2sEWmh_vPLVkB2bfOAzLzorAjpQL7ZjaSYCAbXFRVQ5pd_VXbSAUtxiJp_BWLo8IUNprdrv9ANaeVD6R128/s400/1977ronniepetersontyrrerm9.jpeg" width="400" /></a></div>
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<span style="font-size: x-small;"><i>Ronnie Peterson battling a Lotus in his Tyrrell P34</i></span><br />
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Other attempts outside F1?</div>
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March's and Williams layout was tried before by Pat Clancy on his "Special" in the 1948 and 1949 Indianapolis 500s. Clancy was a dirt track driver and owner of a little trucking company, you can start to understand where he got the idea. He built the car in his garage and he did manage to qualify in both attempts. Successful? Nope. 12th in '48 and DNF in '49. Whatever he was gaining in the straights was hopelessly lost in the curves in which the car was desperately trying to keep going straight.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjo0SZLaM_r2_TqjkMBBi465Q77KQ7RtJflZXEvwIc5B7z-J5p9q3qv8al497yBn1P-ipElt4UxJm1BL7Mw-XpUisa2D9Jp-EuW3jlO4V8g2pVPiYH3_sSCH4D0wUwti4HojikvV6aOfXU/s1600/SIA-OddsAgainst_lede.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="267" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjo0SZLaM_r2_TqjkMBBi465Q77KQ7RtJflZXEvwIc5B7z-J5p9q3qv8al497yBn1P-ipElt4UxJm1BL7Mw-XpUisa2D9Jp-EuW3jlO4V8g2pVPiYH3_sSCH4D0wUwti4HojikvV6aOfXU/s400/SIA-OddsAgainst_lede.jpeg" width="400" /></a></div>
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<span style="text-align: justify;"><span style="font-size: x-small;"><i>The Pat Clancy Special</i></span></span></div>
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Ferrari's "rear sandwich" has been used in many occasions across the twenties and thirties especially when lending GP cars to hill climbs, not at all unusual at the time. This picture shows an Auto Union Type C but I do remember seeing this solution on an ERA, a Frazer Nash and a Maserati even after WWII.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhAn1nkkVbC5p6YZJ4nFV8Y2GFw-583ov6AEePhX-cJFKQdYO_iW-dc4E75_n0IKFFISZI9eqOEgA8iv6dfA3wZ0bKAjHUoUBbpaAZVbhyphenhyphen7bSAAMLQTTit6ycAeE4BHPIHzoQaAgewkyQs/s1600/AutoUnionTypeC.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="260" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhAn1nkkVbC5p6YZJ4nFV8Y2GFw-583ov6AEePhX-cJFKQdYO_iW-dc4E75_n0IKFFISZI9eqOEgA8iv6dfA3wZ0bKAjHUoUBbpaAZVbhyphenhyphen7bSAAMLQTTit6ycAeE4BHPIHzoQaAgewkyQs/s400/AutoUnionTypeC.jpg" width="400" /></a></div>
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<span style="font-size: x-small;"><i>Auto Union Type C</i></span></div>
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The six wheels solution has been also studied in land speed record vehicles like the now lost 1937's Thunderbolt or 1939's stillborn Mercedes T80. Both cars became victims of the second world war. The Thunderbolt was in New Zealand for an exposition when the war exploded. It will be left in a barn for years until a fire burned the building to the ground. The vehicle probably scrapped like any other piece of metal.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiDLPgVvARJYK5J0byMDMkRmL1FSqxA2-LCAGeqXDrMjj4sLxH5Upr_6Pz3zkcZt7B7QAEzMstY3T9XDLvURZ5hudvJzPWAK18gy5Gv0CrLTN_AKyTOcnavvwQGckHHfRpESb386vDzOV8/s1600/thunderbolt.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: left;"><img border="0" height="253" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiDLPgVvARJYK5J0byMDMkRmL1FSqxA2-LCAGeqXDrMjj4sLxH5Upr_6Pz3zkcZt7B7QAEzMstY3T9XDLvURZ5hudvJzPWAK18gy5Gv0CrLTN_AKyTOcnavvwQGckHHfRpESb386vDzOV8/s400/thunderbolt.jpg" width="400" /></a></div>
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<span style="text-align: justify;"><span style="font-size: x-small;"><i>The Thunderbolt</i></span></span><br />
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Ferdinand Porsche designed the Mercedes T80 to be equipped with a 44.5 litre Daimler-Benz DB 603, an increased displacement derivative of the aircraft engine which powered the Messerschmitt Bf 109. With its skillful engineering, advanced aerodynamics and the engine's 3000 hp it was expected to reach a projected speed of 750 km/h (465 mph). War struck and it never ran a mile.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqQifjuxeGteE3TokN3sq5Rvtd_twrg6lARsYrm6u6jR2J1_Nd_JNPOoKLqJooO0XVsXEVXp7B7wyxafyH726BBLf3YoWZkPgMwJUqE3Dk6uPq5zSjgiXeC1foJUUCxVRUBj7C9Zb06uI/s1600/166.jpeg" imageanchor="1" style="background-color: white; margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" height="203" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhqQifjuxeGteE3TokN3sq5Rvtd_twrg6lARsYrm6u6jR2J1_Nd_JNPOoKLqJooO0XVsXEVXp7B7wyxafyH726BBLf3YoWZkPgMwJUqE3Dk6uPq5zSjgiXeC1foJUUCxVRUBj7C9Zb06uI/s400/166.jpeg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVx4uvHxVAFiAf-nKK_wpu9xiYFHomNN0mO_xD47qH2UJh6pSdVRM3r8fI9GDY7nbQiXRs8wf_NaXM3-kazfTbSVrcn0Knowr8-OGcq8KsGgpztN09pRa7LqNGXG3n1emvEWWQJ2TUOPk/s1600/175.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: justify;"><img border="0" height="246" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjVx4uvHxVAFiAf-nKK_wpu9xiYFHomNN0mO_xD47qH2UJh6pSdVRM3r8fI9GDY7nbQiXRs8wf_NaXM3-kazfTbSVrcn0Knowr8-OGcq8KsGgpztN09pRa7LqNGXG3n1emvEWWQJ2TUOPk/s400/175.jpeg" width="400" /></a></div>
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<span style="font-size: x-small;"><i>Mercedes T80</i></span></div>
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Funny enough the most recent attempt to my knowledge came from the World Rally Championship. In 1984 rear wheel driven Lancia 037 was struggling to defend its throne of world champion from the unstoppable rise of the unlimited and fearsome 4WD Group B cars. It did manage to tackle Audi's Quattro and Peugeot's 205 T16 for over a year but halfway into '85 the battle was obviously about to be lost forever. In a last attempt to try the unthinkable Lancia's engineers tested extensively a "rear sandwich" layout but as Peter Collins writes in his book about this fearsome car "they showed no vantage at all". The tires for this experiment were courtesy of Goodyear (not the usual Pirelli, also a main sponsor) and is is pretty clear that it was all a stunt in order to distract from the development of the 038, aka the Delta S4, that was being tested in great secrecy. They got to the extreme of painting the prototype in camouflage colours and have the test driver dressed in olive green too!</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2N1tWlS3BZNr27DlA26g90vop5opyhw4gdO70x-Br2M-vdAnROInB5IUFvLC-LLt7nwYphic8ovktvMttifosauS7rKIPGRhLUGIh0Pn6tJ_a1uQLcM1XEcECqNYgoiS42DyYsPP8d7A/s1600/sc01104dcc.tif" imageanchor="1" style="margin-left: 1em; margin-right: 1em; text-align: center;"><img border="0" height="256" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi2N1tWlS3BZNr27DlA26g90vop5opyhw4gdO70x-Br2M-vdAnROInB5IUFvLC-LLt7nwYphic8ovktvMttifosauS7rKIPGRhLUGIh0Pn6tJ_a1uQLcM1XEcECqNYgoiS42DyYsPP8d7A/s400/sc01104dcc.tif" width="400" /></a></div>
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<i style="font-size: small; text-align: justify;">Lancia 037 in 1985</i></div>
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So at the end of the day the only layout that proved any real benefit is Tyrrel's with its T34 and it is interesting to notice that no one ever tried to emulate it, being interested in the extra two wheels to create a stir rather than anything else, really.</div>
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Of course using this layout there's 2004's <a href="http://en.wikipedia.org/wiki/Covini_C6W" target="_blank">Covini C6W</a> but this car has no racing history and is in my opinion really really ugly. My apologies to Covini.</div>
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d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com2tag:blogger.com,1999:blog-1421124672587577353.post-22698929207329721302012-06-27T16:00:00.001-07:002012-06-27T16:29:29.451-07:00A Gentleman and a DB6<div dir="ltr" style="text-align: left;" trbidi="on">
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I've always thought that what makes classic cars such an enjoyable environment to be part of is some of the fantastic people that belongs to it. Mind you, it is unfortunately not always the case but when a great car is driven by a nice person the joy is exponentially bigger.</div>
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On my way home from work I spotted an astonishingly restored DB6 just out of the workshop peacefully resting on a driveway. This town is compulsive about strangers taking pictures outside the usual touristic spots and I know way too well how tricky it can be. I decided to take out my camera nevertheless and moreover I decided not to hide it when a distinguished gentleman came out of the front door and stepped towards the car. To my surprise he didn't get nervous and on the contrary he politely asked if I was done with the picture, he simply didn't want to ruin the shot. I told him straight away that I would have loved the picture to be in my blog minus the licence plate and he happily agreed. We then had a little conversation and I asked if it was a '66. To my surprise he answered "I guess you're right, I can't remember right now. We restored a couple of these, you know". A quick and friendly chat followed and I have to say he obviously didn't look like a mechanic. He didn't say more about who he was and why "they restored a couple of these" and I decided not to ask. We parted in a friendly matter and I left with a smile on my face. Three days later I'm still wondering who he was and I'm still happy I didn't ask.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgnJN8tys8IqvlTUDd2S-u_uGqk6CQySn2FKfvCWJ4_D_RNVPLBqcvDDRb4vMIttMDrAZwDXov0tfwGt63tUHhDAc3q_Ys5ke6Kcu7SLCFf6ToPr5nWFATJTR6GewLiQiSprdrX1UETx-4/s1600/aston.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="270" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgnJN8tys8IqvlTUDd2S-u_uGqk6CQySn2FKfvCWJ4_D_RNVPLBqcvDDRb4vMIttMDrAZwDXov0tfwGt63tUHhDAc3q_Ys5ke6Kcu7SLCFf6ToPr5nWFATJTR6GewLiQiSprdrX1UETx-4/s400/aston.jpg" width="400" /></a></div>
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</div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com0tag:blogger.com,1999:blog-1421124672587577353.post-32414568388726856172012-06-25T08:19:00.001-07:002012-06-25T08:20:02.355-07:00London in love with Alfa #2<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3vdjUO_26lLXu0NLoaH88aC0vTdA0LwK2wxi0_KE48fS7U-KTmNKYWLhA9cgVtZIQ9z8qR2ioFb5QwFpLXQ0-0ZQ1YQfsTsu3bQZkf3ylQ7L3sergYp4kAagz-oJxvj7Dk1x3b-qdSsg/s1600/photo.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="640" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh3vdjUO_26lLXu0NLoaH88aC0vTdA0LwK2wxi0_KE48fS7U-KTmNKYWLhA9cgVtZIQ9z8qR2ioFb5QwFpLXQ0-0ZQ1YQfsTsu3bQZkf3ylQ7L3sergYp4kAagz-oJxvj7Dk1x3b-qdSsg/s640/photo.JPG" width="425" /></a></div>
<br /></div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com1tag:blogger.com,1999:blog-1421124672587577353.post-87134091566400835732012-06-20T11:41:00.001-07:002012-06-20T11:41:49.514-07:00Back to the old bank<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj3ZUlwtXxp6R_Yhyphenhyphenq7_IGvTsQYeLudh8PLUn7glIgikMmDDddSiQ6j4dMd0Mfru6myR2_skW9aWACdvcPSfnXJdbsPp1_879zJLeAzN-BGB5-Dx-7uNdsnkZxABDJUPLThPmB1cP5cKc/s1600/29399204.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="298" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgj3ZUlwtXxp6R_Yhyphenhyphenq7_IGvTsQYeLudh8PLUn7glIgikMmDDddSiQ6j4dMd0Mfru6myR2_skW9aWACdvcPSfnXJdbsPp1_879zJLeAzN-BGB5-Dx-7uNdsnkZxABDJUPLThPmB1cP5cKc/s400/29399204.jpeg" width="400" /></a></div>
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Only few things are as exciting as classic cars to me and old abandoned racetracks are one of these. Audi and Red Bull seem to share my opinion in this regard and decided to take an <i>R8 LSM </i>to one of the oldest race tracks in Europe, in fact possibly the second ever made. </div>
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But the <i>Autódromo de Sitges-Terramar </i>is far from being legendary for the right reasons. The track was completed just in time to host the 1923 Spanish GP but none of the drivers or teams received any money since the builders didn't get payed for their work and decided to seize the ticket office and take all the money. As if that wasn't enough the drivers complained about the junctions between the scary 60 degrees bank and the straights being apparently not well connected. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiwRErZsFVQyLkhIZ3cl-S1b2Zva-0bYPkpElavN6yZVT-EM_Vjif2Wo7qJg693iHTwwVIICFXCQhJQrgpN6NZd3r6AlKMKaJ3flTDQyIIyc-wilmAV0H5r0VFc_fmqI7AlNiOaOZ70MY/s1600/Aut%2525C3%2525B3dromo-de-Terramar.jpeg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="257" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhiwRErZsFVQyLkhIZ3cl-S1b2Zva-0bYPkpElavN6yZVT-EM_Vjif2Wo7qJg693iHTwwVIICFXCQhJQrgpN6NZd3r6AlKMKaJ3flTDQyIIyc-wilmAV0H5r0VFc_fmqI7AlNiOaOZ70MY/s400/Aut%2525C3%2525B3dromo-de-Terramar.jpeg" width="400" /></a></div>
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This particular detail is ever so clear in the Red Bull video where some nice slow-mo underline the car trading the rough gap. I don't understand spanish too well but is pretty clear that the point of putting Carlos Sainz and Miguel Molina in the R8 is to beat the 45.8second lap record set by Louis Zborowski Miller in 1923. It is impressive to see that the record is improved only by three seconds with Sainz lowering the bar at 42.6.</div>
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The track might have had its troubles but the quality of the construction is incredible and the colossal banks look scarier than ever before. Enjoy.</div>
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</div>d a v i d ehttp://www.blogger.com/profile/05197644796960589868noreply@blogger.com1