Monthly Archives: September 2011

Two Time World Champ – Ferrari 500 #005

In 1951 there was a close fought contest for the World Drivers Championship between the Alfa Romeo drivers in old pre war 1.5 litre / 91.5 cui supercharged cars and Ferrari drivers in new 4.5 litre / 274.5 cui normally aspirated cars. Juan Manuel Fangio won the title but a run of three straight victories by Ferrari drivers González and Ascari was enough to convince Alfa Romeo that they could not hope to be so competitive with their old cars and so with no money to fund the building and development of new machines they quit Grand Prix racing as two time champions.

Alfa Romeo’s withdrawal left the FIA, organisers of World Championship Grand Prix Racing, with a shortage of entrants for the 1952 season only the up and coming Ferrari and brand new BRM team, who had built a beautiful sounding, but hideously complicated and unreliable 1.5 litre 91.5 cui supercharged V16 vehicle being prepared to enter events run to the existent formula one regulations.

The FIA decided that they would run the 1952 and 1953 World Championship for cars built to Formula 2 regulations with normally aspirated 2 litre / 122 cui engines while new formula one regulations would be introduced in 1954. Ferrari had all the bases covered for 1952 as he had coincidentally just instructed Aurelio Lamperdi to design a 4 cylinder 2 litre / 122 cui engine that was powerful and extremely efficient.

For 1952 Ferrari built six type ‘500’ Formula 2 Cars cars to compete in the World Championship and they won all of seven races into which they were entered missing the Indy 500, run to different regulations in which Alberto Ascari competed with a Ferrari 375.

On his return from the 1952 Indy 500 Alberto Ascari won the six remaining World Championship races with the car, seen here at Donington Park, on his way to capturing the 1952 World Championship. Ascari retained the title using the same chassis in 1953 with another 5 victories.

The Ferrari ‘500’ design is one of the most successful of all time only the McLaren MP4/4 which won 15 races out of 16 in 1988 as against 7 out of 8 eligible events in 1952 for the ‘500’ is statistically more successful, though it could be argued that since the Indy 500 was not run to the same regulations as the rest of the 1952 World Championship the Ferrari ‘500’ has a 100 % winning record for the 1952 season.

This particular #005 chassis won an unequalled 7 straight World Championship Grand Prix races from 1952 to 1953, and 9 straight world championship races entered again the 1953 Indy 500 counted as a World Championship Grand Prix in 1953, and is credited with a total of 11 World Championship Grand Prix wins in total. As the highly regarded Doug Nye says of chassis #005 “Possibly the most successful chassis in Grand Prix history.”

The 4 cylinder engine went on to have a hugely successful career in sports car racing when installed in the 500 Mondial and 500 Testa Rossa’s.

Thanks for joining me on this Ferrari Friday edition of ‘Gettin’ a lil’ psycho on tyres, I hope you will join me again tomorrow. Don’t forget to come back now !

The Hot One’s Even Hotter – 1956 Chevrolet Nomad

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At the travelling 1954 General Motors Motorama motor show, attended by 1.9 million visitors, Chevrolet displayed a Corvette based concept vehicle the Nomad a 2 door estate / station wagon among Head Stylist Harley Earl’s collection of ‘Dream Cars’.

In 1955 Chevrolet launched it’s second generation Bel Air models with the strap line ‘The Hot One’. The Bel Air range included the 2 door Nomad estate / station wagon.

The second generation Bel Air and the Nomad had a three year life cycle, knowing that if the car was to sell well in the second year of production the range had to look new for 1956, even if it was not, GM upgraded the Nomad saving no expenses on styling and tooling the exterior trim, including a fresh front bumper and new full width front grill.

The ’56 Chevrolet’s Bel Air range was marketed with the new strap line ‘The Hot One’s even hotter’.

Power for the Bel Air was provided by either a 4.3 litre / 265 cui or 4.6 litre / 283 cui V8, so far as I can tell this particular Nomad, seen at Shakespeare County Raceway, has a 5.7 litre / 347 cui V8.

Chrome trim levels on the humble Nomad were comparable to contemporary high end Cadillacs.

A feature introduced on the ’56 Nomad was the concealment of the filler for the petrol tank by the chrome tail light housing on the drivers side.

With $585 premium over the standard $2025 2-door Bel Air the Nomad was the most expensive vehicle in the Bel Air range.

Production numbers show that Estate Station Wagons were not top of the Bel Air demographics list of priorities in 1956, just 7,886 Nomads were built compared to 103,000 pillarless four door hard tops and 128, 000 base 2 door model Bel Airs.

Thanks for joining me on this Nomad edition of ‘Gettin’ a lil’ psycho on tyres’, I hope you’ll join me again tomorrow Ferrari Friday. Don’t forget to come back now !

Born In A Barn – Volvo 760 Turbo Intercooler

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While I was a Salesman and later Quality Controller at a Volvo dealership in South London, I took these photographs of a fully loaded top of the range 1987 760 Turbo Intercooler, complete with colour coded body upgrades, parked on Downnton Avenue in Streatham which served as the dealership car park for the myriad of vehicles we were not able to keep on site for want of space.

I was fascinated to learn that thanks to a bad case of lumbago Product Manager Hans Gustavsson arranged for the barn at his summer cottage to be converted to the 760 projects operational head quarters where Jans Wilsgaard drew many of the lines for the emergent new car while Hans directed the planning of the product from his stretcher.

Development of the 760 started in 1975 when thanks to the oil crises demands on what the new car should look like were changing almost daily.

Unlike the wind cheating designs of it’s many competitors including Rover 3500, Jans Wilsgaards design took it’s queues from various customer surgeries in the new cars intended market the USA. If the original 240 was brick like in it’s styling the 760’s styling is more like that of a breeze block rather like some of it’s contemporary down sized offerings from Cadillac and Chevrolet with a distinctive almost vertical rear window. The design caused outrage in some European automotive design circles because it flew in the face of received European wisdom of what designers were trying to achieve.

When the car was launched three engine’s were available 182 hp turbocharged 4 cylinder as seen here, 170 hp PRV (Peugeot, Renault, Volvo) V6 or 115 hp turbo straight 6 cylinder diesel. The 182hp version seen here was capable of reaching 60 mph from rest in under 8 seconds, not something that I experienced often driving around in London traffic where the average speed is 8 mph, but when ever I had the opportunity on the motorway I used to delight in the kick as the hefty Garret T3 turbocharger boosted performance under full throttle.

The range topping 760 models were in production at plants located in Kalmar Sweden, Halifax Canada and Ghent Belgium from 1982 to 1990 during which time 221,309 examples were built.

Thanks for joining me on this born in a barn edition of ‘Gettin’ a lil’ psycho on tyres’ I hope you will join me again tomorrow. Don’t forget to come back now !

1977 ECotY – Rover Vitesse

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There were not many four door executive vehicles that would look comfortable parked along side a Ferrari or Maserati in the 1970’s but the Rover SD1 powered by the familiar alloy Buick derived V8 and designed by David Bache is certainly one that could keep such company in any car park and not look out of place.

Thanks in part to a painfully slow process of rationalisation that was occurring at British Leyland during the early 1970’s involving many duplicitous departments and management within the nationalised organisation it took 54 months for the SD1 to move from drawing board to production.

David Bache was not in the least shy about his design influences incorporated into the SD1 including these indicator lights which are almost identical to those found on a Ferrari Daytona.

Built in a new purpose built £31 million factory in Solihull the SD1 was marketed as the Rover 3500 and launched in July 1976 to an ecstatic reception regarding the styling and performance, though the quality of some of the materials used and build were short of the market leaders particularly the emerging BMW brand. The deep front spoiler and BBS pattern wheels on this model signifies a later model in this case built in 1986.

The Vitesse badge hitherto associated with Triumph models belies the fact that the SD1 had technical and marketing input from the still separate and competing Triumph design and management offices. In late 1980 the Rover Vitesse, seen here at the Atwell Wilson Motor Museum, was introduced as the performance version of the Rover 3500 and the Vanden Plas the Luxury version that included leather seats.

While the styling of the SD1 was ahead of it’s time the rear suspension was actually a technological step back from the de Dion suspension used on the previous Rover P6 to a live rear axle, though this made the cars easier and cheaper to build the move did not compromise the handling, much praised in the contemporary press, in anyway.

Since British Leyland had so many competing brands in its range the 1977 European Car of the Year award winner was not the money spinner that it should have been because it was priced so as not to compete directly with the Jaguar XJ6 against which it was seen in an extremely favourable light.

Thanks for joining me on the 1977 European Car of the Year edition of ‘Gettin’ a lil psycho on tyres’, I hope you’ll join me again tomorrow when I’ll be looking at a fully loaded turbocharged competitor of the Rover SD1. Don’t forget to come back now !

Rare Breeds – Haynes International Motor Museum

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Last Sunday I made a ‘little’ detour to the Rare Breeds Car Show at the Haynes International Motor Museum on the way to the airport to pick up some friends.

Among the 70 odd vehicles on display were half a dozen Formula 500’s some 50’s (UK) Stock Car replica’s, for those in the US these are more like 1/4 mile paved and dirt Late Sportsman race cars than NASCARs Stock Cars, and a number of interesting vehicles one is unlikely on an average everyday commute.

Around 10,000 Austin 3 litre vehicles nicknamed ‘Land Lobsters’ were built between 1968 and 1971 which though well appointed were no competition for the similarly sized Triumphs, Rovers and Jaguars which would soon all become merged into the same nationalised British Leyland conglomerate. There are thought to be around 60 of these vehicles left and this one has been in the Stephen’s family since new.

Some of you may remember my blog on the wreck of a Bowden Super Two I wrote some months ago, this is an Austin 7 Hamblin Cadet with the smaller body that the Bowden Super Two bodywork was based on. At £34.10/- this was the cheapest bodywork on the market, it was made to fit pre war Austin 7’s. The owner of this car is the son of Sid Hamblin who founded the SE Hamblin company and personally built this car.

The Austin Mini Wildgoose RV has also featured on GALPOT before, this is a 1967 model with larger wraparound cabin windows and a tilting roof incorporating canvas sides, looks a little less like an airport control tower than the original. This particular vehicle has had the original 850 cc / 51.8 cui motor replaced with a 1275 cc / 77 cui unit and gearing to match so that it can easily cruise above the minimum motorway speed limit of 50 mph.

My Uncle in Germany had a DKW 1000S before he swapped it for a more versatile square back. These two stroke powered cars were relatively expensive in the UK so not many were in imported although Jim Clark made his racing debut driving a DKW before going on to win two World Championships and the Indy 500. This Left Hand Drive (LHD) model was imported from Sweden via Norway.

From 1933 – 1939 Ford commercial vehicles in the UK were badged Fordson. This Fordson 7V served as an auxiliary fire tender during World War 2. Because of it’s relatively powerful V8 motor 7V’s were much in demand for use as racing car transporters after hostilities ceased.

E691 is a replica of Nev Hughes 1935 Model 48 Ford raced, in 1955, built by Keith Barber. Current owner Roy Clarke rescued it in 2006 and it recently featured, as did several of the vehicles seen in the back ground in an advertisement for the Audi R8 V10 Spyder. It can be seen painted black with red stripes under the ‘B9’ at 1m 01 secs in this clip.

Also featured in an earlier post has been a GAZ M21 Volga, this 1962 model one of only two known to be in the UK is in considerably better condition than the one I featured on the former East German border in 2006.

Described as very difficult to drive this RHD Lafitte 5CV Cycle Car is positively bristling with innovative technology starting with an inverted Y 3 cylinder air cooled radial engine that tilts with a hand mechanism in order alter to the friction driven gear ratio. The Lafitte has way ahead of it’s time independent front suspension but no foot brakes ! This car has recently been certified as roadworthy for the first time since 1964 but the owner thought discretion was the better part of valour and brought this amazing device to the show on a trailer.

There seems to be a lot of interest in triking at the moment stimulating no doubt Morgan’s recent return to the manufacture of trikes. For those who cannot afford Morgan’s starting price their are plenty of alternatives. The front wheel drive Spirit Gordini M3 started life as two separate front wheel drive Renault 5 / Le Car models one ’79 tother ’85.

Another new manufacturer to me is Tornado apparently founded in 1957 in Rickmansworth, Hertfordshire by Bill Woodhouse and Tony Bullen. Amazingly this car had lain awaiting restoration when it’s owner passed aeay and thanks to the Faithorpe Sports Car Club it was passed on to Bill Woodhouse who did not know what to do with it until two gap year students the Hillier brothers took it upon themselves to rebuild the car in order to gain engineering experience under the guidance of the current owner and founder of the company Mr Woodhouse. The Talisman is one of 186 Ford powered examples made.

Finally my car of the day award goes to this Triumph Spitfire based Special made by Martin Harcourt using an English Wheel and alot of effort to make the polished aluminium panels on this unique single seater. When it’s complete Martin hopes to use his shiny special in sprints and hill climbs. I am sure he will have plenty of fun with it.

Thanks for joining me on this Rare Breeds edition of ‘Gettin’ a lil’ psycho on tyres’ I hope you will join me again tomorrow. Don’t forget to come back now !

Who Said A Spider Couldn’t Fly ? – Aston Martin DB2/4 Mark II Touring Spider AM/300/1161

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The Aston Martin DB2/4 launched in 1953 was a 2+2 hatchback based on the Aston Martin DB2 dating back to 1950.

In 1953 David Brown the owner of the marque sent several bare chassis to a variety of Italian styling houses and coach builders and presented the finished cars at the great motor shows of the day where orders were taken for limited production runs.

The Mark II DB4/2 was launched in 1956 with a 140 hp 3 litre / 183 cui straight six motor. Three of these new chassis were sent to Carrozzeria Touring to have flamboyant Spider bodies designed by Signor Formenti fitted.

Formenti’s design was a clean break from what had gone before with exceptionally clean lines for the period with unusual twin air scoops on the bonnet

and further air scoops ahead of the rear wheels.

Sales of the vehicle did not materialise as expected after the first car, seen here at the recent Silverstone Classic, was displayed at the 1956 Turin Motor Show and the second car had appeared at the Paris Motor Show.

After it’s launch in Italy this particular vehicle was acquired by Associated Newspapers in London who ran a competition in the Daily Express in which the winner who could best sum up the drophead would take it home.

Mr Alexander Smith, entry “Who Said A Spider Couldn’t Fly ?” was adjudged the winner, and took the, then left hand drive, car home.

AM/300/1161 remained in England and was converted to right hand drive while the two remaining examples were sold to customers in the United States where they remain to this day.

Although the first collaboration between Aston Martin and Carrozzeria Touring was not an immediate success the two companies worked together on a long line of vehicles that included the DB4/2’s successors the DB4, DB5 and DB6.

Thanks for joining me on this twin air scoop edition of ‘Gettin’ a lil’ psycho on tyres’, I hope you will join me again tomorrow. Don’t forget to come back now !

16 Blocks of Classics ! – Carmel by the sea Concours d’Elegnce 2011

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Here in the UK the Autumn is already closing in with days of rain. To cheer myself up with a hint of California sunshine I thought to share with you these fabulous photo’s from last month’s Carmel by the sea Concours d’Elegance kindly sent to me by Geoffrey Horton.

I understand for the day of the event sixteen blocks in central Carmel are closed down and given over to that part of the motoring fraternity that is fanatical about presenting their cars built between 1945 and 1989 in better than new condition. First up a Cadillac powered 1955 Allard J2R.

When I first started reading ‘Motor Sport‘ in 1973 the car to have in touring car racing was the 3.0 litre / 183 cui BMW CSL which in full works Group 2 specification with ‘batmobile’ rear wing fairly wiped the hitherto dominant Ford Capri off the top place on the winners rostrum of the European Touring Car Championship. A #55 Jaegermeister sponsored 3.0 CSL looking very much like the car in Geoffrey’s photo, but without the 1974 IMSA GTO spec vented flared wheel arches, driven by Derek Bell and Harald Ertl, won the RAC Tourist Trophy on the 23rd Sept 1973.

I have already posted a blog about the unique 1956 Ferrari 250 GT Boano Convertible, that was declared the winner of this years Carmel Concours, so with best wishes for the Birthday boy most of you know from his posts on this blog as Jr Cracker here is a Ferrari 250 GT Boano chassis 0553 GT which has gone through several colour changes and engine changes but after a twenty plus year gap now has it’s original motor safely re-installed. Last sold in January 2008 for US$ 975.000.

The 1957 Indy 500 was won by Sam Hanks in the Epperly Belond Exhaust Special, Jack Turner driving the #19 Bardahl Special a Kurtis 500G started 19th and came in 11th last man to complete the full 200 laps.

I believe this wonderful Lola T70 Mk 2 is the only car to have ever to have won a Can Am race powered by a Ford V8, a 302 cui motor fitted with Westlake heads, which Dan Gurney used to take honours in the second ever Can Am race at Bridgehampton in 1966. John Surtees won the 1966 Can Am series in a similar, but Chevrolet powered, Lola T70 Mk 2.

The vintage and history of this Morgan 4-4 is still a mystery to me but nice to see someone flying the motherlands flag in a swinging sixties style.

My thanks to Geoffrey for his wonderful photos, I hope you will join me in wishing the man behind GALPOT’s Ferrari Friday’s, Jr Cracker, a very Happy Birthday !

Thanks for joining me on this Jr Cracker birthday edition of ‘Gettin’ a lil’ psycho on tyres, I hope you will join me again tomorrow when I’ll be taking a close look at a rare Aston Martin by Touring. Don’t forget to come back now !

Gettin' A Li'l Psycho On Tyres

Art Tidesco blogs on all things motoring

Monthly Archives: September 2011

Two Time World Champ – Ferrari 500 #005

The Hot One’s Even Hotter – 1956 Chevrolet Nomad

Born In A Barn – Volvo 760 Turbo Intercooler

1977 ECotY – Rover Vitesse

Rare Breeds – Haynes International Motor Museum

Who Said A Spider Couldn’t Fly ? – Aston Martin DB2/4 Mark II Touring Spider AM/300/1161

16 Blocks of Classics ! – Carmel by the sea Concours d’Elegnce 2011