Monthly Archives: February 2014

Dreaming About Someone Else’s Car – Ferrari F138

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Since Alberto Ascari finished second driving a Ferrari on their debut in the second round of the World Drivers Championship in 1950 Ferrari have made 868 further championship Grand Prix starts, scored 207 championship Grand Prix pole positions, 221 championship Grand Prix victories contributed to 15 World Drivers Championships and won 16 Constructors championships, the latter first being introduced in 1958.

Ferrari F138, Massa, Young Diver Test, Silverstone

When Fernando Alonso seen below left Renault to sign up to replace Kimi Raikkönen at Ferrari for the 2010 season few could have imagined that four seasons later his tally of 11 wins, 2 poles and 8 fastest laps would not have added any further championships to Scuderia Ferrari’s unsurpassed tally.

Ferrari F138, Alonso, British Grand Prix P2, Silverstone

Such has been Ferrari’s technical disadvantage that despite being regularly hailed as the best driver on the Formula One circuit by pundits Fernando has managed three 2nd place finishes in the season end championship standings in 3 of the last four years.

Ferrari F138, Alonso, British Grand Prix P2, Silverstone

The 2013 season started quite well for the Spaniard with a second place to Raikkönen’s Lotus followed by wins in China and Spain interrupted only by a rare retirement in Malaysia, there after the best Fernando could manage was four second place finishes while his championship rival since 2010 Sebastian clocked no less than 11 victories out of 14 following the Spanish Grand Prix to claim his and Red Bulls 4th successive title.

Ferrari F138, Massa, Young Diver Test, Silverstone

So Fernando finished second in the 2013 points standings yet again and perhaps crucially for 2014 championship aspirations, let slip that for his 32nd Birthday he might like something other than a Ferrari.

Ferrari F138, Alonso, British Grand Prix P2, Silverstone

Fernando’s team mate Felipe Massa, seen driving the F138 during the Young Driver Test at Silverstone below, has been the Ferrari defacto No.2 driver since 2006 when he replaced Rubins Barrichello to drive alongside Michael Schumacher.

Ferrari F138, Massa, Young Diver Test, Silverstone

Felipe’s best shot at winning a World Drivers Championship came in 2008 when he comprehensively out drove his team mate and reigning 2007 World Champion Kimi Raikkönen in 2008 only to lose the championship by a songle point to Lewis Hamilton.

Ferrari F138, Massa, British Grand Prix P1, Silverstone

In 2009 Felipe’s season was cut short when a spring fell off his compatriot Ruben’s Barrichello’s Brawn and caught Felipe’s helmet. Lucky not to loose his eye, Felipe returned to Formula one the following season since when he has scored 3 podium finishes, 2 fastest laps and was ordered to hand over lead of the 2010 German Grand Prix to his team mate Alonso.

Ferrari F138, Alonso, British Grand Prix P2, Silverstone

Last season saw Felipe score a season high third place finish in the Spanish Grand Prix and finish 8th in the season end drivers championship standings having contributed to Ferrari’s third over all finish in the constructors championship.

Ferrari F138, Massa, Young Diver Test, Silverstone

Unsurprisingly Felipe was not retained for 2014 and he has found a new job at Williams where he will be team leader, Alonso meanwhile may yet rue the day he told a reporter that he would like “someone else’s car” for his 32nd Birthday as Ferrari President Luca di Montemozolo appears to have taken the humorous comment to heart and reemployed a very much in form Kimi Raikkönen, the same driver he sacked to take on Fernado Alonso in the first place.

Ferrari F138, Massa, Young Diver Test, Silverstone

Without question if the 2014 Ferrari F14T is even vaguely reliable the goings on at Maranello should be fascinating as the team comes to terms with having signed two drivers capable of taking points of each other and possibly letting a rival from another team win the drivers championship.

You can follow Ferrari through their website on this link, on their facebook page linked here and twitter feed linked here.

Thanks for joining me on this “Dreaming About Someone Else’s Car” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be starting a new series of Saturday blogs on Buckler cars. Don’t forget to come back now !

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Creature Comforts – Stutz Bearcat

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After building his first race car in five weeks in time for the 1911 Indy 500 where the car placed 11th behind cars with larger motors Harry C. Stutz renamed his Ideal Motor Company, founded in 1911, as the Stutz Motor Company and with the strap line “the car that made good in a day” in 1913.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Early Stutz Bearcats, first seen in 1914, were built like the successful Stutz “White Squadron” racers with twin bloc four cylinder Wisconsin Motor Company motors, and few creature comforts except essential lights and a tiny ‘monocle’ windscreen.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

In 1915 Harry Stutz built a motor of his own monoblock 4 cylinder design based on the 115hp 1914 Mercedes Grand Prix car motor with four valves per cylinder and dual ignition.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Two White Squadron Racers fitted with these motors came home 3rd and 4th in the Indy 500, despite many successes else where this result would remain the teams best performance and final appearance in the “The Greatest Spectacle in Racing”.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Turning all of his attention to the production of road cars Harry Stutz had a detuned version of his four cylinder motor fitted to the Series S Bearcats built in 1917.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

The new motor developed 80 hp and was good enough to power the Bearcat up to a respectable, for the period, 85 mph.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

1917 Bearcats like the one seen here also introduced a few creature comforts…

Stutz Bearcat, Classics at the Castle, Sherborne Castle

including a closed cockpit with ‘step over doors, a fold down full width windscreen and rudimentary fold away protection from inclement overhead weather.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Built on a 120 inch chassis and for the price of several Model T Fords it is thought that around 1,000 Bearcats were built from 1915 up until 1922.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Today’s featured car was imported from California by the present owner in 1991 and was restored by him with the period correct US market right hand drive.

Thanks for joining me on this “Creature Comforts” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be reviewing Ferrari’s 2013 Formula One season. Don’t forget to come back now !

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Promises Promises – Lotus Renault E21

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In four short years Toleman Motorsport rose from sponsor of drivers in junior categories to becoming Champion Formula 2 constructors and by the end of 1980 they made an ambitious move into Formula One with turbocharged 4 cylinder Hart motors from their premises in Whitney in Oxfordshire. Over the next five years Toleman struggled to qualify for races for two year and then struggled to finish races for a further two years but high lights including three podium finishes in 1984 with rookie Ayrton Senna driving and Teo Fabi’s pole position at the German Grand Prix in 1985 showed enough promise for 1985 sponsor Benetton to buy the team.

Lotus Renault E21, Raikkönnen, British Grand Prix P2, Silverstone

Under Benetton ownership the team from from Whitney raced for one season with BMW motors with which Gerhard Berger scored a single win in the Mexican Grand Prix before switching to Ford motors in a partnership which lasted until 1994 when Michael Schumacher won his first of two consecutive championships in 1994 despite two disqualifications and a highly contentious maneuver which eliminated his only championship rival in the season finale. By now the team had moved to premises in Enstone, Oxfordshire.

Lotus Renault E21, Grosjean, British Grand Prix P2, Silverstone

In 1995 Benetton secured a supply of Renault Motors with which Michael secured his second championship before moving to Ferrari. Benetton slipped from 1995 Constructors Champions into a graceful decline until 2001. A year earlier Renault bought Benetton out but refrained from renaming the team Renault until 2002 when their latest motor was fully competitive.

Lotus Renault E21, Prost, British Grand Prix P2, Silverstone

Under Renault’s ownership the team from Enstone won two drivers championships with Fernando Alonso in 2005 and 2006 breaking Michael Schumachers five year strangle hold on the championship. Renault also became only the second French constructor after Matra in 1969 to win the Constuctors Championship in 2005 and 2006. Alonso left for an ill feted spell with McLaren in 2007 but returned in 2008 for a two year spell during which the team could not match McLaren or Ferrari for top honors.

Lotus Renault E21, Grosjean, British Grand Prix P2, Silverstone

After a scandal involving race fixing allegations in 2009 Renault moved swiftly to divest itself of it’s interest in the Enstone team and the Luxembourg group Genii Capital became majority owners of the team which in 2011 was rebranded Lotus Renault GP. In 2012 the somewhat underfunded Lotus Renault GP Team pulled off a coup by bringing Kimi Raikkönen back to Formula one after an enforced sabbatical which had seen his place at Ferrari taken by Alonso in 2010. Raikkönen’s return netted a single win in 2012 for the team now known simply as Lotus F1 at the Abu Dhabi Grand Prix.

Lotus Renault E21, Prost, British Grand Prix P2, Silverstone

Last season promised much for Lotus F1 as Kimi Raikkönen took a comfortable win in the Australian Grand Prix and there was talk of a new backer being brought into the team. Kimi followed his win up with a string six second place finishes and until midway in the season looked to be a genuine contender for the title until the development of tyres decisively went to the advantage of Sebastian Vettel and Red Bull. By the seasons end the promising backer had all but disappeared and it emerged that Lotus F1 were struggling to pay Kimi his promised bonuses to the point where Kimi had a back operation and missed the last two races of the season consequently dropping from 3rd to 5th in the seasons standings secure in the knowledge that for 2014 he would be returning to Ferrari to partner Fernando Alonso the man who usurped him at the end of 2009 !

Lotus Renault E21, Raikkönnen, British Grand Prix P2, Silverstone

Lotus F1 who name their cars with an E for Enstone were among the last to confirm a drive train deal for 2014 and the last to show their 2014 contender will start the season with Kimi’s team mate Romain Grosjean and Venezuelan Williams refugee Pastor Maldonado sharing the driving duties. 4 time champion Alain Prost’s son Nicholas is seen driving the unnamed car in the 3rd and final photographs during the Young Driver Day at Silverstone last year.

You can follow the fortunes of Lotus F1 on their website linked here, on their facebook page linked here and on their twitter feed linked here.

Thanks for joining me on this “Promises, Promises” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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Racing For Life – Benz Prince Henry

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After his successes racing, Stern bicycles, a motorbike, Ford “No 999”, becoming the first man to drive a timed lap of 60 mph at Indianapolis State Fairgrounds in 1903 and building a reputation as a match racer Barney Oldfield went to New York and bought today’s featured Benz, of the type that won the Prinz Henry Car Trails in Europe, from the Broadway Benz Co. showroom floor in 1907.

Benz Prince Henry, Desert Classic Concours d'Elegance, Palm Springs

Barney and baseball star Ty Cobb are said to have driven this Benz in barnstorming events and it bears a plaque saying that it was timed at 115 mph.

Benz Prince Henry, Desert Classic Concours d'Elegance, Palm Springs

The 7.4 litre / 451 cui 4 cylinder motor featured a hemi head with four valves per cylinder and produced 100hp when new and is said to have produced 130hp with further tuning.

Benz Prince Henry, Desert Classic Concours d'Elegance, Palm Springs

In 1913 Barney Oldfield and his 1907 Benz stared in a 12 minuet silent Keystone production directed by Max Sennett called ‘Barney Oldfield’s Race For Life’ which featured a damsel in distress a steam train and the Keystone Cops operating a hand cart. A fuller synopsis of the film can be seen here.

Benz Prince Henry, Desert Classic Concours d'Elegance, Palm Springs

The Barney Oldfield was one of the earliest to drive cars carrying sponsorship Barney used the slug line ‘Tires are my only life insurance!’

My thanks to Geoffrey Horton who took these photo’s of the Benz at the Desert Classic Concours d’Elegance a couple of years ago.

Thanks for joining me on this “Race For Life” edition of “Gettin’ a li’l psycho on tyres” I hope you’ll be joining me again tomorrow when I’ll be looking at the Lotus Renault F1 team’s 2013 season. Don’t forget to come back now !

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Sturdy, Powerful and Foolproof – Porsche Diesel Junior AP 108

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Dr Ferdinand Porsche looked at agricultural applications of his products as early as 1914 when he used a military Austro Daimler vehicle to plough fields at the Austro Daimler works.

Porsche Diesel Junior AP108, Silverstone Classic, Siverstone

By 1937 Ferdinand had noted that “Tractors must have a low purchase price. Secondly, they must have low maintenance cost. Thirdly, they must be of universal application in agriculture. Sturdy, powerful and foolproof” in a list of criteria for an agricultural vehicle that was to become known as the ‘Volksschlepper’ for which many prototypes were built, but never went into production.

Porsche Diesel Junior AP108, Silverstone Classic, Siverstone

By the 1950’s Porsche had designed a range of four air cooled diesel powered tractors producing 14 – 50 hp with the advantage of all the motors being multiples of the basic 1 cylinder 14hp design meaning all the parts including cylinders, pistons and cylinder heads were interchangeable.

Porsche Diesel Junior AP108, Silverstone Classic, Siverstone

Porsche initially sold the production rights to a German Company called Allgaier who marketed their vehicles as Allgaier – System Porsches, and the Austrian manufacturer Hofherr Schrantz who’s products were marketed as Hofherr Schrantz – System Porsches.

Porsche Diesel Junior AP108, Silverstone Classic, Siverstone

Mannesmann AG bought the Allgaier – System Porsche rights in 1956 and converted the former Zepplin works at Fredrichshafen, Lake Konstanz in to a state of the art facility at which 20,000 units were manufactured in 1958. Production at the plant ceased in 1963 when the facility was turned over to the production of motors for military motors for use in NATO vehicles.

Porsche Diesel Junior AP108, Silverstone Classic, Siverstone

In part to meet the fool proof criteria and in part because the tractor operates most efficiently at constant revs a fluid transmission commissioned from Voith, based on their marine transmissions, for Porsche Diesel tractors, a feature well ahead of the development curve of other tractor manufacturers of the period.

Porsche Diesel Junior AP108, Silverstone Classic, Siverstone

Today’s 1958 Junior fitted with a single cylinder 822 cc / 50 cui 14hp motor is one of the 125,000 Porsche-Diesel tractors produced at the Mannesmann AG facility between 1956 and 1963, when an arrangement was reached with Renault to continue servicing them world wide.

Thanks for joining me on this “Sturdy, Powerful and Foolproof” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at an Edwardian competition car that was among the earliest to carry sponsorship. Don’t forget to come back now !

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Last Finest And Most Exciting – Bristol Fighter

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When I got up at some absolutely ungodly, dark and cold, hour last November to join some friends from the Bristol Pegasus Motor Club for a trip to the Classic Motor Show at the NEC in Birmingham the last thing I could have imagined was finding my self sitting at the wheel of a 210 mph car, the last Bristol ever built to boot, taking a selfie, a couple of hours later thanks to the generosity of owner Mr Gibbs that is exactly what happened.

Bristol Fighter, Classic Motor Show, NEC Birmingham

The Bristol Fighter was designed by Max Bostrom, regular GALPOT readers might remember another vehicle from his design portfolio the rumbling Aston Martin AMR 1 Group C Le Mans challenger. The design of the Fighter seems to center on it’s motor which is based on the 8 litre / 487 cui all aluminium Chrysler V10 as used in the Dodge Viper and Dodge Ram SRT-10 pick up.

Bristol Fighter, Classic Motor Show, NEC Birmingham

Fitted with Bristol’s own heads the motor was made available with 525 hp in normally aspirated base form, a 628 hp option was also available which with the effects of ram air when in motion is boosted to 660 hp, and if that was not was not enough in turbocharged from the motor produced 1012 hp to become the second most powerful motor ever offered by a manufacturer second only to the 1046 hp quoted for the SSC Aero.

Bristol Fighter, Classic Motor Show, NEC Birmingham

The standard transmission is a six speed manual and with all the torque from the V10, when Richard Porter tested one for evo magazine in in 2008 he found the motor would pull in sixth gear from as low as 30 mph. A 4 speed automatic was an option with performance being the same regardless of transmission meaning 60 mph could be reached from rest in a claimed 4 seconds with the 525 hp motor.

Bristol Fighter, Classic Motor Show, NEC Birmingham

Despite extensive use of aluminium and carbon fiber to save weight and keep the center of gravity than almost every weekend apart from a Ferrari Enzo the interior is completely civilised and decked with finest Wilton carpet over extra thick soundproofing underlays to provide a “perfect environment in which to enjoy the car’s astonishing performance.

Bristol Fighter, Classic Motor Show, NEC Birmingham

At 6′ tall I find many performance vehicles no go area’s, however the Bristol is different it was designed to accommodate individuals between 5′ and 6′ 7″. I can just picture my 5′ 2″ mother loving this car since she recently passed her Institute of Advanced Motorists test. Notice the swicth gear, finest military grade good enough to last the life of the car, just as well since a replacement switch would cost you £60 each in 2008.

Bristol Fighter, Classic Motor Show, NEC Birmingham

With all of that glass parking should be a piece of cake, no having to open the gull wing doors and getting a mate to talk you in as would be mandatory with some of Marchello Gandini or Pininfarina’s finest designs.

Bristol Fighter, Classic Motor Show, NEC Birmingham

As Bristol said “in a world where cars are styled first and tested for function afterwards the Fighter is again unique”. The 0.28 drag coefficient of the body is class leading, in part because this 210 mph car has no need of wings, Gurney flaps or even venturi because it was designed to set new aerodynamic standards not follow the crowd.

Bristol Fighter, Classic Motor Show, NEC Birmingham

Exact production numbers for the Fighter are hard to come by one source says sixteen Fighters were built while another suggests at least 46 may have been built. What is for sure is that today’s featured car was the last completed Bristol to leave the factory, the owner Mr Gibbs also tells me that one incomplete Fighter left the factory when it closed down in 2011.

In the advertising cody for the Fighter model Bristol claim that it is “Designed according according to engineering and aerodynamic principles, it is intended to represent the finest and most exciting way for two people to travel by road.” One day I’d like to put that to the test, meantime I’d like to thank Mr Gibbs for letting me try his Fighter, the very last complete Bristol to leave the factory, for size.

Now all I have to do is see if I can save my pennies fast than any one else before Mr Gibbs parts with it, did I mention this car which has never been registered is for sale ? It was and if you would like to purchase it get in touch and I’ll gladly pass the message on.

Thanks for joining me on this “Last Finest And Most Exciting” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. When I’ll be looking at a agricultural super vehicle. Don’t forget to come back now !

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Another Napkin Job – Ginetta G33

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By the mid 1980’s Ginetta were looking to return to their glory days of the G15 in terms of volume and they developed a mid engined vehicle known as the G32 and invested in type approval so that the car could be sold as a turn key model. The Walketts even sold out to a team led by Martin Phaff and Mike Modiri with Ivor Walkett remaining as Technical Director to secure the companies future in 1989.

Ginetta G.33, Beale, Gurston Down

The G32 was scheduled to be launched at the 1990 British International Motor Show at the NEC in Birmingham. A couple of months earlier Mark Warklett and Noel Palmer, a former TVR employee, were eating pizza in a restaurant when they hatched a plan to fit a ubiquitous all aluminium Rover 3.9 litre / 240 cui V8 developed from the 1960’s Buick 215 V8, into a 4 cylinder Ginetta G27, sketching out the idea on a napkin.

Ginetta G.33, Beale, Gurston Down

While preparing the G32 for it’s launch Ginetta managed to find the time to squeeze a Rover V8 into a G27 which became the prototype G33 that appeared next to the G32 on Ginetta’s stand at the 1990 International Motor Show. The Prototype G33 was tested by Tiff Needell on Top Gear and before they new what was happening Ginetta received a flood of enquiries about the G33 which could reach 60 mph from rest in 5 seconds and had a top speed of 150 mph from it’s standard Rover V8 which produced 205 hp.

Ginetta G.33, Beale, Gurston Down

To meet the unexpected demand Ginetta rushed the G33 into production with a steel space frame chassis and fibre glass body that was wider than the G27 to accommodate the V8. Not having the resources to get the car type approved the G33 was sold in virtually complete form, as was possible in those days, with instructions on how to finish the car off for the same price as a modest performance saloon/sedan.

Ginetta G.33, Beale, Gurston Down

It is thought 90 G33s were built, many with subtle differences due to the lack of time to develop the model properly, up until 1993 when the company had to be rescued from financial difficulties with insufficient resources to continue production of the G33. A prototype 4 cylinder Ford Cosworth powered example of the G33 was built but the car was stolen from the factory before it was developed.

Ginetta G.33, Gurston Down, Classic Motor Show, NEC, Birmingham,

To raise cash the rights to manufacture along with the G33 moulds were sold to a Swedish concern called Gin 1, pronounced Gin Ettain Swedish who manufactured the renamed G34 with a turbocharged 2 litre Volvo motor taken from the 900 Series.

Ginetta G.33, Gurston Down, Classic Motor Show, NEC, Birmingham,

16 Gin 1s were manufactured before they folded with the manufacturing rights and moulds returning to Ginetta who based their 1998 40th Anniversary G40 model on the G33. The #78 seen at Gurston Down is being driven by Graham Beale and according to the programme is fitted with a 1993 cc turbo charged motor, possibly a Ford YB RS Cosworth motor.

Thanks for joining me on this “Another Napkin Job” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at the very last complete car to leave the Bristol factory. Don’t forget to come back now !

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