Monthly Archives: March 2014

Identity Crisis What Identity Crisis ? – Maserati 250F #2522/16/23/26

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Welcome to the second edition of Maserati Monday, today’s featured Maserati 250F chassis #2522 was built as a works car for the 1956 season. So far so good, it was raced twice in Argentina at the beginning of the season by Stirling Moss carrying the older #2516 identity finishing a best 2nd in the second non championship race.

Back in Europe the #2522 appears to have been raced with it’s correct #2522 identity until August 1956. During this period Stirling won the Glover Trophy at Goodwood and followed that up with a win in the 1956 Monaco Grand Prix.

Cesare Perdisa was given #2522 to drive in Belgian Grand Prix, while Stirling Moss driving another 250F took an early lead in the race only to lose it to a slow starting Fangio driving a Ferrari on lap 5. On lap ten Moss lost a rear wheel and ended up running back to the pits where he took over #2522 from Cesare and went on to finish 3rd behind the two Ferrari of Collins and Paul Frère.

In the French Grand Prix Cesare and Stirling ended up sharing #2522 again finishing 5th. In the British Grand Prix Stirling drove #2522 to a solo 8th place finish and in Germany #2522 now driven by Umberto Maglioli retired with steering problems which reoccurred in the Italian Grand Prix after Maglioli had handed over #2522, now running with the #2523 identity, to Jean Behra.

Maserati 250F, HGPCA Test Day, Silverstone

Over the winter #2522 with the #2523 identity was fitted with a V12 motor in place of the original straight six, the car was run in practice in the non championship race at Siracusa and again by non other than El Maestro Fangio in the practice for the 1957 Monaco Grand Prix, but the V12 was never raced.

Argentinian all round sportsman Carlos Menditeguy drove #2522/16/23 refitted with a six cylinder motor in the non championship 1957 Grand Prix de Reims where he qualified 9th and retired with a gearbox issue. For the non championship GP di Pescara and championship 1957 Italian GP Fangio was assigned #2522/16/23 but he only drove it in practice.

On the 13th April 1958 Maria-Teresa de Filippis made her Formula one debut driving #2522/16/23 in the non championship GP di Siracusa and finished 5th, a month later she was not so lucky failing to qualify for the Monaco Grand Prix driving the same car. Carrol Shelby was the last person recorded as having driven #2522/16/23 in period he qualified 17th and retired after just 1 lap with handling issues and ended up taking over Masten Gregory’s 250F and recording a shared 4th place finish one lap down, a performance for which he was not awarded any world championship points. #2522/16/23 then passed into the hands of Scuderia Centro Sud.

Towards the end of 1958 chassis #2522/16/23 was given the identity it carries to this day namely #2526 and passed through the hands of Keith Campbell, Richard Bergel, Lord Angus Clydesdale, Earl of Strathmore, Bobby Bell and it’s current owner Peter Heuberger for whom the car is seen prepared in the pits at last years HGPCA Test day at Silverstone last year.

To keep you on your toes David McKinney records that the identity #2522 was also used for the original chassis #2507 now owned by Jose Albuquerque which as you know I looked at last week !

With thanks to David McKinney and his book Maserati 250F which was kindly lent to me by Tim Murray.

Thanks for joining me on this “Identity Crisis What Identity Crisis ?” edition of “Gettin’ a li’l psycho on tyres” I hope you’ll join me tomorrow when I’ll be looking at a vintage Bugatti. Don’t forget to come back now !

PS It is with great sadness that I have learned that David McKinney passed away a couple of weeks ago. It was my privilege to meet David on a couple of occasions and for GALPOT to have benefited from his knowledge which he never hesitated to share on many more going back to the blogs earliest days.

I am sure you will join me in sending sincerest condolences to Davids family and many friends. RIP David the man who knew “lots of things“.

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Son Of Lobster Claw – Trojan Cosworth T103 #T103/1

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After the successes of the 1973 Trojan T101 Formula 5000 car, particularly in the hands of Jody Schekter in the USA, the company Chairman Peter Agg asked Ron Tauranac to design an all new car for 1974 which would be suitable for F5000, the T102, and Formula 1, the T103 although the Chevy V8 in the former would not be able to be fitted as a fully stressed member as the Ford Cosworth DFV used to power the latter.

Trojan Cosworth T103, Silverstone Classic, Silverstone

Both the T102 and T103, seen above at last years Silverstone Classic, bore a strong resemblance to the Brabham BT34 Lobster Claw formula one car which Ron designed for the 1971 season.

Trojan Cosworth T103, Bonny, Silverstone Classic, Silverstone

Powered by the, as good as, ubiquitous Ford Cosworth DFV with an equally, as good as, ubiquitous Hewland DG300 gearbox the T103 attracted a minimum of sponsorship from Suzuki GB and Australian Tim Schenken was signed up to drive the car.

Trojan Cosworth T103, Silverstone Classic, Silverstone

Like the Amon Cosworth AF101 I looked at last week the Trojan T103 made it’s debut at the 1974 Spanish Grand Prix where Tim qualified 25th, 2 spots behind Amon, but stayed in the race for 54 more laps than Chris before spinning off on oil on lap 76, eight laps early, to be classified 14th.

Trojan Cosworth T103, Silverstone Classic, Silverstone

At the Belgian Grand Prix Tim brought the car home 10th and at Monaco Tim qualified 24th on the 25 car grid only to be involved in an incident that removed seven cars from the race on the opening lap. The team was refused an entry for the Swedish Grand Prix, failed to qualify for the Dutch Grand Prix, missed the French Grand Prix and turned up at the British Grand Prix with a new cockpit surround and Ferrari 312 B3 style single piece front wing.

Trojan Cosworth T103, Silverstone Classic, Silverstone

Tim qualified 25th for the British Grand Prix but but was sidelined with a suspension problem on lap 6. Tim and the Trojan proved unequal to the task of qualifying for the German Grand Prix at the Nurburgring, but bounced back by qualifying 19th in Austria where he finished a season equal high 10th. The cars final appearance before the money ran out was at the Italian Grand Prix where Tim qualified 20th and completed 15 laps before the gearbox cried enough.

That was pretty much the end of Trojan too, a company that founded in 1914 survived as a manufacturer in it’s own right until the the 1960’s when it started manufacturing first Heinkel bubble cars, then Elva sports racing cars and later McLaren Sports and open wheel racing cars under licence and then manufacturing a hand full of open wheelers of it’s own devising. The company was not dissolved until 2013.

Tim Schenken’s final Grand Prix appearance came in the 1974 US Grand Prix where he failed to qualify the unloved Lotus 76 27th but took to the grid when it looked like Mario Andretti’s Parnelli would not start but eventually turned up late grid to take his rightful place. Tim took the start only to be disqualified.

Tim eventually hooked up with Howden Ganley to found Tiga a successful company making racing cars for the junior open wheel and sportscar classes. A Tiga chassis tub was started for a Formula One car but it was never finished. Tiga would also become a successful Group C2 and IMSA Lights manufacturer.

The T103 is seen being driven by owner Phillipe Bonny at last years Silverstone Classic above.

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

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Supercharged 100E – Buckler MK 6

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With the sales success of his Buckler MK 5 the earliest example of which was manufactured in 1949 Derek Buckler expanded his range by offering a longer wheel base Buckler Mk 6 in 1953 which could be ordered either as a turn key or car sales tax saving self build model.

Bucker MK 6, Autumn Classic, Castle Combe

In kit form complete with tubular frame chassis, supports and fittings, independent front suspension, radiator, petrol tank, remote gear change, special steering and silencer for less than £200 to which could be added the cost of a motor, gearbox, rear axle and wheels which would typically come out of a wrecked donor Ford, along with the price of a home made body.

Bucker MK 6, Autumn Classic, Castle Combe

The earliest known owner of today’s featured 1953 Buckler MK 6 is believed to have been M Bendall who fitted a motor from a Ford 100E Prefect/Anglia a model first seen in 1953.

Bucker MK 6, Autumn Classic, Castle Combe

At some point the power of the motor in the vehicle as seen today was boosted with the aid of a supercharger.

Bucker MK 6, Autumn Classic, Castle Combe

Stan Hibberd owned the car in 1972 and drove it to the, now at least 200 year old, ciderhouse Coronation Tap in Clifton, Bristol for the the first meeting of the Buckler Register.

Bucker MK 6, Autumn Classic, Castle Combe

Although Stan remembered the meeting and the cider, served in half pints, many years later he did not remember any Bucklers being present although contemporary reports are to the contrary.

Bucker MK 6, Autumn Classic, Castle Combe

Stan’s grandson Andrew drove the car at last years Castle Combe Autumn Classic meeting, unfortunately a problem during qualifying meant Andrew did not take the start.

Thanks for joining me on this “Supercharged 100E” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at another one off Formula One car from 1974. Don’t forget to come back now.

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Ivory to Burgundy – Ferrari 365 California #9127

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A couple of years ago I looked at the Ferrari 365 California Spyder chassis #9985 which was residing in the Blackhawk Museum, thanks once again to Geoffrey Horton today’s post features another of the 14 365 California Spyders this one the second of the 14 built, chassis #9127 which was the second one to be built in August 1966.

Ferrari 365 California Spyder, Marin Sonoma Concours d'Elegance

#9127 was originally painted Ivory with a light blue interior and sold in 1967 by US Ferrari dealer Chinetti to a Marquis de Cuevas, not the same as George de Cuevas who ran the Grand Ballet du Marquis de Cuevas until he died in 1961.

Ferrari 365 California Spyder, Marin Sonoma Concours d'Elegance

In 1968 Chinetti bought the car back and sold it, now painted blue, to self made insurance broker Burt Borman in California where it remained for the next 37 years.

Ferrari 365 California Spyder, Marin Sonoma Concours d'Elegance

By 1975 the had been repainted it’s current burgundy and fitted with a tan interior.

Ferrari 365 California Spyder, Marin Sonoma Concours d'Elegance

During the 1990’s the Borman’s entered the car in several Councours events including Pebble Beach in 1994.

Ferrari 365 California Spyder, Marin Sonoma Concours d'Elegance

On June 28th 2005 #9127 was one of 29 Ferraris offered for sale at the much hyped Sotheby’s Auction held in the Ferrari Logistics Building at the Fiorano circuit in Maranello, Italy.

Ferrari 365 California Spyder, Marin Sonoma Concours d'Elegance

Future Force India owner Vijay Mallya purchased #9127 at Maranello, surprisingly it was one of only 9 of the 29 cars offered that actually changed hands.

Ferrari 365 California Spyder, Marin Sonoma Concours d'Elegance

The car is seen here at last years Marin Sanoma Concours d’Elegance where it was entered by Robert Park of Sausalito, CA where it won second place in the 12 Cylinder Ferrari up to 1985 class.

My thanks to Geoffrey for sharing his photographs.

Thanks for joining me on this “Ivory to Burgundy” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at a supercharged Buckler. Don’t forget to come back now.

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DB Six – Dodge Brothers Senior Six Opera Coupé

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Five years after the Dodge Brothers, Horace and John, died unexpectedly due to unrelated causes their widows sold the company to Dillon, Read & Co in, up to the time, the largest ever cash transaction involving some US$ 146 million. At the end of 1925 Dillon, Read & Co also acquired a majority in Graham Inc and the three Graham brothers worked for Dodge Brothers until 1927 when Dodge introduced it’s first 3.6 litre / 244 cui six cylinder models.

Dodge Brothers, Senior Six Opera Coupe, VSCC, Castle Combe

The L head six produced 60 hp and complemented the 40 hp Fast four in the Dodge range which was loosing market share falling from second largest manufacturer in 1920 to 7th place by 1927 prior to Chrysler’s acquisition of Dodge Brothers in 1928.

Dodge Brothers, Senior Six Opera Coupe, VSCC, Castle Combe

Identifying the exact age of today’s Senior Six Opera Coupé, seen at Castle Combe a couple of years ago, has proved extremely difficult officially it’s listed as a 1929 model however I have only been able to match it to models with the distinctive horizontal bonnet / hood vents dated 1927 and 1928.

If you know the exact years the horizontal vent Sixes were in production please do not hesitate to chime in below.

Thanks for joining me on this “DB Six” 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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Company Number 00787446 – Mercedes F1 W04

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On the 9th of January 1964 Ken Tyrrell a wood merchant and amateur racing driver turned his attention to managing his own team and duly registered Tyrrell Racing Organisation Limited at companies house where it was given the Company Number: 00787446.

After winning World Constructors & Drivers Championships in 1969 with Jackie Stewart and the Matra Ford in 1969, with the Tyrrell Ford in 1971 and the drivers Championship in 1973 the team continued competing until 1998 when Company Number: 00787446 was renamed British American Racing Grand Prix Limited who’s defining season came in 2004 when they finished 2nd in the World Constructors Championship despite never winning a race.

Mercedes F1 W04, Hamilton. British Grand Prix, Silverstone

By degrees British American Racing Grand Prix Limited morphed into Honda Gp Limited by 2006 when the Handa team won the Hungarian Grand Prix after which the team underperformed until Ross Brawn organised a management buyout at the beginning of 2009. Using Mercedes motors the Brawn GP won 8 races to secure the World Constructors Championship and Jenson Button’s six wins were enough to win the World Drivers Championship.

At the end of the 2009 season the financially strapped Ross sold out to Daimler AG who were withdrawing their financial interest in their partnership with McLaren. Luring seven time champion Michael Schumacher out of retirement to join hot shot Nico Rosberg the future of Company Number: 00787446 looked rosy but somehow the new team did not gel and between 2010 and 2012 the Mercedes GP team scored 3 podiums in 2010, none in 2011 and one victory and a 3rd place finish in 2012. Michael Schumacher retired from the sport at the end of 2012 and was replaced by 2008 champion Lewis Hamilton.

Mercedes F1 W04, Rosberg, British Grand Prix, Silverstone

The design of the F1 W04 was overseen by Geoff Willis showed good speed but was at odds with the tyres for which it was designed, Nico Rosberg seen above, won two consecutive pole positions in Bahrain and Spain but could only finish in 9th and 6th, with Lewis complaining that he was “racing a Williams” out of the point in Spain.

After some secret testing, for which the team was subsequently penalised by being barred from an open test, for Pirelli the teams showed improved form at Monaco where the Nico took pole from Lewis and won with Lewis 4th. At the British Grand Prix Lewis took the first of four consecutive pole positions but thanks to a variety of issues including tyres managed to convert only one of them in Hungary into a victory. Nico ended up winning the British GP after Lewis suffered and survived a high speed puncture.

Mercedes F1 W04, Hamilton. British Grand Prix, Silverstone

After the Hungarian Grand Prix Lewis managed just a single 3rd place in Italy after which the teams performance plummeted to top ten finishes for both drivers interrupted by a 2nd and 3rd for Nico in India and Abu Dhabi respectively.

Lewis finished 2013 4th in the drivers standings despite scoring only one win against the two scored by team mate Nico who finished 6th in the standings behind Kimi Raikkönen who finished his season two races early. Mercedes meanwhile finished 2nd in the constructors championship.

Mercedes F1 W04, Rosberg, British Grand Prix, Silverstone

Through out 2013 there were rumours that the position of Ross Brawn, who saved the team from closure, was under threat and at the end of the year Ross left the team and has allegedly retired from the sport, though he himself has been quoted as saying never say never. His place has been taken by Paddy Lowe for 2014 who will oversea the development of the F1 W05’s that Lewis and Nico will drive.

You can follow the progress of, the highly touted for 2014, Mercedes AMG Petronas Formula One™ Team, Company Number: 00787446, on their website linked here, on their facebook page linked here and twitter feed linked here.

Thanks for joining me on this “Company Number 00787446” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I be looking at the first in a series of US vintage vehicles. Don’t forget to come back now !

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Do Not Touch The Cars – Bugatti Type 13 Brescia

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This month’s Tuesday blogs will feature some Vintage Bugatti’s starting with today’s featured Type 13 Brescia.

After the success enjoyed by Bugatti following the second place finish in the 1911 French Grand Prix by Ernest Friderich driving a 1368 cc / 83 cui Voiturette Type 13 to the mighty 10 litre / 589 cui winning FIAT S76 driven by Victor Hemery Bugatti future up until the beginning of the Great War hostilities in 1914.

Bugatti Type 13 Brescia, Ward, Prescott

At the out break of hostilities Ettore Bugatti took two Type 13’s to Milan and buried the parts of three more for the duration. In 1918 Ettore returned to his factory in Molsheim with his two Type 13’s and built up three more from the buried parts.

These cars were entered into the 1920 VIII Coupe des Voiturettes at Le Mans where Ernest Friderich drove one of the cars two victory Team mate Pierre de Vizcaya was disqualified from the event after Ettore was observed by officials to have touched the radiator of the #18 which counted as receiving outside assistance.

Bugatti Type 13 Brescia, Ward, Prescott

In September 1921 Ettore sent a team of four cars with slightly larger 1,453cc / 88.6 cui motors to compete in the I Gran Premio delle Vetturette run in Brescia, Northern Italy and after just under 3 hours of racing Ernest Friderich led home a Bugatti sweep of the first four places, subsequently all Bugatti’s with 16 valve heads including the Type 13’s, Type 22’s and Type 23’s fitted with 16 valve head motors, were given the Brescia moniker in memory of the victory.

Bugatti Type 13 Brescia, Ward, Prescott

The Type 13 was manufactured with 8 valve and 16 valve cylinder heads from 1910 to 1926 being fitted with front brakes as standard only in the final year of production, Ettore having oft been quoted as saying “I make cars to go, not to stop.”

Bugatti Type 13 Brescia, Ward, Prescott

The 1921 Type 13 Brescia seen above driven by Michael Ward at Prescott is notable for having front brakes fitted.

My thanks to Michael Fines, Felix Muelas and Barttore at The Nostalgia Forum for their help in determining which cars Ettore sent to Brescia in 1921.

Thanks for joining me on this “Do Not Touch The Cars” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow, when I be looking at how the Mercedes Formula One team got on in 2013. Don’t forget to come back now !

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