Tag Archives: Campbell

Built Turkish Tough – Ford Transit 460 ECOnetic

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When Ford announced it’s new US Fusion models last year many commentators noted that the new model’s post “Kinetic” design front grill bore a passing resemblance to those made familiar by Aston Martin.

Ford Transit

That corporate look has been passed on to almost the entire Ford range including the fifth generation Ford Transit van which became available in Europe earlier this year.

Ford Transit

The 5th generation Transit is a global vehicle with the design a collaboration between Ford Of Europe and Ford in North America led by Paul Campbell who’s Ford Of Europe team included the designer of a not so well remembered Formula One car, who on this occasion was working in the group responsible for the bolt on items.

Ford Transit

The vehicles are no longer built in Southampton which was home to the Transit from 1972 to 2013, but instead at; Fords Kansas City Assembley plant in Claycomo, Missouri, Sollers Ford plant at Yelabuga in the Republic of Tatarstan, today’s featured Transit 460 Econetic was built by Ford Otosan at their facility in Kocaeli, Turkey.

Ford Transit

A couple of week ago I volunteered to drive fellow members of my motor club on a 200 mile round trip to the Classic Motor Show in Birmingham and picked up this delivery mileage 17 seat Transit 460 ECOnetic the night before.

Ford Transit

Despite not having driven anything of this size for some years jumping in to the drivers seat everything fell easily to hand, though it was the next morning before someone showed me how to get the radio to work, push the button marked radio of course !

Ford Transit

This vehicle is fitted with many features familiar to drivers of current model cars including; interconnectivity with ones phone – which I did not try, a 6 speed manual gearbox – a Europe only item, US Transits are only fitted with 6 speed Automatic transmissions, and intelligent lighting which at night lights up the inside of any corner the vehicle negotiates.

Ford Transit

Another interesting feature was the fuel saving automatic stop start system that comes into effect in traffic, the engine automatically switches off when the brake pedal and clutch pedal are both simultaneously depressed in stationary traffic situations and then starts again when the accelerator is depressed.

Ford Transit

With ten people aboard this 460 ECOnetic had no problem traveling at an indicated 65 mph all day with it’s 4 cylinder 2.2 litre Duratorq TDCi motor, I could not do a reliable brim full to brim full diesel consumption test but I would estimate 25 mpg was easily achieved with 10 people aboard. One slightly disconcerting feature is that Ford’s are no longer fitted with fuel filler caps.

Ford Transit

If I could make one improvement I would ditch the hand brake for an electric one, not because it is difficult to operate but simply because it is mounted so low compared to the drivers seat.

My passengers all found the seats at the back comfortable and I found the vehicle relatively relaxing to drive and I enjoyed driving this Transit, a model which I am sure will remain a tough reliable work horse for the nation just as the previous four generations have.

My thanks to Bristol U-Drive who could not have made hiring the Transit a more pleasurable experience.

Thanks for joining me on this “Built Turkish Tough edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at a 1937 Dodge. Don’t forget to come back now !

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SM Approved – Wingfield Special

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Aged just 17 Bryan Wingfield built his first special in Glasgow with a 1172 cc Ford 4 cylinder motor.

Wingfield Special, Autumn Classic, Castle Combe,

While still studying and completing an apprentice ship with Albion motors Bryan built a second special, today’s featured car this time a Bristol engine.

Wingfield Special, Peter Campbell, Autumn Classic, Castle Combe,

It would appear the car was raced by a Miss Jill Hutchinson but I have been unable to confirm any results.

Wingfield Special, Autumn Classic, Castle Combe,

After completing his apprenticeship Bryan went to work for Ford and his Special had lain dormant for decades before it was taken to Spencer Lane Jones in Warminster to be revived.

Wingfield Special, Autumn Classic, Castle Combe,

Peter Campbell is seen driving the car which has been fitted with a new nose cone and bonnet fabricated by Coachbuilt Cars also of Warminster.

When Sir Stirling Moss saw the impressive Wingfield Special he was moved to sign the bodywork.

While at Ford Bryan continued building reproductions of Jaguars in his spare time such that by the time he retired from Ford in 1986 he moved Bryan Wingfield Racing into supplying parts for GT 40’s and more recently acquired a Group C Ford C100 which he has single handedly refeteled despite being well into his seventies.

Thanks for joining me on this “SM Approved” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at a Lola Formula 5000 car. Don’t forget to come back now !

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Under The Hood Details – Niello Concours at Serrano

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On October 5th Geoffrey Horton took his Jaguar XK 140 to Niello Concours at Serrano where it was shown in the special display class.

Jaguar XK140, Niello Concours at Serrano

Any one interested in what is under the hood of Geffrey’s Jaguar can see it by following this link.

National, Niello Concours at Serrano

Today’s post will focus on what was lurking under the hood of some of the other vehicles on display, above the 1911 National Indy 500 car only had 4 cylinders but with a displacement of 7.5 litres / 460 cui they still packed a 100 hp punch.

Allard K2, Niello Concours at Serrano

I beleive this is the third appearance of this particular 1951 Allard K2 on this blog, but the first appearance of it’s 5.4 litre / 331 cui Cadillac overhead valve motor with three original Stromberg carburetors that produce around 160 hp.

Plymouth Fury, Niello Concours at Serrano

The 281st, off the production line, 1956 Plymouth Fury above boasts a 5 litre / 303 cui polyspherical head V8 with optional twin 4 barrel carburetors which combined to produce 270hp.

Chrysler 300F, Niello Concours at Serrano

For 1960 Chrysler introduced the 6.8 litre / 413 cui wedge motor for the 300F seen above. To maximise power in low to mid rpm range the motor was fitted with tuned 30 inch intake pipes which were fed by the carburetors from opposite sides.
The air resonances inside the air intake pipes helped to force air into the cylinders at low to mid range rpm and thus increase the power which topped out at 375hp.

Lotus 27, Niello Concours at Serrano

Not completely off topic I was reading some information about the early days of racing recently and discovered that while Voiturettes were generally restricted to 1.5 litre / 91.5 cui motors there was a smaller class known as Cycle Cars which were restricted to 1.1 litres / 67.1 cui which would make the much later 1963 Formula Junior Lotus 27 above the equivalent of a cycle car in Veteran times. The motor for this Lotus is clearly a Ford production block with a Cosworth head. Power for these motors has risen from 36hp in original side valve production form to 115 hp quoted by some tuners for a competitive Formula Junior with the Cosworth head.

Lotus 19, Niello Concours at Serrano

In late 1963 Lotus built the last Lotus 19 B chassis #966 uniquely powered with a 4 carburetor 4.7 litre / 289 Ford V8 motor for Dan Gurney. The car was quick, but unreliable and Dan never recorded a win with it although it’s next owner Steve Diulo managed a win at the SCCA Willow springs race in December 1965. The cars last appearance was at Texas International Speedway in November 1969 where Bruce Campbell was running but unclassified in chassis #966 by now rebranded as a BVC Mk 1 and with a Chevrolet motor installed.

Ford Mustang GT 350, Niello Concours at Serrano

Finally, for this week, above is another Ford V8 this time a 306hp 4.7 litre Shelby tuned Ford HiPo 289 inside one of the 252 “carry over” 1965 Shelby Mustang 350 GT’s which feature ’65 Ford VIN numbers and ’66 Shelby VIN numbers.

My thanks to Geoffrey Horton once again for sharing his photographs from the California Concours d’Elegance scene through the year.

Thanks for joining me on this “Under The Hood Details” edition of “Gettin’ a li’l psychoontyres” I hope you will join me again tomorrow when I’ll be looking at a 3 ton pickup that gets up to 60mph from rest in just 5 seconds. Don’t forget to come back now !

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Advancing Suspension – Petty Norton

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Acknowledged Norton tuning expert Ray Petty, no known relationship to the Petty’s of Level Cross, NC, turned his attention to building a 500 Formula 3 car in late 1955.

Petty Norton, Oulton Park

The Petty Norton featured a space frame chassis and suspension with rocker arm actuated inboard coil springs and shock absorbers at the front and de Dion rear with a transverse leaf spring.

Petty Norton, Oulton Park

Powered by one of Ray’s tuned 497 cc / 30.3 cui Norton Motors Alan Cowley led on the cars debut at the Boxing Day Brands Hatch meeting, until he spun into retirement.

Petty Norton, Castle Combe

Alan continued driving the Petty Norton through 1956, with Ray Petty taking over for the Brighton Speed Trials and Freddie Campbell for the Commander Yorke 100 mile race at Silverstone in September 1956.

Petty Norton, Nigel Challis, 500 F3, Oulton Park

The Petty Norton is not known to have competed in 1957, though why remains a mystery since when Jeremy Menzies took over the wheel in 1958 he recorded at least three “Junior” wins at Brands Hatch and a respectable 4th in the Commander Yorke 100 run in August 1958.

Petty Norton, Nigel Challis, BAC MSA Challenge, Castle Combe

Dave Lecoq driving the unique Petty Nroton won the Earl of March Trophy at Goodwood in 2005.

Petty Norton, Nigel Challis, BAC MSA Challenge, Castle Combe

Seen at the wheel at Oulton Park in 2013 and Castle Combe two weeks ago is present owner Nigel Challis.

Thanks for joining me on this “Advanced Suspension” edition of “Gettin’ a li’l pscho on tyres” I hope you will join me again tomorrow when I’ll be looking at a 1936 ERA. Don’t forget to come back now !

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Campbell’s Supercharged Short Stroke – Bugatti Type 39A #4810

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There are said to be more than one way to skin a cat and using this philosophy Ettoire Bugatti devised more than one way to build a motor to meet the 1.5 litre / 91.5 cui Voiturette regulations for Grand Prix cars in 1926.

Last week I looked at a Type 37A featuring a motor with a 4 cylinder motor while today’s featured type 39A has an 8 cylinder motor of similar swept volume which was achieved by using a short stroke crankshaft in a motor originally designed to be of 2 litre / 122 cui capacity.

Bugatti Type 39A, Hillsborough Concours d'Elegance

Today’s featured car chassis #4810 was built for British Speed King Malcolm Campbell, later Sir, of Bluebird fame who bought this car in 1926 to compete in the inaugural British Grand Prix run at Brooklands.

Campbell was worried the original alloy wheels would not be up to withstanding the pounding of the remorseless Brooklands, broken, concrete track and so had wire wheels fitted.

Bugatti Type 39A, Hillsborough Concours d'Elegance

Driving #4810 solo Campbell came home second splitting two Delages, 10 mins behind the winners Robert Sénéchal and Louis Wagner.

Jules Goux driving a Type 39A won both the 1926 French Grand Prix and 1926 European Grand Prix run at San Sebastián in Spain while later in 1926 Louis Charavel driving a Type 39A became the first man since Jules Goux, driving a Ballot in 1921, to win the Italian Grand Prix in a non Italian car and clinch the 1926 World Manufacturers Championship for Bugatti.

In 1927 Malcolm Campbell won the Grand Prix de Boulogne driving #4810.

My thanks to Geoffrey Horton for sharing these photographs of #4810 seen at Hillsborough Concours d’Elegance in 2011.

Thanks for joining me on this “Campbell’s Supercharged Short Stroke” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I shall be revisiting Oulton Park for the 2014 Gold Cup meeting. Don’t forget to come back now !

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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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Lower Cleaner – Lola Chevrolet T330 #HU4

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The 1973 Formula 5000 season which played out in three championships across three continents saw winning cars produced by four different manufacturers namely Chevron, McRae, Trojan and Lola. It was the last named that won most of the races in all three series with their T330 model, a lower and cleaner version of the 1972 T300, like chassis #HU4 featured today which took part in all three series.

Lola T330, Michigan International Speedway

(Photo Copyright Mark Windecker 1973)

According to Old Racing Cars.com chassis #HU4 was first raced at Surfers Paradise in the fourth round of the Tasman Series by Gary Campbell where he retired with an overheating motor. Gary crashed during practice for the next race at Warwick Farm and the car was then bought by Australian Bobby Muir who repaired it and took it to Riverside, where Chuck Jones and Jerry Eisert became co entrants with Bobby for the first round of the US L&M Formula 5000 championship.

Bobby’s best result was a 10th at Riverside after which followed a string of five retirements until Road Atlanta where Bobby crashed in practice and failed to take the start. The photo’s by Mark Windecker show #HU4 and Bobby sitting in it at Michigan International Speedway.

Bob Muir, Lola T330, Michigan International Speedway

(Photo Copyright Mark Windecker 1973)

After missing Pocono #HU4 was entered into the final US race of the season at Seattle by Chuck and Jerry for Clay Regazzoni who was about to transition from BRM to back to the Ferrari formula one Team. As this linked picture show’s the #74 had a new nose with a single full width wing mounted above it, an idea Ferrari had first used at the 1973 Italian Grand Prix three weeks earlier. #HU4 was also fitted with larger radiators requiring deeper ducts at the request of engine builder Ron Armstrong.

Clay Regazzoni, Lola T330, Brands Hatch

(Photo Chuck Jones Collection)

Clay retired in Seattle, but that did not prevent the Jones Eisert team from sending the #HU4 to Brands Hatch for the final race of the Rothmans European Formula 5000 championship where these two photograph’s from Chuck Jones Collection show Clay, who finished 12th, at the wheel.

Clay Regazzoni, Lola T330, Brands Hatch

(Photo Chuck Jones Collection)

In December 1973 AW Brown acquired #HU4 and ran if four Damien Magee in the 1974 European Formula 5000 Championship until the engine blew at Zandvoort and the team was disbanded. Damien scored #HU4’s all time best result a 4th place finish in the series second visit to Brands Hatch. Damien finished the season driving a 1973 Trojan #T101 chassis #T101-105.

#HU4 does not appear to have raced again until it started appearing in Historic Events in 2001. When I finally get around to looking for cars for the GALPOT Museum high on my list of cars to purchase will be #HU4 in it’s funky #74 orange Jones, Eisert and Regazzoni livery which hit the spot when this 14 year old first laid eyes on it in a magazine.

Chuck Jones and Clay Regazzoni would team up again in 1977 when Chuck was involved with the Ensign Formula One team and Clay was chosen as the driver.

My thanks to Jerry Entin for kindly securing permission for me to use Mark Windecker’s photos from Michigan International Speedway and the photo’s from Chuck Jones Collection taken at Brands Hatch.

Thanks for joining me on this “Lower Cleaner” edition of “Gettin’ a li’l psycho on tyres”. I hope you will join me again tomorrow when I’ll be looking at another stylish ISO Rivolta. Don’t forget to come back now !

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