Strange/Rare car profiles-identifies threat

Discussion in 'Car Pictures' started by Vasileios Papaidis, Nov 1, 2013.

  1. 1951 Frazer Nash LM replica by carrozzeria Riva
    1951 Frazer Nash MMC replica by carrozzeria Riva.jpg

    An English car with special Italian coachwork
    The Frazer Nash shown left was originally thought to be a special body by Rocco Motto. However Tony Adriaensens reported that while doing a complete history on the Fiat 8V for a comprehensive book, he came across a reference to this Frazer Nash with Italian coachwork. He said it definitely looked like a factory 8V body and he quoted the following from Denis Jenkinson's book:
    "There were three more closed Frazer Nash cars built outside the factory, two in Italy and one in England. The Le Mans Replica (s/n 421 100 112) exhibited at the Turin Motor Show in 1950 was re-bodied by the firm of Rocco Motto with an aluminum coupe body and Lurani's Targa Florio winning car (421 100 109) was subsequently fitted with a steel body from an 8V Fiat."
    Tony wrote that the car at left is the ex-Lurani car and not the Motto car. He also found the following information in reference to the license plate number on this car:
    MI 170818
    Frazer Nash 421 cdo 14 May 1951
    Engine FNS 1/11
    Chassis 421/100/109
    First owner: Scuderia Ambrosiana, Milano
    Sold in 1956 to Orazio Cultreri - new license MI 313326
    Sold in again 1958
    This, therefore, is the Frazer Nash that won the Targa Florio in 1951. Jim Trigwell notes a Motor magazine photo of this car (April 1, 1953) which states "...of Fiat design executed by Riva... in bottle green with red leather upholstery." Jim also says the June 3, 1953 issue of Motor has a picture of this car's interior.
    Peter Marshall, the director of the Alfa Romeo 1900 Register in Great Britain, sent the copy of the picture shown above as it appeared in an Italian magazine. He wrote that the magazine had no more to say than the caption which appears in the copy. He also wrote that John de Boer (Walnut Creek, CA) lists the car shown in this picture as having been part of the Italian racing team Scuderia Ambrosiana and under that sponsorship the car raced in the Tour de France, 1953. This racing record does not appear in the archive reports.
    Another report on this car appeared in the SCCA National Newsletter, May 31, 1953:
    As quoted above from Mr. Jenkinson's Book, a Le Mans Replica chassis, s/n 421 100 112, was sent to Italy where it received a special aluminum body by Rocco Motto. However, the A.F.N. archive summary on this car states:
    "Sold as chassis. Fitted with Fiat 8V type coupe body by Rocco Motto of Turin."
    The "Fiat 8V type" part may not be quite correct. The archives also report that this was a show car at Turin in 1950. This car was later rebodied with a Le Mans Replica type body and is now in New Zealand.

    Attached Files:

  2. #227 Vasileios Papaidis, Dec 4, 2016
    Last edited: Jan 12, 2018
    Thanks dear friends, we 'll keep in touch!
  3. 1949 BMW HH 49 Formula 2 BMW_HH_49_Formule_2_-_1949_-_010_filtered_Fotor.jpg
    In 1947, following the creation of the Formula 2 by the FIA, various BMW HH47, HH48, HH49 versions were designed by Herman Holbein (former head of the BMW chassis development department). They are equipped with the 1.9-liter 6-cylinder engine with 130 horsepower reach about 200 km/h based on the BMW 328 and piloted among others by the German pilots Fritz Riess and Günther Bechem.
  4. love cars from this era
  5. FIAT 6C 1500 roadster by Jean Barou
    j barou.jpg

    Edit story Vasileios Papaidis
    Similar design with Bertone Fiat 1500 C from 1941 and maybe this design is the infuence for this rare creation by J.Barou,the one off roadster made by Barou designed in unknown year,for me after 1941,the car restored now and used for classic regularity events as FIAT 6C 1500 Roadster by J.Barou with year 1937, but I belive strongly this year (1937) is the year of the FIAT 1500 chassis who used to made this unique car.

    JEAN BAROU – Carrosserie:
    Located in Tournon in the Ardeche region (south of Lyon, north of Marseille was better known for truck bodies rather than automobiles.
    That should be taken in the context that even well know companies such as Carrosserie Antem also built bodies for les camions – utilitaires et publicitaires (including an aerodynamic “modernist” truck trailer combo for PATHE-MARCONI). Custom bodies for trucks and autobus alike were created by skilled craftsman working for now, little known specialist carrosserie.
    MooSquad likes this.
  6. 1954 Caron-Bouvot 1200 Sport
    1954 Caron-Bouvot Sport Monopole 1_Fotor.jpg

    Edit story: Vasileios Papaidis
    This is a nice French prototype named “Caron-Bouvot Sport Monopole” with "Tipo Barchetta" bodywork. The structure made of tubes and the 15 / 10th sheet metal body, formed by hand on beech molds. It is equipped with a four-speed Cotal electric box, an inverter allows reverse,also use a tubular chassis,under the hood a Simca 1200 monopole engine fitted,the construction start at 1950 and finally complete at 1954 from the French engineer and designer Paul Bouvot in collaboration with Pierre Caron.
    The car has many owners those years and finally owned by Marc Bouvot, son of Paul Bouvot, who was able to save his father's old car, at 2002 start a restoration process and finish at 2008 to a nice condition as you see in the pictures.

    Attached Files:

  7. 1972 Fiat 850 Sport Lampra by Guinsella
    Edit story: Vasileios Papaidis
    The one-off prototype based on a FIAT 850 Sport Spider chassis and mechanics,the special body build by a small carrozerria Guinsella,this was a vision of Roberto Chiappini for a low production small sports car but never comes true except this one example,the interesting designed ultimate rare FIAT still exists today in mid condition as you see in the picture.
    MooSquad likes this.
  8. 1948 Fiat 1100 Spider (Hardtop) Ala d'Oro
    Fiat 1100 Spider Ala d'Oro runs at Mille Miglia 1948 (Carlo Braga - Egisto Baistrocchi) and finish at 16th place.

    Carrozzeria Ala d’Oro was founded in 1946, and located in Reggio Emilia, by Franco Bertani, a gentleman driver Italian champion in 1938 1100cc class, and Officine Reggiane in Reggio Emilia. Officine Reggiane was a small factory that grew up during the war, manufacturing parts for airplanes, mainly wings and cockpits, and therefor had nothing to do at the end of the war. The workforce was rescued by Bertani with the set up of Carrozzeria Ala d’Oro. The Ala d’Oro bodied most part of the first Stanguellini production cars and several sports models, plus artisans cars and trucks. This 1100 was originally fitted with an hard top very similar to an airplane cockpit (see picture). The design was an in-house work. The car still exist in the hands of an Italian collector.
    MooSquad and Tony 75 like this.
  9. Another pics of this one ?
    Vasileios Papaidis likes this.
  10. Thank you ! Never heard about this FIAT before
    Vasileios Papaidis likes this.
  11. #237 Vasileios Papaidis, Feb 6, 2017
    Last edited: Feb 6, 2017
    1958 Tracta Gregoire Sport Cabriolet by Chapron 0001-1_filtered.jpg
    French registration
    Chassis # 1415875
    Leaving the factory in 1958, this Grégoire Sport convertible had only one owner, named Lorton, until 1964. At that time, the car was purchased by Mr Jacques Legrand, who gave the car to his nephew in 1998. Thus, for 50 years, the car has remained in the same family. The records include a hand written letter from J A Grégoire himself, dated 28 October 1986, and addressed to Mr. Jacques Legrand, referring to maintenance work on the car. Technically advanced, the Grégoire Sport reflected the choices of its designer: a rigid structure in light alloy, front wheel drive (which Grégoire was a pioneer of with the Tracta), flat four-cylinder engine equipped with a Constantin supercharger for a max power of 120bhp. Designed by Carlo Delaisse, the bodywork was made by Chapron. But the Grégoire Sport was launched during the difficult Suez crisis, and less than 10 units were ever produced.
    Today, this well maintained car features a beautiful body with a paint redone long ago, but which has perfectly withstood the test of time. The stunning red leather upholstery was restored according to the original one. This rare car with a Chapron body, is in indeed in a beautiful condition. We have noticed that the supercharger was missing. Irreplaceable witness of the work of a talented engineer, this car will surely appeal to true automotive enthusiasts.
  12. 1968 Bizzarrini 5300GT America 2+2 or Prototipo 5300 4posti

    Jack Koobs de Hartog & Vasieios Papaidis

    Here is the only one 2+2 Bizzarrini ever build.The designer of the car is another one mystery (till now) of the general Bizzarrini history.Maybe an ex.worker made it, but remember...the car was not 100% ready when the Bizzarrini company closed its doors.
    On the invoice (October 15 1970) for Mr. Mauro Chigiotti from the bankruptcy auction the car is described as:
    "Prototipo 5300 4posti" mancante di radiatore, carburatore, collettori, pedaliera, interruttori elettrici, differenziale, ammortizzatore, tubo di scario etc. Lire 1.000.000”

    The owner of the car located in South Africa and restored in Italy before some years ago.
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  13. 2015 Carlo Chiti Stradale 90
    ‘Carlo Chiti Monza90 Stradale.jpg
    Monte Carlo Automobile is a car brand you might not have heard of before. The company was established by Fulvio Maria Ballabio in 1983. Fulvio, along with a group of professionals, shaped the first hand-built cars to be produced entirely in Monaco.

    The Monegasque manufacturer introuced a new a car at the end of last year, called the Carlo Chiti Stradale 90. The introduction took place at an exhibition of historical cars organized by the Veteran Car Club Pistoia. The name of the vehicle is a tribute to the engineer Carlo Chiti who worked for Ferrari, gave birth to ATS (Automobili Turismo Sport), and helped set up the first car manufacturer in Monaco: Monte Carlo Automobile.

    The new car is the natural evolution of the Quadrifuel project shown in 2010. This project had a powertrain set up including an Alfa Romeo V6 engine producing 300 hp connected to a power supply system with four different types of fuel – petrol, bioethanol, LPG and natural gas – and four tanks that were connected to each other via electronic control units that changed the operation and the fuel on board.

    The Carlo Chiti Stradale 90 has an engine derived from the Alfa Romeo 8C coupe combined with an electric motor fitted to the front axle developed by BAR Engineering. The interior provides a carbon passenger cell, super sports seats wrapped by Sparco, a sequential gearbox and plexiglass windows.

    Over the next two years a maximum number of 20 units will being produced, both in GT and Spyder format. Recently, the Carlo Chiti Stradale 90 has been showcased at the the Top Marques Monaco 2015
    IdoL likes this.
  14. That looks like an MC-12/Spyker combo. Got any performance and/or price stats?
  15. Price 250.000 euros,specs not available at the moment!
  16. 1966 Sbarro NSU 1000 Spider

    In 1966, Franco Sbarro built a sports car powered by an NSU 997cc engine. This is one of the first cars built by Franco Sbarro,the project has disappointed him, to the point where he does not count it in the number of prototypes. The unique car owned for years by Mr. Sigg who races across the Europe.

    At the start the car was developed and realized on the basis of an NSU TT chassis. Now the engine updated to reach 1300 ccm (using the Mahle piston), carried out as part of a complete restoration in 2012.
  17. 1946 ERN BMW 319/1 by Drews Wuppertal
    1948 BMW 319-1 by Drews Wuppertal (8).jpg
    The "ERN" was ordered by an amateur Motorcycle racer and latterly Sports car racer Friedrick Hans Ern' in the 1940's. Ern was from a wealthy family of Butchers which he sold to finance a leisurely lifestyle. A 1935 319/1 BMW chassis and running gear were utilised and the Body was manufactured by Drevs (Drews) of Wuppertal, Germany.
  18. 1932 Miller-Burden V16 4WD Roadster

    For an automotive historian like Griffith Borgeson to receive this letter is like picking a pick at a stone in the backyard, and finding that it is made of massive gold inside. A street car of 500 hp and full wheel drive, in 1933! More than that, a car with chassis and engine set up to win the 500 Miles of Indianapolis, adapted to the streets, the perfect definition of Thoroughbred. I can think of your reaction, your incredible anxiety, by reading this at the end of 1954.
    What he discovered on the subject first appeared in Road & Track magazine in May 1955, but is finally put on paper in a definitive and complete way in his last book, "The Last Great Miller," edited by SAE posthumously in the year 2000 (Borgeson left this plan in 1997), which mainly tells the story of the four-wheel drive car of 1932.
    When I wrote about Jensen FF recently, I just remembered this car. Jensen remains the first to be offered to the public in series, but Burden's car is certainly his predecessor in spirit. And that encouraged me to talk a bit more about four-wheel drive, this persistent idea that was the subject of that text, but before Tony Rolt and Harry Ferguson were hooked for it in the post-war era.
    And how could it not be, this is a story of people too, which starts long ago in a small town in Wisconsin, USA ...
    When the "Miller - F.W.D. Special "debuted in the 1932 race, but something unusual happened. A second car, identical to the Clintonville company car, also appears to compete, sponsored by a certain William A.M. Burden. Miller had made a copy of the first car in parallel to increase the chances of victory. But the cars were ready almost on the eve of the race, and therefore were not tested enough: both did not finish the race, leaving prematurely with the transfer boxes of the traction system in the four cracks and leaking oil. Leo Goossen would later confess to Borgeson that he had erred in the design of this set; It was too small and made the oil too hot for that. In the following years, they would use an F.W.D. Company, larger and more reliable.
    And who was this mysterious sponsor? Bill Burden was an automobile enthusiast with the money to take advantage of the best in the field. Tataraneto Commodore Cornelius Vanderbilt, the richest man in the world in his time, was born the owner of an unimaginable fortune. He had a productive life, however: he is one of the founders of the Museum of Modern Art in New York, he was the American ambassador to Belgium, and he headed the American Defense Institute for more than twenty years. Burden also founded a company to take care of the fortune of the Vanderbilt family, at a time when it began to dilute; For his sake, his company collectively taking care of the money of all heirs, to this day a multitude of descendants of the Commodore, who grows exponentially, lives a comfortable life. To be a shareholder of this investment company, whether you are born into the family, or marrying your family ...
    But what matters here is how Burden got into this story. In the summer of 1932, Miller invites him to visit him at his home in New York (the Burden are one of the most traditional and influential families of this town to this day). Miller and Goossen are greeted in an apartment like they've never seen before, facing Central Park, where they meet Bill Burden and his friend Victor Emanuel, another New York car enthusiast. Both, of course, owned Duesenbergs SJ, the most powerful and fastest series car then, but they wanted something more. Miller could not be happier: he had a ready-made project in his sleeve, the same as he had with the donkeys in the water with F.W.D. Company. Hunger and the urge to eat, coming together.
    The millionaires did not want mass production: they wanted only two cars, one for each, and much discretion on the part of Miller and his company. It would not do much good to know that in those times of pervasive difficulties in the Great Depression, two young millionaires were spending a real fortune on inconsequential toys. Miller set the price at $ 35,000 each.
    To give you an idea, a Packard would then cost something around $ 3,000, which is expensive if you think a Ford would go for something around $ 500, already with the powerful new V-8 engine. An expensive and exclusive Duesenberg SJ could be purchased for eight thousand dollars.
    But Miller's car would be much more than that. He would use the mechanics of the competition car, an exclusive larger chassis, and the super-exotic five-liter V-16, but in an even more developed version: with Rootes compressor, Goossen estimated that something like 500 bhp was possible. The construction of the car begins immediately.
    Continue in part 2

    Tony 75 likes this.
  19. burden-em-casa.jpg
    But several problems happened there. The depression worsened and Miller's business went from bad to worse, culminating in the bankruptcy of the company in 1933. Successive delays in the project undermined Burden and Emanuel's trust with Miller; Emanuel soon abandoned the undertaking, leaving Burden alone, with obviously increased and renegotiated costs. At the time of bankruptcy, the car was not ready yet, and a great period of uncertainty followed, to the utter desperation of the poor New York patron. An agreement was finally closed for Fred Offenhauser to finish the car, so that the rest of the money still to be paid would be received with his delivery. At the end of 1933, William Burden finally received his magnificent black roadster.
    And how wonderful was that! To remain discreet in an impoverished country, the most expensive car of the time received no chrome: wheels, radiator and all the rest were painted matte black. The V-16 twin-valve, four-valve-per-cylinder engine received a Rootes compressor mounted between the flywheel and the transmission (stretching considerably), and a three-speed manual gearbox. After the exchange, the system distributed the power for the two axes equally by means of a central differential. The suspensions were like in the race car: two symmetrical Dion axles. It had only two seats, and a small convertible ceiling.
    As could not fail to be something developed to stumble, the car had several problems, but all simple to solve, classic case of something that was created to be large, but with fine development amputated ahead of time. Suspension geometry not very well set, poor cooling, heavy and "strange" direction were reported by Burden. But with the bankrupt company there was no one to hit the car "in the guarantee". The owner loses his temper and sells it back to Offenhauser after less than a year with him. The price? Mere $ 600. Soon afterwards he would be dismantled, his unused pieces used in several other competition projects.
    A shame, because a few more months of adjustment would surely make the Miller-Burden one of the greatest cars ever built there, certainly. The circumstances conspired that none of Miller's four-wheel-drive cars had the development they deserved; The cars were ready, but their development was not completed. As a result, four-wheel drive in high-performance vehicles had a big hiatus, only coming back with the efforts of Harry Ferguson and Jensen in the 1960s. The Miller-Burden Roadster remains almost like a passing dream, disappearing Completely afterwards like smoke.
    But not without inspiring an incredible account of Bill Burden's brother, Shirley, published in Bill's biography, and reproduced in Borgeson's book. Her brother, who was male despite the woman's name, was living in Los Angeles, working in the RKO studio, and even took his girlfriend (a niece of Douglas Fairbanks) to Miller tours through Los Angeles before dispatching the roadster to the brother. He reported that he accelerated like something he had never seen before, and found the car magnificent.
    But the most incredible was the testimony reproduced below, which I believe to be perfect to end this subject:
    "One day I got a call from my brother in New York. He told me that he and Victor Emanuel, another nutcase for cars like him, had ordered two special Miller's in Los Angeles. He explained that Victor got tired of paying and not seeing any car, and had canceled his request. This left my brother alone holding the bill. He explained to me what he had asked for: a sixteen-cylinder four-wheel-drive car with a compressor and 500 hp. He wanted me to get a lawyer and go to the factory to see what was happening. I contacted Dan O'Shea (RKO lawyer), and he volunteered to help me.
    A few days later we were on our way to see this Miller. I do not know what Dan expected, but I visualized a garage with some dirty grease mechanics sweating over a block of motor with holes. When we arrived at the factory it was a great surprise: it was a factory in every sense of the word; Took at least three quarters of the big block. There we met Fred Offenhauser, the handsome gentleman in the white coat who led the operation.
    The workshop was full of all sorts of machines; Lathes, milling cutters, presses, etc. In each machine a mechanic worked on a small shiny object, with all care and reverence. Much later, as the ride through the plant was drawing to a close, we took courage and asked Offenhausen where my brother's car was. He explained, in a tolerant voice, that we had just seen him. All those shiny pecs when mounted would make a lovely Miller Special. When we left, we asked how many people worked there: twenty-five was the answer.
    We did not talk much on the way back. There really was not much to talk about. The conclusion was obvious. Those men were artists. Money did not matter, especially when it was someone else's money. If you wanted the car, you had to pay and accept its terms. It was hard to explain this to my brother, but I think he understood. A lot of time and a lot of money later, the car was ready. The body was torpedo-shaped, and it was painted black. It had two very uncomfortable sports seats, a low windshield, and it was convertible. The engine, which seemed to take three quarters of the car, was wonderfully beautiful, a pleasure to the eyes. Whether he walked or not, it did not matter. I should be in a museum. "
  20. 1939 Neumann-Neander Fahrmaschine 25507893_1749042781807484_7244798934502869006_n.jpg
    Ernst Neumann-Neander, born in 1871 in Kassel/Germany was an early universal genius in arts and motoring. He got famous as well for his graphics and paintings, as also for designing cars, bikes and even yachts, but mostly for the development of his bikes and his famous "Fahrmaschinen".
    As a student (in Kassel, Munich and Paris), he worked as a graphic artist, caricaturist and poster artist and got very popular in the Art Nouveau movement. In 1908 he relocated to Berlin, founding his "Ateliers Neumann". In the beginning, the main business was the design of advertising for automobile companies, but soon also coachwork-design was an important segment of his works. Today, his designs for Szawe and Schebera are the most reminded ones.
    In 1924 he settled in Euskirchen (near Cologne), founding his "Neander Motorfahrzeug GmbH" and two years later, he finally relocated to Düren-Rölsdorf. Here, more than 2000 motorcycles were built, including the famous pressed-steel-frame Neanders, later refined and built under license as "Opel Motoclub". Yes, the ones with the red tyres!
    In the early 1930s, (as Ernst Neumann-Neander was called because of his universalism) started the development of his "Fahrmaschinen". The little vehicles were no "real" cars or motorcycles. Even avoided the terminus"car" and called his vehicles "Fahrmaschinen", which means "driving-machines". Just a frame, carrying the engine far in the front, a rudimentary body and the axles for three or four wheels. The design of this little silver vehicles, looking like grandsons of cockroaches and bristletails eclosed of Wehrmachts-helmet-eggs had nothing in common, with other cars in 1930s. Although the "Fahrmaschinen" were mainly used as racers, the purpose of the development was different. Neander wanted to build an early "Volkswagen", a cheap and unpretentious vehicle for the common people. Neander even invented a tilting technology, but because of the expensive production and also because of the lack of interest in those bizzare vehicles, production was extremely low. Only 20...25 Fahrmaschinen were built, with just a handful survivors. In 1939 the production was intermitted, because of WWII and after the war, Neander started producing vehicles for disabled persons, but with the death of Ernst Neumann-Neander in 1954, the factory's doors finally closed. But what is left of this great man? Surprisingly many motorcycles and also a handful of the "Fahrmaschinen" have survived. Two buildings of the factory still exist and what a great idea, the city of Düren honoured their famous inventor by calling the street,where the factory is located, the "Neumann-Neander-Strasse".
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  21. 1985 GTM Mini Coupe

    The GTM Coupe is a Mini based kit car dating back to 1967. The car was first shown at the 1967 Racing Car Show and soon afterwards went into production by the Cox brothers from their garage in Hazel Grove, Stockport as the Cox GTM. In 1970 the rights to the design and manufacturing were bought by Howard Heerey and the Cox part of the name dropped. In 1978 ownership changed again to GTM Engineering.The Coupe was manufactured by GTM Cars from 1983 to 1994.

    The Coupé is a mid-engined two-seater sports car designed to give outstanding performance for its time, and impeccable handling. The design composed of two Mini front subframes, with traditional Mini rubber cone suspension, linked by a sheet steel semi-monocoque chassis. The chassis' deep centre tunnel backbone is supplemented by two generous sills.

    The car is mid-engined: the rear subframe contained the engine as in a Mini with the steering arms locked in position with adjustable rods and ball joints. This is held in place by a 1" square tubular space frame, all the way from the rear bulkhead.

    The front subframe carried the steering rack, fuel tank and radiator. Brakes and wheels remained as per the options available to the Mini, post April 1982 GTM coupes being designed to allow fitment of 13" wheel.

    The chassis is fabricated from 18-20 swg steel, to incorporate the floor pan, boxed sills and the central tunnel box section. It forms a very robust structure. The fabrication is carried forwards in order to locate the front sub-frame, and a 1" square tubular space frame extends beyond the rear bulkhead to carry the rear sub-frame. Welding was carried out by MIG for consistent quality and to avoid distortion. The chassis was fully jigged during manufacturing to ensure a true and accurate assembly.
    The body is moulded in high quality glass reinforced plastic. It is extremely tough, non rusting and, being unstressed, is not subject to gel-coat star crazing as found on many cars using GRP body shells. The windscreen is laminated glass and the rear screen perspex.
    The doors are double skinned glass fibre fitted with anti-burst locks, steel window frames, and steel strengthers to avoid door drop, often found on glass fibre cars. The sliding windows are toughened glass, coming from the Mini traveler.
    The bonnet is again moulded in high quality glass reinforced plastic. It is hinged at the front to give access to under bonnet space.
    Completely separate boot compartment situated behind the engine, offers 4 cu ft (0.11 m3). of luggage space with separate locking boot cover.
    The car was available in several groups of "part packs" that were designed to allow each stage of the build to be purchased separately as they were undertaken, spreading the costs over a period. In 1985 a complete kit cost £2380.
    "Labour packs" were also available for customers that wished GTM to undertake specific stages in the construction.
  22. 1967 Daihatsu P5
    The Daihatsu P5 was a sports racing car built by Daihatsu in 1967. It was an evolution of the Daihatsu P3, and featured a 1.3-litre twin-cam straight-four engine capable of producing around about 140 hp.

    The Daihatsu P5 was an updated version of the P3, but featured a bigger 1.3-litre straight-four engine, fitted in the rear of the car. The engine had double overhead camshafts and two carburettors, and was capable of producing up to 140 hp (104.4 kW; 141.9 PS). It was shown at the 14th Tokyo Motor Show in October 1967 as the Daihatsu P-5X.

    Two P5s were entered in the Japanese Grand Prix in 1967. It was entered in the 1000 km of Suzuka in 1968, finishing third. It was then run in the Japanese Grand Prix again, which was held at Fuji Speedway; the No.15 car won its class, and finished tenth overall. Toyota bought Daihatsu in 1969, but the car was used one last time; it finished second in the 1000 km of Suzuka that year.

    Technical specifications
    Engine 1,298 cc (79.2 cu in)
    DOHC I4 naturally-aspirated rear engined

    Competition history
    Debut 1967 Japanese Grand Prix
    Race Wins 1 (class) Suzuka

    IdoL likes this.
  23. I like it. It's like an old school death race car.
  24. 1977 Glenfrome Delta Prototype

    Here’s one that slipped through the cracks. The Glenfrome Delta, the work of a small Bristol-based firm, was a stunning two-seat sports car that never got past the concept stage.

    Glenfrome Engineering, run by father and son Ken and Michael Evans, spent 20 months building its mid-engined prototype, finishing it just in time for the 1977 Earls Court motor show.

    The car didn’t snag any orders, but a wealthy Arab liked the bodywork and commissioned a converted Range Rover. That took Glenfrome into a very lucrative new direction as coachbuilder of bespoke Range Rovers destined for the Middle East.

    The prototype Delta, meanwhile, was wheeled to the back of a storeroom and covered with a dust sheet for eight years. And then Autocar’s Bob Cooke was invited to drive the car.

    “The past came flooding back as we blasted along the M32,” wrote Cooke.“The engine had a familiar sound, being the 1998cc, four-cylinder unit developed jointly by Saab and Triumph and used in the Dolomite Sprint.

    “The suspension is Triumph GT6 front and Stag semi-trailing arm rear, and so felt familiar – a little crashy over bumps but sportily firm.”

    While the Delta sat on underpinnings found in a scrapyard, its bodywork was the work of passionate, skilled craftsmen.

    “Smooth panels, gentle curves and neat joints were all made freehand in sheet aluminium,” wrote Cooke. “Ken Evans laid out the engine, running gear and suspension on a workshop floor and marked a few chalk lines on the ground. No design or technical drawing ever existed for the Delta.

    "Evans and Viv Hunt, an aluminium craftsman, started with a steel chassis welded up to hold the mechanical components together. Then the outline of the body was framed in welded-up light tubing and the aluminium sheet bent and rolled to fit. When the panels matched up, the tubing framework beneath was cut out."

    Unsurprisingly, the eight-year-old,unsorted show car wasn’t stunning to drive, although Cooke could sense potential.

    “The Delta uses 13in wheels,so the car is effectively undergeared,” he wrote. “It did have one saving grace,though, in that acceleration was good enough to winkle a way in front of the traffic and the engine flexible enough not to call for lots of gear changing.

    “Production versions would have given much more exciting performance – the plan was to fit a turbocharged Rover V8 and a ZF five-speed transaxle.”

    Afterwards, the Delta went back into storage. “Perhaps, as they drape the sheet back over the Delta prototype, there’s a faint thought in the back of Evans’s mind that the time might be ripe to reconsider putting its stylish two-seater into production. Those freehand lines and a blown V8 sound too good to miss.”

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