Strange/Rare car profiles-identifies threat

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

  1. 1931 Isotta Fraschini Tipo 8A Coupe (Martini Commercial Car)

    The 1667 chassis was in fact delivered in 1932 to the owner of Villa d'Este, home of the eponymous Competition of Elegance, sold years later to Martini & Rossi , who decided to make it an advertising car. The Count Revelli imagined the shapes of a single specimen, made by the Viotti body, equipped with a dorsal fin that integrated a fake bottle into the tail. Isotta Fraschini participated in many events, including the Giro d'Italia and the Giro di Francia, but was later modified in 1951 using a Lincoln chassis, even risking demolition.

    In depth..
    The car is likely to be one of the last of the Tipo 8A models produced that were powered by a 7.4-liter OHC straight-8. It was delivered new with a sedan body in February of 1931 to Mr. Willy Dombre, head of the famous Grand Hotel Villa d’Este on Lake Como in Italy. In 1932, he sold the car to Mr. Piero Noseda, a gentleman from a wealthy family living in Como.

    Four years later on February 4, 1936, Noseda sold the car to Count Rossi of Martini & Rossi, well-known for the vermouth and wines that it produces. Shortly thereafter, the company decided to replace its publicity car (a Delage bodied by Chapron) as it had been in an accident. The newly-purchased Isotta was next sent to the Turin, Italy based Carrozzeria Viotti where this exceptional aerodynamic coupe coachwork was constructed.

    According to Berkein, Count Revelli, who was the chief designer for Viotti at the time, produced the drawings for this coachwork. It was completed with a dorsal fin and rear fender skirts of the style that were popular in the late-1930s. The Viotti Coupe was used in Italy for publicity purposes until 1939 when it was shipped to the newly opened Belgian branch of Martini & Rossi. After the war, the car was used at many bicycle and automobile races by Martini.

    In the early-fifties, the car then being close to thirty years old was quite mechanically outdated, and it was decided to place the coupe coachwork on a more modern chassis. Unfortunately, they could not find one that was as long as the Isotta chassis, and a shorter one from 1937 Lincoln Zephyr V12 was utilized.

    The job was performed by an outfit possibly called Ets. Vermeulen, located in Schaarbeek, near Brussels, Belgium. The front of the car received changes and different fenders, the rear fenders were altered by adding some sheet metal and sections of Lincoln fenders. The Englebert Magazine featured the photo of the car below in 1954.

    The “Englebert Magazine” featured the rebuilt car in 1954.
    By 1968, the car was no longer being used, and Martini decided to send it to a wrecking yard. After a time, the yard sold the car, and it changed hands numerous times thereafter. It was bought, sold, and used by a restaurant, a discotheque, and several used car dealers. After 25 years of trying to purchase it, Berkein finally succeeded in buying the car from the last used car dealer who owned it, but in a rather sad state. At that point it was minus its dorsal fin and Martini bottle, some of the interior fittings, the seats, and wheels.

    Berkein has been working at restoring the car to its former glory and is recreating the dorsal fin and the missing interior pieces. Hopefully, someday a period Isotta Fraschini chassis and engine will be found, and the body can be transferred on to it. We wish him well with the endeavor.
  2. 1961 Volvo B18 Coupé de Mola
    Edit story Vasileios Papaidis

    This is another one one-off creation from the Belgian with Italian origins brothers Umberto & Bruno De Mola. Umberto mostly liked to create special & unusual cars like no other in business. This one based on a Lancia Augusta chassis from 1934, the car was in Belgium when Umberto create a special body used a different mixes of styles for it. The mechanical components and engine taken from an Volvo B18 and the car was a very sporty and nice to drive. Belongs to the amazing Mahy collection in Belgium.

    Engine 1,196 cc Lancia V4
    Transmission 4-speed manual
  3. 1951 Ferrari 212 Export Fontana Giardinetta (#0086E)


    Third body on chassis #0086E From July to the end of 1951

    Chassis #0086E without body was made 2.02.1951 and sold to Vittorio Marzotto (the owner of Scuderia Marzotto). 17.03.1951 Carretto Siciliano body made by coachbuilder Paolo Fontana was mounted on chassis. 1.04.1951 Vittorio Marzotto and Paolo Fontana won Giro di Sicilia. In May-June 1951 the body was changed to Vignale Spyder, but in July it was replaced by Fontana Giardinetta body. At the end of 1951 - beginning of 1952 the body was changed again to Fontana Spyder body. During the Mille Miglia 1952 the car was crashed and burned, but was restored with other body parts. In August 1952 the last body was mounted on the chassis. It was redesigned Fontana Spyder, and it is exists nowadays.
  4. 1954 Lancia Marino 2500 Barchetta Sport
    Edit story Vasileios Papaidis
    A unique sportscar based on a Lancia Aurelia B20 engine elaborated by Marino Brandoli with WEBER DC4025 carburettors, tubular chassis from lightweight materials used in aeronautics. Rumored that the body (all from aluminum) designed from Giovanni Michelotti, but from my research his son Edgardo didn't confirm it as 100% GM design. Fuel tank 90lt, net weight 740kg.

    For over fifty years, the car has been, as they say "hanging on the nail" and in 2010 the son "Gigi" has restored it to make it participate in "historic" races.

    Lets start in 1953 when he builds the "Barchetta" and for the design calls his friend Giovanni Michelotti with the aim to market a small number of sports cars. Surprising results for the overall features the car won so first place in the first race of the "Aosta Gran San Bernardo".

    A device for the application engineer adopted by Marino the vehicle (subsequently replaced by the third butterfly vacuum to the carburetor - see Giulietta Spyder - was to bring the mouth of air inlet to the carburetor to the hand of the driver: by manually adjusting the valve by hand diffuser (with the variation of the altitude is necessary to vary the flow of intake air as not to reduce the numbers of evolutions of the engine) to adjust, through the ear sharp and sensitive of the pilot, the number of evolutions by minimizing the loss of power. In normal conditions of an uphill race power loss in those conditions can reach the order of 40%.

    With Dante Giacosa and Lucio Rapi Marino participates in the development of the project and the testing of the "Fiat 8 V" which took part in several races. Towards the end of summer 1953 Marino has the idea to develop two projects : for Formula 1 and Sports Cars. With some friends and collaborators, After the years Marino puts together all his ideas and experience of various projects many of them not mentioned (see page 2). The mission profile was basically defined as follows: build two cars with parts and components unified taking into account the differences of the two models, design with ability to produce in limited series, the possibility of updates (ex: change of type of engine), use materials fit and lighterweight, achieving a robust chassis designed to improve driver safety . (at that time, the linguistic terms and applications were not known, today.
    With the use of components (e.g bearings, seals,o-rings ) from the market or access to parts of the production car (after having verified the worthyness) in order to reduce design time, as well as to optimize acquisition costs including subsequent replacement used engines manufacturing base but with suitable characteristics for their evolution or transformation, of limited cost, robust and low maintenance for their interchangeability or substitution.The differential, gearbox and clutch had to be withdrawn from the market and made fit for use. For brakes had during the transition to the disk type but not yet adequately tested, for which it was provided to project the possibility to be applied subsequently (in particular in front). In regard to the suspension, although having been defined the general characteristics was left free will as long as they allow the cars to obtain the maximum reliability, and ease of handling capacity of adaptability to various different paths.

    Marino knew famous designers such as Iano, Fessia De Virgilio etc. of which he had great esteem and who were collaborating with “Lancia”. In” Marino team together with his cars he raced with several others such as B.20 which admired he decided to adopt the basic mechanics of knowing that the engine power in relation to competitiveness and development which presented itself was a weak point but he counted on getting the same engine of the Lancia D24. The decision to retire from racing by "Gianni Lancia and its board of directors" was not allowed to get the engines and all efforts were useless (They had seen the crushing of those in stock ).
    The choice of the designer is with the talented Giovanni Michelotti quickly realized that the project taking into account the possibility of adaptation of the mechanical changes, than accumulated over the years on issues aerodynamics, creating lines that will be attractive at the same time aggressive, elegant and worthy for use. In 1954 are designed and implemented the "Lancia Marino" and participate in the spring of the following races ran uphill, put themselves on the national circuit for the design and manufacturing skills. The cars run for two years. At the end of 1957 Marino Brandoli decides to retire from the sport and began working with a number of Italian and international companies that develop their own innovation activities also in the automotive industry and the year 1958 he founded a company with the mission to design and produce components for automotive safety.

    Luigi Brandoli-LanciaMarino
  5. Interesting that this is RHD

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