Strange/Rare car profiles-identifies threat

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

  1. 1939 Berlin-Rom-Wagen (VW Typ 60 K 10. Porsche Typ 64)

    A few days before the end of 1930, Ferdinand Porsche, at the age of 55 and after a distinguished career working for others, started his own design bureau in a tiny rented office in the centre of Stuttgart. His team of 12 handpicked men included his son Ferry and a talented group of engineers, almost to a man Austrian. In 1934 Porsche published his famous Exposé, or manifesto, in which he outlined his idea for an affordable, mass-produced car. One could say that the Volkswagen idea was in the air, even though the will of the German manufacturers to produce one was perhaps not as strong as the desire of the ‘Volk’ to own one – or ultimately to use it on the new and rapidly expanding autobahn system. Porsche commenced his proposal by citing the success of the Volksradio, mass-produced since 1932 and bringing entertainment, and the voice of Chancellor Hitler, to the masses.

    Adolf, too, wished to bring motoring to the German people, and engaged Porsche to build a car that would satisfy their joint ambitions. Porsche project number 60 was given the green light. By 1938, all of the development work on the prototype Volkswagens – to Porsche’s dismay now renamed KdF-Wagen (‘Kraft durch Freude’ – or ‘strength through joy’) was more or less finalised, and the newly completed Porsche factory in the Stuttgart suburb of Zuffenhausen was busy building the VW38, a pre-production series of 44 cars. The Auto Union and Mercedes Silver Arrows dominated grand prix racing, and German sights were now set on extending this technical superiority to sports cars. As the nation lacked an international road race with the prestige of Le Mans, the Mille Miglia or indeed ‘little’ Belgium’s Liège-Rome-Liège, Adolf Hühnlein – head of the Oberste Nationale Sportbehörde (ONS), the organising body for German motor sport – proposed an Axis-power marathon from Berlin to Rome.

    It was scheduled for September 1939, and the unique aspect of this 1300km route was the inclusion of the new autobahn running south from Berlin to Munich. This would be followed by a short, twisty passage through Austria over the Brenner Pass into Italy, then another high-speed dash down Mussolini’s autostrada to Rome. Clearly this was going to be a flat-out blast in which top speed and aerodynamics would take precedence over handling.

    Porsche’s earlier design proposal for a VW-based sports car – project T64 in Porsche-speak – had been repeatedly rejected. However, with the launch of the VW now imminent, and thousands of hopeful customers sticking savings stamps into their KdF coupon books, a headline-grabbing ‘sporty’ version suddenly seemed like a good idea. Porsche was commissioned to produce a team of vehicles for the race, with the proviso that the Rekordwagens had to use KdF mechanicals and bear a family resemblance to the road machine.

    Despite his rebuffs, Porsche had kept his team working on a sports car design in their spare time, although where that ‘spare time’ came from in such a busy team is anyone’s guess. Several ideas were already on the drawing boards – including the T114, a mid-engined, water-cooled, V10-powered car on what was essentially a stretched VW chassis – and a model of the streamlined body had been made and wind-tunnel tested. The various design solutions were amalgamated and retrofitted into the earlier T64 project. Confusingly, because the car had to be perceived as a Volkswagen, it was also designated as a Type 60K10: ‘60’ was the Volkswagen project number, ‘K’ stood for Karroserie (bodywork), and ‘10’ for the tenth variant. But to Porsche insiders, it was always T64.

    Three chassis and matching engines, numbered 38/41, -42 and -43, were set aside for the streamliners, with a fourth engine – 38/46 – as a spare. The first T64 was finished on 19 August 1939, only two weeks before Hitler, instead of sending his sportsmen speeding south to Italy, sent his soldiers racing east into Poland.
    With the Berlin to Rome race cancelled and the Führer now committed to the war effort, the factory still managed to complete the other two Rekordwagens, the second in December 1939 and the final model in June 1940. Car number one was presented to Bodo Lafferentz, an important board member of the newly formed Volkswagenwerk. It’s not recorded whether Lafferentz left the road backwards, as so many over-enthusiastic early Porsche 356 owners would do, but the wrecked T64 was soon returned. The chassis of this variant, 38/41, eventually became the platform of car number three. Models two and three were used throughout the war by the Professor and Ferry, as transport and experimental development machines.

    As the bombing of Germany intensified, Porsche relocated to the remote village of Gmünd in Austria. Here, the fledgling company would conceive and build the 356, before returning to Stuttgart-Zuffenhausen in 1950. In the meantime, as has already been related, T64 number two survived the war but not the peace, leaving only car number three. This remained in use by Ferry until 1949 when, badged as a Porsche, it was sold to the Austrian racing driver Otto Mathé.

    We have to fast-forward half a century before we pick up the remarkable story of the second of the Berlin to Rome cars. When Mathé died in 1995, his collection of early Porsches and homebuilt specials was split up. The T64 and one of his two Gmünd-made 356s found new owners, with much of the remainder eventually ending up in the hands of Thomas König and Oliver ‘Olli’ Schmidt, dedicated collectors of early Porsches and rare post-war VW-based racing cars. Thomas and Olli house their collection in their magnificent Prototyp Automuseum in Hamburg’s rejuvenated docklands area, with a whole section dedicated to Mathé and his racing exploits. In addition to several of Mathé’s cars, Thomas and Olli found themselves in possession of two containers full of mechanical detritus accumulated over a long life of playing with racing machines.

    The history-changing moment came when research in the Porsche and Volkswagen archives confirmed, from engine and chassis numbers, that what the pair were gradually unearthing and piecing together from the Mathé hoard was not just, as first thought, a rare 1938 Porsche-built VW chassis and engine, but the remains of the second and long-presumed-lost T64. It appears that when Porsche sold Mathé car number three, it included the valuable ‘spares’ salvaged from the wreck of car number two.

    Spotting T64 items now became an intriguing treasure hunt. The steering wheel was found on one of Mathé’s single-seaters, and the doorhandles unexpectedly turned up at the bottom of a box containing alloy castings from his ski-binding business.

    Finding themselves in possession of such an important part of Porsche history, the only way forward for Thomas and Olli was to recreate the complete car. The task was entrusted to the respected German restoration company Nostalgicar, which borrowed the Mathé example and arranged for it to be laser-scanned to determine accurate dimensions before making a wooden buck over which to form the light-alloy body. Unlike the chassis of the VW, where the steel floor is welded to the spine, the T64’s floor is integral with the body. The monocoque shell is constructed like an aircraft fuselage, with a latticework of perforated alloy beams supporting and separating a flat interior floor, and several inches below that an equally flat and aerodynamically smooth exterior floor.

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  2. 1996 Ferrari Testarossa Special H17 TRS

    How many different models Ferrari has produced since the beginning, hundreds? Well, it's quite challenging to know them all and it's always a surprise to surf the internet and find some Prancing Horses that are unknown to most enthusiasts.
    I'm a great lover of one-off Ferraris and today I show you the Ferrari Testarossa H17 TRS, a unique Prancing Horse based on a Testarossa made for Bob Houghton, owner of an important Ferrari workshop in United Kingdom.
    The owner took part to the realization and most of the parts have been designed by himself with clue styles taken also from the 512S, 360, F355 and F40. The engine of the Special H17 TRS is the same 4.9L flat 12 with 428hp that we find on the 512TR but overall the Special is 100kg lighter than the TR thanks to the body formed in alloy.
    Also the interior is very custom, the only element we know are the seats taken from a Ferrari 550M, all the other components have been realized just for this model.
    Being owner of a one-off Ferrari is a privilege given just to the special customers of the brand; over the years Ferrari hasn't produced many one-offs, some of the latest and popular creations we might remember are the Ferrari SP 12EC (based on the 458) made for Eric Clapton, the P4/5 (based on the Enzo) for James Glickenhaus and so on.

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  3. Just discovered this thread. Supreme quality. I have a pal, goes by innotech on this forum. He has an encyclopedic knowledge of one offs/rare/prototype/re-coached cars. I'm sure you'd love him. Give him a call sometime, his number is 1-225-377-2125. Tell him K. Malone says hi.
  4. it looks like a Ferrari F1. I like it.
  5. that might just be one of the most desirable objects in the world, wow.
  6. 1952 OSCA MT4 Vignale Berlinetta Le Mans # 1120

    Today's article is devoted to a rare model that reproduces a car little known: the OSCA MT4 1952 with chassis number # 1120 and body Berlinetta by Vignale . early 30s the brothers Ettore , Bindo and Ernesto Maserati had built a thriving business that fed that gave them fame racing successes. But the economic crisis of 1929 joined the pre-war global climate began to affect their business, and in 1937 were forced to sell the brand Maserati to Adolfo Orsi , giving financial estabilidada brand in exchange for the brothers continue to work in it over a period of 10 years. Over the 10 years the brothers decided to leave Maserati to create your own brand, l'Officine Costruzioni Specializzate Automobili Fratelli Maserati ( OSCA ), founded in Bologna in 1947. abandoner Al Maserati also lost the financial support provided by Orsi , having to operate with too limited to try to build a sports car similar to his caliber resources Maseratis .
    That forced the brothers to rethink the way they build cars, parts and opting for conventional construction methods. Therefore upgraded to build small, lightweight and an apparent mechanical simplicity cars in practice towards more reliable. 's first OSCA was the MT4 ( Maserati Tipo 4 cilindri ), a sports car with tubular chassis, aluminum bodywork and integrated 4-cylinder engine of 1090cc (inspired by the six-cylinder Maserati , but based on a block of 4 cylinders FIAT to which he altered the race and head of cylinders) coupled to a four-speed gearbox. Gradually increasing engine capacity would go first in 1949 to 1342cc, 1450cc in 1953 and then in 1954 1490CC The MT4 were built only as rolling chassis which were sent to coachbuilders ( Pietro Frua , Michelotti , Vignale ) to provide them with body and finishes. Therefore there is great disparity of styles, body and finishes between MT4 produced from barchettas competition to berlinettas luxury.
    The first MT4 had a torpedo shape for which he received the nickname ' Catfish '. His first appearance was in the circuits on the Grand Prix of Pescara 1948 piloted by Franco Carnacchia . But in his second competition, the Grand Prix of Naples with Luigi Villoresi as a pilot, and got his first victory in the GP championship. This victory of an OSCA to larger and more powerful rivals was what brought the brand fame and reputation necessary to attract customers and have thus gradually be introducing resources to successive improvements in MT4 . In the following years he won many victories, both in Europe and in the United States, in some of the toughest competitions like the Targa Florio , Le Mans and the Mille Miglia , often beating his rivals with bigger and more powerful engines. The key was always in the power to weight ratio and a preoccupation with the agility and maneuverability of the car, making them all very effective in circuits. production of MT4 lasted until 1957, being replaced by the OSCA 750S . The quality of the engine Twin Cam OSCA made FIAT to notice them and to sign an agreement has been since 1959 which the 1200 FIAT coupe and convertible could ride a motor OSCA . In 1963 the Fiat 1300/1500 also had an engine OSCA as an option, but in 1966 FIAT did not renew the agreement because it already had its own engine Twin Cam for the Fiat 124 . Three years before the brothers Maserati would sell the brand to Count Domenico Augusta , brand owner MV Augusta , who kept producing small sports under the brand OSCA from 1963 to 1967 when the brand finally disappeared. Of all the OSCA MT4 built some of the most beautiful are bodied by Vignale . In 1952 only four units MT4 were sent to coachbuilder Vignale to give them body (three berlinettas and barchetta ). Of the four the most radical aspect corresponds to the chassis # 1120 .
    This chassis, equipped with 1342cc engine, was purchased by Dr. Mario Damonte , a successful chemical Turin commissioned Vignale to build a coupe body type with the idea of participating in Le Mans . Vignale built her a beautiful body berlinetta but with radical forms for front wheel arches designed to allow better motor ventilation and front drum brakes. Almost the entire surface of the front was dominated by air intakes to the point that the headlights are one of the few obstacles to air on the front. The body embraces the front wheels just above, but exposes the back, allowing better circulation of air from the engine and brakes out. The car's interior was minimalist, designed for racing. The windshield had three limpiaprabrisas, the normal two plus a third that ran from the ceiling to ensure the most sweeping possible glass area. To improve ventilation inside the cabin a vent circular rear window was installed. The carrorecia was painted in two colors. The car participated in Le Mans in 1952 in the category of 1500cc (with a 1342cc engine only), the first OSCA compete in as mythical race. At the wheel of the car was the Dr. Damonte , accompanied by a co-driver only know it was called Martial . Despite the large dynamic qualities of the car broke the clutch area Arnage , and pilot and copilot had to push the car a little over two miles back to the pits. When trying to fix the clutch saw it was not repairable and had to abandon the race, to despair of Dr. Damonte . 's car was upgraded to participate in Le Mans the following year. The most visible change was a new, more conventional front headlights with fully collected by the shape of the carrocería.También the engine was changed to one of 1092cc to participate in the 1100cc category. This time the body was simply polished aluminum, without any coat of paint, just with the added competition numbers. Again the own Dr. Damonte was included as one of the pilots, being the passenger Pierre Louis Dreyfus 'Helde' .
    This time the OSCA managed to finish the race in the No. 18 overall. During many years this MT4 with chassis number # 1120 remained unchanged, but over time began to take its toll on him. Finally I became quite an ambitious restoration, in which the original 1952 front recovered and completion of the interior, making it an improved berlinetta luxury. The body is painted in blue. The restored car has participated in a race for classic cars. In recent years it has become owned by a Japanese collector.

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  7. Thanks for sharing all of this with us, Bill. Great stuff.
  8. My pleasure!
  9. Special 1960 Maserati 3500 Spyder by Vignale

    220 bhp, 3,485 cc alloy double overhead-camshaft inline six-cylinder engine, four-speed manual ZF gearbox, independent front suspension, rigid Salisbury rear axle with leaf springs, front and rear hydraulic drum brakes. Wheelbase: 2,500 mm (78.74")

    Launched at the 1957 Geneva Salon as the brainchild of Chief Engineer Giulio Alfieri – who had seamlessly shifted from racing to production with equal talent – the 3500 GT became a watershed in the destiny of the Viale Ciro Menotti factory. The spyder version, bodied by Vignale, was introduced in 1960, and only 251 were made from 1959 to 1964 with a shorter wheelbase of 78.74 inches (250 cm).

    The Maserati 3500 GT Spyder Vignale, chassis number 101.504/C, is a very rare early example that was finished by the works in February of 1960. As confirmed by Maserati’s own historian Ermanno Cozza, 504/C is the seventh spyder built. At the request of its first owner, an engineer from Genova, 504/C was delivered to Carrozzeria Vignale for whom Giovanni Michelotti worked. The great coachbuilder and his brilliant man in charge designed and built a bespoke unique body. Michelotti had proposed various sketches illustrating several different solutions for the front end, the hood and, even more so, the very distinctive nose grille, and these traits are not to be found on the production cars.

    The very special nature of 504/C caught the full attention of the great connoisseur and respected collector Guido Bartolomeo. He acquired the car in Italy in the late 1980s and imported it to France in 2002. The car is in highly original condition, with the exception of a repaint in the early 1980s in its original "Grigio Conchiglia" colour (“conch” or “shell” grey). Its black leather interior is also original. It has only covered approximately 60,000 kms (about 37,300 miles) from new and has recently received a major service. The car is in fine running order, is incredibly well preserved and comes with a French “carte grise” title. This is a very rare opportunity to acquire a unique and historically important Maserati.

    A Note from Adolfo Orsi:

    I first heard about this "special" car at the end of the Eighties, when I had the good fortune to meet Guido Bartolomeo. Guido was a bit of a character. He was a man of the world, spoke several languages, and lived in this dilapidated old house in the countryside near Paris. He had quite a taste for beauty though, and his garage bore witness to his quest for stylish motor vehicles and cutting-edge cars.
    I became interested in the design and development of the 3500 GT Vignale Spider in 1989 when I purchased a 101.623 in America, another of the prototypes built, which I restored and fortunately still have today.
    Years later I met Edgardo Michelotti, son of Giovanni Michelotti, one of greatest car designers Italy has ever had. My friend Edgardo lent me a series of sketches that his father had produced for Alfredo Vignale, which prefigured what would later become the 3500 GT Vignale Spider production model, the most successful convertible that Maserati built in the Fifties and Sixties. At first I thought the sketches were just working ideas, design proposals, but then as I looked more closely into the history of the first Vignale Spiders, I discovered to my great surprise that many of those sketches had practical consequences, in that they were actually built and sold to customers. It was a truly magical period back then. Coachbuilders were full of extraordinary workers, and you could have a prototype built at a reasonable price, with only minimal investment required for equipment. This favourable situation enabled car-makers in Modena, such as Ferrari and Maserati, to recover almost the entire investment needed for the design and development of new models. Prototypes, in fact, were sold without difficulty to lucky VIPs, big industrialists, sovereigns, actors and singers. More often than not, these dream cars were unveiled at Motor Shows, and it was on these occasions that the car-makers could gauge the opinion of their potential customers, so as to then make the design and technical adjustments that would lead to the final production model to hit the assembly lines just a few months later.
    The same thing happened with the 3500 GT Vignale Spider. Prototypes were built carrying the chassis numbers 504 and 504/C, and later 505 and 623 with similar features (these last two were exhibited at the Turin Motor Show in 1959, the first time the model was unveiled to the public). In the spring of 1960, a pre-production series of some ten vehicles was produced, with very similar features to the production models that were launched in June 1960 (the difference being that the top of the bonnet covered the windscreen wiper

    Turning back to the 504/C, its history is tied to the name of Mr Giorgio Fassio of Genoa. The Fassio family was one of the most powerful entrepreneurial families in Genoa at that time, with interests in the shipping and print media businesses. My father (who unlike me enjoyed hunting) told me once about a red partridge hunt he went on in Fassio's game reserve, just inland from Genoa. I contacted Mr Fassio's daughter who told me she could remember her father having a Vignale Spider and Carrozzeria Touring Coupe at the same time. Records held at the Maserati Archives show that the 504/C chassis was sent to Carrozzeria Vignale on 16 April 1959, and it was the first chassis sent to Vignale for the new model. Oddly enough, the car was completed only one year later, on 20 April 1960, which was an unusually long time, considering that the car's "sisters", the 504, 505 and 623, whose chassis were sent to the Turin body-maker later, had already completed in November 1959. The delay in the final assembly of the car explains why this particular prototype has a series of unique and special features (a custom front panel without the classic front bumper and customary trident set in the middle of a broad oval grille), as well as others, such as the side air vents, boot, dashboard and seats, typical of the production model. A photograph of the assembly of this "special" vehicle can be found on page 80 of the book "Maserati", published in 2004 by Quattroruote.

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  10. 1933 Mercedes-Benz 150 Sport Saloon (W 30 series)

    80 years old mid engine Mercedes-Benz Competition car!!!
    2 years before the first VW Beetle prototype Mercedes-Benz build a mid engine sports car for 2000Kms race through Germany...
    The story
    At a technical meeting of Daimler-Benz AG in November 1933, Max Wagner presented to Board of Management members Hans Nibel and Otto Hoppe and several directors a proposal for a mid-engine sports car.
    Designed specifically for sports events, the vehicle was to be given its first competitive outing in the 1934 “2000 km through Germany” race. Minutes of the meeting note: “During discussion of the rear-engine car itself, Herr Wagner presented a complete design for a rear-engine sports car, which, as generally recognised, has the potential to become the future German sports vehicle for broad sections of the population. It is a two-seater streamlined vehicle, in which the engine is positioned not behind but in front of the rear-axle unit.” The design presented by Wagner was for a two-seater sport saloon – what would be termed today a coupé or sport coupé – with unusually efficient streamlining by the standards of the day. The finished vehicle bore similarities to the later VW Beetle of the post-war era. Distinctive features at the rear end included scoops in the roof section and numerous vents to provide fresh air for the engine. The Mercedes star was free-standing on the front bonnet.
    The unusual feature of this design, compared with the Mercedes-Benz 130, was its use of the mid-engine concept, which is still used today in sports cars and in Formula One. The drive package of engine and transmission was rotated through 180 degrees in order to improve the distribution of masses between the axles. The engine was positioned in front of the rear axle, the transmission behind it.
    Now Wagner saw his opportunity to introduce the concept of the mid-engine car at Daimler-Benz, a concept he had pioneered and realised a decade before in the Benz “Teardrop” racing car. At around this time, Ferdinand Porsche, who was of course familiar with these plans from his time as chief engineer at Daimler-Motoren-Gesellschaft and Daimler-Benz AG, was also in the process of bringing this concept to fruition, in particular in his design of the Auto Union P racing car.
    The four-cylinder in-line engine was a largely all-new design. It had a displacement of 1.5 litres, in line with sporting regulations for the intended entry category, a twin carburettor and an overhead camshaft driven by spur gears. This was standard racing engine design at Daimler-Benz at the time. Engines for ordinary road vehicles, by contrast, generally featured the overhead valve system and updraught carburettors, a design that was not exactly conducive to optimum output and fuel consumption, but had the merits of smooth operation and reliability.
    Sports vehicle with high-performance engine
    The sum of these measures generated an output of 40 kW from the four-cylinder assembly – a sizeable rating for a 1.5-litre engine and one which highlighted an advance in engine design. By comparison, the four-cylinder engine of the 130 model provided 19 kW, with the six-cylinder 170 and 200 models developing 24 kW and 29 kW respectively. The drive unit of the 150 model was equipped with two final drive ratios and different transmission ratios for third and fourth gear. The highest gear gave a top speed of 131 km/h. The wheelbase was extended by 100 millimetres compared with the 130 model, and the front track width by 30 millimetres. This sports engine was also used in several 150 model sports cross-country vehicles of the 1930s, although here it was front-mounted.
    Fritz Nallinger allayed concerns that the 50 vehicles required for homologation would not be built within six months by using a considerable number of production parts from the 130 model – and sure enough, the company was able to take part in the reliability trial using the new vehicle.
    For the 2000-kilometre trial, staged from 21 – 27 June 1934, six examples of the Sport Saloon version of the 150 model were built and used. They proved a sensation on their debut. An anonymous commentator wrote in the trade magazine Motor und Sport: “We had a number of surprises of a technical nature in Baden-Baden, [the start of the long-distance trial], for there were many new vehicle models on display that had been developed in secret. Daimler-Benz arrived with a sensation in the form of a new rear-engine car equipped with an ohv 1 1/2-litre engine. The fact that the engine was positioned in front of the axle meant that useful space in the interior was lost, but this was more than compensated by the significant gains in handling. What is interesting about this sports car is its entirely closed, streamlined design. The new arrangement of the rear engine permits a particularly effective shaping of the car’s rear end.”
    In addition to the 150 models, Daimler-Benz also entered a Mercedes-Benz 500 K streamlined coupé in the “2000 km through Germany”, a precursor of the later “Autobahnkurier”. The streamlined body reflected the circumstances of the time. The 1920s and particularly the 1930s witnessed a rapid growth in mass motorisation. Autobahns were built, and cars began to play an important role as a long-distance means of transport. It is no surprise, either, that speed became an associated principle – streamlined bodies and improved aerodynamics not only resulted in more kilometres per hour, they simultaneously embodied the very notions of speed and modernism.
    Two of the six teams driving the Mercedes-Benz 150 models were forced to retire. The remaining four won gold medals, one of them with the later racing driver Hermann Lang at the wheel. A gold medal was awarded to those who completed the route in the prescribed time, since the 2000-kilometre trial was not a road race in which the winner was the car with the fastest time. The event was also the largest deployment of Mercedes-Benz 150 models.
    The car’s most notable success came shortly afterwards, however, and remains relatively unknown. At the Liège – Rome – Liège long-distance race in late August 1934, Hans-Joachim Bernet took the special award for best-placed closed car, having led the entire field from Rome to Pisa and finished without penalty points.
    The final whereabouts of the six Sport Saloons remains unknown.
    Mercedes-Benz 150 Sport Saloon (W 30 series)
    Cylinders: 4 (in-line)
    Displacement: 1498 cm³
    Output: 40 kW at 4600/min
    Max. speed: 131 km/h
    Production period: 1934

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  11. 1952 Pegaso Z102 Touring Spider (Tibidabo)

    Created by the vision of engineering genius Wilfredo Ricart, Pegasos were tremendously advanced for their time, being fitted with a dry sump, quad cam V8 engine and a five speed De Dion transaxle. One of only four Spyders to be bodied by Touring and the only example in this configuration, chassis # 0118 was despatched to America in 1952. Returning to Spain in 1955, it has been enjoyed by only one fastidious owner for the last twenty five years, competing in many rallies including the Mille Miglia.

    The first job by Touring for Pegaso of which only one copy was built. Anderloni, head of Carrozzeria Touring wanted his first design for Pegaso capture the flavor of Spain and therefore decided that the design was to focus on the Spanish bull, made in the bonnet two openings reminiscent swollen nostrils of a bull, plus the top edge of the windshield mimics the horn and nostrils are repeated in the tailgate. It was presented at the Paris Salon of 1952, and a year later traveled to the Hall of New York and stayed in Brewster Motors, Pegasos importer in America. The front is aggressive and has a steeply raked windshield with two curious deflectors on both sides since it did not have side windows. The long hood fits the typical radiator grille with which it is recognized to Pegasus. The sticker does not exist as in the rest of the Touring Pegasus. It has an elegant side with two doors without handles for opening.
    The engine was built in light alloy, weights only 190 kgs. It is a V-8 engine with a displacement of 2,814 cc. With a compression ratio of 8.1: 1 this engine develops 172 hp at 6,000 rpm and reaches a top speed of 217 Km / h. The weakest point are drum brakes that require considreble driver effort.

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  12. never knew that those corners in the pegaso hoods were made after bull nostrils. I never really liked them, but at least now I know why they're there <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/smile.gif"></A>
  13. 1966 Fiat 124 Touring Superleggera Cabriolet Prototype

    Only one unique piece built in 1966 on the base of the brand new Fiat 124 (Car of the year 1967) by Carrozzeria Touring Superleggera, the legendary coachbuilder workshop (Aston Martin, Maserati 3500, Alfa Romeo 2600). This model is the last project of Touring Supeleggera before it has gone bankrupt and closed its doors, and in the same time probably the oldest Fiat 124 still existing in the world. The prototype was inspected by G. Agnelli at the 1966 Turin Motor Show, was driven by the famous movie director Roberto Rossellini, and as a passenger on the front right seat the Cracovian bishop Karol Wojtyla, the later Pope John Paul II had travelled in 1972. The car is in best shape, all original like in 1966, in 1988 went under a restoration.

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  14. 1952 Siata Daina 1400 Coupé by Bertone

    Chassis no. SL 0319 B
    Engine no. SL 0319 B

    65 bhp, 1,395 cc overhead-valve inline four-cylinder engine, four-speed manual transmission, independent front suspension with coil springs, live rear axle with coil springs, and four-wheel drum brakes. Wheelbase: 2,400 mm

    A rare and desirable Italian sports car from one of the greatest names
    The first Bertone-bodied Daina; delivered new by S.H. Arnolt
    An excellent restoration; matching-numbers example
    Societá Italiana Auto Trasformazioni Accessori (Siata) was founded by Giorgio Ambrosini in 1926, and initially, it specialised in performance modifications for Fiats, but in 1939, it released the first car of its own design, the Amica.

    Post-war, Siata produced a very successful auxiliary bicycle motor, as well as performance accessories, and released a string of new car models. Ernie McAfee was Siata’s West Coast distributor in the U.S.A., and the American enthusiast press praised all Siata models for their excellent handling, handsome styling, and startling performance. Competition success was strong at such storied events as the Mille Miglia and Coppa della Toscana.
    The elegant yet sporting Daina, in open gran sport and coupé form, with bodies by Stabilimenti Farina, Bertone, and others, exemplified Siata. The Daina’s effectiveness was confirmed at the inaugural 12 Hours of Sebring in 1952, where Dick Irish and Bob Fergus piloted a Daina to 1st in class and 3rd overall, lapping a Ferrari 166 and Jaguar XK120 in the process!

    The Daina shown here is the first Bertone-bodied example produced, of at least eight built to this design. Reportedly, it was shown in Paris in 1952, wearing its original two-tone green, and it was then imported on 23 December of that year to the United States, by renowned Chicago importer S.H. Arnolt, of Arnolt-Bristol fame. In all likelihood, it was delivered new in the Chicago area before making its way to Wisconsin, where, in the late 1950s, it was bought by the Texas enthusiast who would own it for many years.

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  15. I like this a lot.
  16. Probably the best thread on this site - ruined because Admin has abandoned everything about this site other than the front page and the Facebook page.
  17. Thought the same thing when I saw the thread about photos being gone. <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/sad.gif"></A>
  18. Yeah wtf <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/sad.gif"></A>
  19. 1969 Ferrari 330 GTS Targa by Harrah

    A special version of the 330 GTS was the "Harrah Targa", a model built for William Harrah in Reno, Nevada, a man famous for his enormous car collection. This special edition featured Targa roof configuration (the first on a Ferrari model), a stainless steel-covered roll hoop, with a black vinyl-covered removable roof panel and a long, sloping tinted Perspex rear screen and a boot lid shorter than standard.

    General history of 330 GTS

    In 1966 at the Paris Motor Show, Ferrari unveiled the 330 GTS (Gran Turismo Spider), a combination between the 400 Super America and a 275 GTS. The car replaced the 275 GTS, and apart from the folding roof, the 330 GTS was identical to the 330 GTC. It was produced until 1968, in both left and right hand drive, with around 100 units made.

    The nose featured a slim, projecting ovoid radiator grille, headlights in shallow recesses in the forward face of the wings, which had triple louvre engine bay exhaust outlets in their sides, bounded by a slim bright trim strip on three sides. This was married to a tail section that was first used on the earlier 275 GTS, to produce a harmonious, light and elegant design that featured slim quarter bumpers at each corner.

    The folding roof of the 330 GTS was retained by a pair of over-centre clips on the top screen rail when in the erected position, whilst a clip-on protective vinyl cover fitted over it when stowed in a recess behind the seats.

    The 330 GTS was built on a 2,400 mm wheelbase tubular steel chassis and was powered by a 3907cc displacement V shaped 12-cylinder block that develops 300 hp. The 0 to 60 sprint was made in 6.9 seconds and a top speed was of 146 mph.

    The only significant changes to the mechanical specification during production were: substitution of twin oil cooler radiators for the original single unit, plus a modified fuel delivery system and molybdenum-sprayed gearbox with synchromesh rings.

    Production of the 330 GTS model continued into late 1968, when it was upgraded with a 4.4-litre engine and minor cosmetic changes, to become the 365 GTS model.

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  20. My pictures is much work gone,sorry!

    1950 Ermini 1100 Berlinetta by Motto
    General Ermini history from 1949 to 1951
    In 1949, Ermini entered three cars in the Mille Miglia, the cars were too fast (they went in top with Bormioli and Montanari) but they had to withdrew due to breaking of the valve's screw adjustment. The problem was solved with the help of engineer Alberto Massimino. During the Sport season, Ermini's car won with Sbraci's Grand Sport Prix the Firenze-Fiesole , The Collina Pistoiese Cup, the prestigious 3th place overall/ 1st in class at the Napoli Grand Prix, the 4th overall/ 1st in class at the Dolomiti Golden Cup and overall victory at the Toscana's Cup with the Torpedo Ermini of Bormioli. These placements allowed the Venetian pilot to be ranked at the 4th place in the Sport class 1100's Italian league. During the year 1949 they obtained a lot of success and request to purchase the Ermini engines with Fiat crank-case increased. (They developed 82CV at 6200g/m). During the season '49- '50 the Ermini Company constructed about 10 engines which were installed in different gentlemen's racing cars (Fiat-Stanguellini, Fiat-1100S, Fiat-Leone, Fiat-Petrini, SVA, Tinarelli etc...) replacing the less powerful engine. It was the variety and the number of vehicles that replaced with the Fiat-Ermini engine that created confusion during research and historical cataloging of Florentine cars (often the construction of the entire car was wrongly attributed to the Florentine workshop so a lot of cars that were equipped with FIAT-ERMINI engine (like some Fiat-Stanguellini 1100 sport) never given the right motor classification which contributed to the success of those not so fast cars equipped with Fiat 1100 engine. In 1950 Ermini encouraged by good results and the economic income, he commission to Glico in Milan a tubular chassis with an oval section to make its cars more competitive. In that year he prepared three cars: two Torpedos and a Berlinetta, their bodys were built by Motto Torino. In 1950 CSAI new rules imposed the use of 80 octane petrol thus undermining the competition of Cisitalia-Abarth and the Fiat-Stanguellini, which until the previous year had used special alcohol mixture to enhance their engines and now couldn't compete to the power of Fiat-Ermini engine. The results will come soon and over the prestigious affirming of the Fiat-Ermini engine at the Mille Miglia (11th place/13th overall in class) with Montanari and Cappelli at the Umbria tour (2nd place overall in class) with Montanari, during the Collina Pistoiese's Cup they won with Tergi, and they obtained the victory in class during the Susa-Moncenisio with the touring driver Ugo Puma. The year triumphantly ended with the conquest of the Italian 1100 Sport Championship with Piero Scotti who won in class the Targa Florio and the Toscana's Cup. By the end of the year 6 engines were sold and in 1951 three cars were built equipped by Tubular Glico chassis Torpedo shape. Two of these were bodied by Motto Torino and the other was bodied by the Mariani workshop in Pistoia.

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  21. 1954 Saab 94 ( Sonett Super Sport)

    The Saab Sonett was unofficially known as the Saab 94, even though this number had already been assigned to an aircraft project. Only six Sonetts were built, the cars being intended as either experimental or competition cars.
    The story of the Saab 94 or Saab Sonett Super Sport began in 1954 when Rolf Mellde started sketching a sports two-seater. Saab management showed little interest. So work began in peoples spare time at a barn in Asaka, some 60km (37m) from Trollhättan.
    Mellde designed a special stressed-skin light metal box, in preference to the tubular frames used in sports cars of the day. Mellde’s design weighed less than 70kg.
    Sixten Sason made a model that was to be taken as an original from which the glass-fibre reinforced plastic body was moulded. Glass-fibre was an exciting and futuristic material in the 1950s and nobody at Saab had any experience of it. The assistance came from SOAB (Svenska Oljeslageri Aktiebolaget) of Gothenburg.
    There is one story that says that the Sonett was so-named as Sixten Sason exclaimed “Så Natt” (So nice) when he saw it. As a story it is fine but not strictly accurate. Sason had, sometime before, proposed the name Sonett for one of his first sketches for the Saab 92, but the name was rejected at the time,
    On 14 October 1955 at 2am the Sonett was ready to go. Mellde and his colleagues had constructed this car in secrecy and, until that point, only the chassis had been out on trial runs.
    Saab Management felt that the Sonett would be a sensation at the forthcoming Stockholm Motor show of February 1956 and that it should remain under wraps until that time. The Sonett, with it’s light-metal chassis, plastic bodywork and a two-stoke engine tuned to deliver 57.5hp and giving a top speed of 210 km/h, was a sensation.
    Four engineers were involved in the Sonett project: Rolf Mellde, Lars Olov Olsson, Olle Lindkvist and Götta Svensson. Sixten Sason styled the open top Saab.
    Test runs with the Sonett were underway by Spring 1956 with the car covering over 5,000km by the autumn. The Sonett project now had the recognition and approval from Saab management and was designated the Saab 94.
    The Sonett was much in demand by dealers and was shipped to the United States for the Saab introduction there in April 1956.
    In November 1956 Rolf Mellde received an internal memo ordering that another five test cars be built. The barn in Asaka had been outgrown so the work was sub-contracted to Svenska Järnvagsverkstäderna (ASJ) in Linköping who, in turn, put the construction of the body out to Knossverkstaderna in Katrineholm.
    The first Sonett was given the registration P14000. The chassis of Sonetts 2 to 6 were made of sheet steel rather than aluminium and were completed in the Spring of 1957.

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  22. 1952 ENASA Pegaso Z102 by Carrozerria Cupula

    He stood in 1953 at the World Motor Show in New York, a short time later it belonged to the President of Dominican Republic, Rafael Trujillo. In the 1980s, bought him of the German collector Peter Kaus, it now belongs to Evert Louwman Museum in the Netherlands. Eight years there has taken meticulous restoration.This unique Pegaso have an V8 cylinder with 2816cc engine which produces 163DIN-hp at 6.800rpm.

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  23. 1952 Zagato Fiat 1100E Coupé Elaborazione Abarth

    A very fiew number of these Zagato FIAT 1100 E Abarth are known to exist. One is this and another one in green chassis #368374 still exists in concours condition.

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  24. 1968 Michelotti TR5 Ginevra Prototype

    Just before the Geneva Motor Show in March 1968, Giovanni Michelotti was about to organise the presentation of the new Triumph Stag on his stand.
    But the Standard Triumph directors had a sudden change of mind and decided to put the Stag on the official Triumph stand. This left Michelotti with a vacant space. He had to react quickly, and decided to design a prototype, which he presented as the evolution of the TR5 – the future TR6!
    Employees, friends and family members burned the midnight oil for 15 days and 15 nights to prepare this prototype called the TR5 Ginevra (Geneva in Italian). Michelotti obtained a TR5 chassis from the factory to build his prototype numbered X760 (prototype) as well as a 2-litre straight 6 engine (not the 2.5 version) fitted with Lucas injection. It had a standard 4-speed + overdrive gearbox.
    After the show the Standard Triumph management entrusted the Karmann bodywork company with the task of designing the future TR6. The TR5 Ginevra remains a one-off much to the delight of its present-day owner.
    No. X760 (1967, works prototype on a TR5 base).
    Engine: Prototype Triumph 2-litre straight 6 no. MB73526HE with Lucas injection No. WA524B/WA3129 numbered 2967.
    Power: Around 125 bhp with a top speed of some 200 km/h and fuel consumption of 9.5l/100 kms.
    Gearbox: Standard TR5, 4-speed with Laycock-de-Normanville overdrive.
    Rear wheel drive.
    2-seater roadster.
    Dry weight: 1030 kgs approx: Total weight: 1280 kgs.

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  25. 1948 Nardi-Dannese (Alfa Romeo) Corsa Barchetta

    In 1947 Nardi began construction of three cars for the 1948-49 Mille Miglia and Targa Florio. This car, No 948-5 is one of the two used in the '48-'49 races and was sold to Perry Fina of New York in 1950. Mr. Fina specialized in the sale and preparation of racing and high performance cars. He campaigned the Nardi, driven by himself, Jim Pauley and Harry Grey in events at Palm Beach, Bridgehampton and Watkins Glen.In the early 1950s a Cadillac engine was installed by Fina to keep the Nardi competitive with Allards and Jaguars, which would out power the Alfa engine. Sometime after this, Mr. Fina sold the car and it did not surface again until 1969 when it was purchased by Homer Tsakis.
    Enrico Nardi achieved notoriety and a small amount of fame in the pre-war era as a racing car designer, constructor, and driver. In the 1940 Mille Miglia he was the co-driver of the first Ferrari, the Tipo 815.
    After the war, he is reported to have assisted in the construction of the first Tipo 166 Spider Corsa sports racing cars. This may well be true since the cars he constructed with his partner, Danese, around 1947-48 bear a strong resembled to the Ferraris. Nardi, however had neither the facilities nor finances which would enable him to build his own engine. Instead he turned to the only large displacement engine then available in Italy, the Alfa Romeo 6C 2500. This dry sump marine motor six cylinder, 2 1/2 litre engine had been used in Alfa Romeo sports racing cars before the war, winning a number of long distance races had been used in Alfa Romeo sports racing cars before the war, winning a number of long distance races and placing 2,4,7 and 8th in the 1940 Mille Miglia. The overhead twin cam seven main bearing engine design gave it a good bit of potential. In fact, Alfa Romeo used this engine in sports racing coupes which not only placed third in the 1949 Mille Miglia but also won the Targa Florio in 1950. The Alfa Romeo engines were tuned to produce 145 HP.
    In late 1947, Nardi began construction of three cars for the 1948-49 Mille Miglia and Targa Florio. This car No 948-5, is one of the two used in the 1948-49 race and was sold to American Perry Fina of New York in 1950.
    Mr. Fina ran an establishment in the heart of Manhattan which specialized in the sale and preparation of racing and high performance cars. He campaigned the Nardi, driven by himself, Jim Pauley and Harry Grey in events at Palm Beach, Bridgehampton and Watkins Glen. In the early 1950's, a Cadillac engine was installed by Fina to keep the Nardi competitive with Allards and Jaguars which would out power the Alfa engine. Sometime after this, Mr. Fina sold the car and it did not surface again until 1969 when it was purchased by Homer Tsakis. The restoration started with the purchase of the proper type 6C2500 Dry Sump Alfa Romeo engine and transmission, fortunately the body and chassis were virtually intact.

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