Strange/Rare car profiles-identifies threat

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

  1. 1957 Weldagrind ParSon-Maserati 150 S Spyder

    This one-off sports car chassis was built by Weldangrind Ltd. in Fulham, London, an engineering company run by father John and son Stuart Young. For promotional reasons they decided in 1957 to develope an own sports car chassis which would be called ParSon (from Pa & Son).
    A Maserati 1.5 litre engine (s/n 1676) & gearbox was ordered from the factory and eventually installed in this space-frame chassis. The bodywork had been designed by Stuart Young himself and the panels were beaten by Peels of Kingston-on-Thames.
    The chassis weighs only 32 kg, originally it had drum brakes but after testings in 1957 disc brakes were mounted.
    The car both handles and brakes incredibly well, it is very swoopy do looking with long flowing, cutaway front fenders like a pontoon testarossa, with the back end looking somewhat like a swooping up over the wheel.

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  2. 1952 Lancia Aurelia PF200 Convertible (B52)

    In 1952, the Lancia Aurelia B52 PF200 debuted at the Turin Motor Show. Pinin Farina created a total of six PF200 Aurelias show cars, four of which are believed to still exist today. And, no two were exactly the same. The current owner has owned this car since 1968. When it was restored, it underwent a complete nut-and-bolt overhaul, including the necessity to make from scratch several body and floorboard panels as well as the offset air cleaner needed for hood clearance.
    America's infatuation with the jet plane in the early 1950s did not take long to cross the Atlantic. Particularly Italy's leading automotive designers and coach-builders were quick to respond. Keen as they were to break into the very lucrative American market. Ghia successfully tied up with Chrysler, Bertone received universal acclaim for their 'B.A.T.' show cars but not much has been said about Pinin Farina's foray into jet design.
    At the time the Turin based design house was making quite a name for itself with altogether more understated creations based on the company's Cisitalia 202 launched in 1948. This very elegant machine was immediately recognised as a revolutionary design and was displayed in the Museum of Modern Art (MOMA) in New York only three years later. Company founder and lead designer Battista 'Pinin' Farina could nevertheless not resist the lure of the jet-age and created one of the period's most extravagant designs.
    Dubbed the PF200, Pinin Farina's jet-age design was a lot of things but certainly not understated. The prominent, circular grille-surround looked like it came straight off a contemporary fighter jet like the F86 Sabre. It was finished in chrome, just like the 'bumperettes' alongside it and the sizeable rear bumper. The rear wings featured long fins that extended beyond the tail of the car. Surrounded by so many jet fighter cues, the pair of triple exhausts could have easily been mistaken for machine guns.
    Found under the exuberant Pinin Farina body was Lancia's Aurelia B52 chassis. This was one of only a handful of cars still available to custom coach-builders without a body. Based on the production Aurelia B20, it also featured a slightly longer wheelbase to give the designers some more room to work. It was powered by the same 2-litre V6 engine that had been developed under supervision of the legendary Vittorio Jano. Fitted with hemispherical heads and a single Solex carburettor, it produced between 75 and 90 bhp depending on the state of tune.
    In the fall of 1952, the Lancia Aurelia B52 PF200 made its world debut at the Turin Motor Show. Although the car had been built with an eye on a limited production run, there is no indication that the striking creation sparked the interest of prospected buyers. Pinin Farina nevertheless continued along the same lines and created several more PF200 show cars. Using the Aurelia platform another two Cabriolets and three Coupes were constructed; each with distinct features. One order was received from the United States from a client who wanted the PF200 design fitted to a Caddillac chassis.
    By 1955 the final PF200 had been produced and the jet craze had slightly faded. Pinin Farina wisely turned to what it did best and for example created the Aurelia B24 Spyder; another instant design classic. Some cues like the chrome grille-surround and the rear deck treatment with raised sides of the Coupe, have been used on other cars. Derivatives of the latter can be found on Ferraris up into the 1990s. It is believed that of a total of six PF200 Aurelias have been built and at least four exist today. They perhaps did not receive much love in period but it is telling that most have been cherished by the same owners for many decades.

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  3. 1968 Baufer Chevrolet TC Sport Prototypo

    The SPA has the special distinction of being the winner of the first race of the category in the hands of Jorge Cupeiro.
    The nickname of the self-imposed Cupeiro was "Chevun".
    This machine is one of many that began running in TC.
    At year end 68 Cupeiro Jorge decides to return to run with Chevrolet and Baufer acquired a car would be ready for the triangular of that year, which was composed of the last three races of the year.
    For the year 69 Cupeiro decides to run with this car in the new category. No more variants that a color change, the debut could not be better, won the race and the second from a series of abandonments there until the fourth race. This is the short history of Baufer held by Cupeiro.
    From the fifth race the car passed to Carlos Balbé who finishes the season.

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  4. 1968 Huayra Pronello Ford

    Huayra Pronello Ford is an Argentine racing car built in 1969. It was designed by Heriberto Pronello for the official Ford Sports-Prototype team. The Huayra was powered by a five-liter Ford V8 producing 430 hp, with four Weber 48/48 IDF carburetors. Driven by Carlos Pascualini and future competitive Formula One driver Carlos Reutemann, it was the fastest car in both qualifying and race in nearly all of Argentina's Turismo Carretera races in 1969.
    The Huayra running with the bodywork extension for high speed circuits.
    Carlos Reutemann moments before a race, sitting on a Huayra
    The Argentine Turismo Carretera racing series had been dominated by Ford and Chevrolet until the end of the 1960s. In 1967, IKA introduced the Torino and set up a team to promote it. The IKA team drivers were Eduardo Copello, Hector Gradassi and Jorge Ternengo. But in the team there were also two outstanding figures, chief mechanic Oreste Berta, and designer Heriberto Pronello. Their modified Torinos, the Liebre I (Hare I) and Liebre II, dominated the 1967 season.
    In 1968, IKA officially withdrew from TC, but Pronello presented two new models, the Liebre 1 1/2 and later the Liebre III. However, the championship went to Carlos Pairetti in his Trueno Naranja Chevrolet, designed by Pedro Campo. Still, Pronello's cars were chosen by many pilots, and the series became a showcase of advanced design and technology. Moreover, due to the dangers involved in street racing, the series began to move to the tracks, and by 1969, a new, race-track only, series with its own regulations was established -the Sports-prototype.
    Wayra (pronounced wai-rah) is the word for "wind" in the South American language of Quechua.The name was suggested to Pronello by a visual artist friend of his upon seeing the car being tested in the wind tunnel.
    In 1969, Heriberto Pronello signed with Ford Motor Argentina to build six cars for the make's official Sports-prototype and Turismo Carretera teams. He built two Huayra SPs, and four Halcon TCs (two of the latter would be sold to private drivers). Pronello had been designing the Huayra since 1966, but had not had a chance to develop his project. Ford would now provide the F100 V8 engines, but Pronello would have to finance the project, until one condition was met: the car had to be among the four fastests in one of the first four races of the championship. This was achieved without much difficulty.
    Interior of the Huayra SP
    Meanwhile, the team took shape. Carlos Reutemann and Carlos Pascualini drove the SPs, while Jorge Ternengo and Reutemann or Pascualini drove the Halcon TCs. The Halcon, though very similar to the Huayra, was 19 cm longer, thinner tyres, a different chassis, and other different characteristics. In the beginning, Pronello himself tested the car on the street and on the Oscar Cabalon racetrack in Cordoba. On April 22, the car was being tested by Pascualini in Buenos Aires when it caught fire and was almost completely destroyed. Despite this, Ford continued to support Pronello.
    The Huayra debuted on May 18, in Cordoba. Both Huayras qualified second, but had to abandon due to mechanical problems. The only absolute win would be on the following race, on June 22, in the Rafaela oval track. During qualifying, Reutemann averaged 231,223 km/h, with Pascualini a mere 7 tenths behind. During the race, both cars had a lap record of 1' 13" 8/10, at 225,583 km/h. Pascualini also set the year's race average for the series, an impressive 216,078 km/h. Pascualini recalls how "we took the curves at almost 300 km/h. It was the fastest race car I've ever driven. But the Huayra had an amazing grip, it was well-balanced, and the brakes and steering were faultless. That was without a doubt the most important victory of my career."
    Pascualini and Pronello both recall that in those days they used to give each engine a name. Thus, there was "The Kerusha," "Lolita," and "Black Party." The Huayras were almost always the fastest cars, but it was mostly due to engine failures that they often had to abandon. In 1970, the Huayras continued to race in SP, but as spiders, since the new regulations allowed for open cars. Though the engines were more reliable, they were not as superior as the previous year's and lost protagonism. In 1971, the Huayras raced less and less as manufacturers lost interest in the series.

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  5. Wow, amazing work! props to you for redoing this thread!
    +1 Bill <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/grin.gif"></A>
  6. indeed. had no idea many of these existed
  7. Holy cow that's a lot of work to re-instate all your images, Bill. Thank you!
  8. #133 dahldrin, Jun 22, 2015
    Last edited by a moderator: Apr 25, 2016
    I've actually seen this one a couple times. Really cool car.

    As everyone else has said and I've said in the past, great thread. Keep it up. Easily one of the best things on this entire site.
  9. This thing is so cool. I've seen it 10 years ago, before it was repainted. I hope to see it again this summer.
  10. Dear friends thanks for the kind words,
    I spend 6-7 hours to do that...
    I like to share infos with guys with the same passion,but if admins delete again all the pictures from this threat Im not so sure if I try again to reload..
    I have a lot of work in classic car scene and sometimes I can't post in this threat because Im too busy. I hope admins didn't delete again this data base. I only like to help <A BORDER="0" HREF=""><IMG BORDER="0" SRC="pitlane/emoticons/smile.gif"></A>
  11. 1954 (1968) ATL-Alfa Romeo 2000 Sports Coupe

    This unique 'one off' Alfa Romeo powered sports coupe was built in 1968 by Autotecnica del Lario of Lecco. Developed largely along the lines of the Alfa Romeo 2000 Prototype built by the company in 1954, the chassis consists of different diameter special steel tubing with boxed-in sections to which all of the mechanical ancillaries are attached. The stunning bodywork is in 12/10 gauge aluminium and is suspended over a steel birdcage like the patented Touring Superleggera method on the Maserati 3500GT or Aston Martin DB Series. Suspension is independent on all four wheels with coil spring shock absorbers, together with front disc and rear drum brakes and lovely period Borrani wire wheels. The engine is Alfa Romeo's classic two litre twin camshaft unit, and with the car weighing in at only 810kg this makes it a very rapid sports car indeed! Finished in red with red interior and reminiscent of the 3000 MM and Disco Volante coupes, the stunningly executed lines of this car are every bit as good as anything created by Alfa Romeo at the time.

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  12. The truth..Ferrari 250 GTO is a masterpiece of G.Bizzarrini

    Many people will argue that the best car in the world is the Ferrari GTO. While more modern supercars surpass the GTO in terms of performance, none excel better in both form and function. During its heyday, the GTO dominated the World Sportscar Championship, and it is still one of the most beautiful shapes ever to grace a Ferrari chassis.
    All told, just 39 production examples of this voluptuous GTO coupe were produced. All were built to race, but were theoretically usable on the street by virtue of sports-racing rules that required road versions of competition cars. That regulation, in fact, gave rise to the car’s name: Gran Turismo Omologato - a GT homologated, or sanctioned, for racing. And race it did, propelling Ferrari to the Constructors International Grand Touring Championship in 1962, 1963, and 1964.

    The Origins of the Ferrari 250 GTO
    Prototype 0523 GT
    It was the second weekend in June 1961, Ferrari won the 24 hours race at Le Mans outright that weekend, with the a Ferrari 250 Testa Rossa, sn 0794, driven by Phil Hill and Olivier Gendebien.
    However, Enzo’s 250 GT Sperimentale berlinetta sn 2643GT had failed to finish and did not meet Ferrari’s expectations. Although in practice 2643 GT was approximately 20 seconds a lap slower than the competition in its class (3000 sports) Carlo Chiti had promised that he would have the better car in the race itself. Just halfway through the race, 2643 GT pulled into the pits with engine failure. Enzo Ferrari was very annoyed.

    Enzo gave a direct order to Giotto Bizzarrini, responsible for the development of the whole 250 GT line, to build a new competition Berlinetta, better than Chiti’s #2643GT, completely in secret. Not even Chiti and Scaglietti were to be informed about this project

    Bizzarrini Gets to Work
    Giotto Bizzarrini accepted this challenge against his colleague and friend and, with 3 assistants, locked himself away in a shed and started. One of the problems that Bizzarrini faced was that Enzo made it very clear to him that there was no money available for new parts and experiments. He had to use what already existed. How to start on a project like this?
    Giotto Bizzarrini took his old 250 GT Boano, known as the ‘Cavia’ (‘Guinea-pig’), that he normally used as his company car. This had been Enzo Ferrari’s daily “driver” in 1956 and ’57, chassis number 0523 GT.

    During the years it had been, for test reasons, updated in its specifications. This very car had had disc brakes fitted in 1958 after previous tests with Mike Hawthorn’s car. It even had some sort of ‘anti skid device’ fitted, which distributed braking power, invented in collaboration with Professor Francia of the Genoa University.

    According to Giotto, it was impossible to skid off of the road with this system in operation under braking. The power was delivered by a state of the art 3-liter Testa Rossa V-12 engine.

    250 GTO Prototype Design Characteristics of 0523 GT
    Bizzarrini shortened the wheelbase of 0523 GT to that of the SWB and strengthened the side members of the chassis to improve the general chassis stiffness. An improvement in weight distribution was achieved by moving the engine 20 cm back in the chassis and lowering it somewhat.

    This was where the 250GT SWB had suffered, its blunt nose not allowing to reach its theoretical top speed and giving front-end lift, which lightened the steering to an alarming degree when top speed was approached. But this was not all.

    Bizzarrini had realized that a lot of potential speed was lost in bad aerodynamic flow through the engine compartment and underneath the car. He started improving matters by taking care of the exits of hot air from the engine compartment for there was a great deal of dynamic pressure there.

    At the rear he did the same to extract the hot air from the disk brakes and the differential.

    The disc brakes were the same ones as used on the Testa Rossa and the front suspension had conventional 250 GT wishbones. At the rear there was the same type of an upper and lower radius arm per side, for Enzo Ferrari was afraid that the car would not be homologated if it had the independent rear suspension fitted that the TR’s had at that time.

    Bizzarrini Proves His Mastery - Moss Beats the SWB Race Times
    Designed as a race car, the prototype body was draped as tightly over the chassis as possible. Purpose took priority over aesthetics, but fortunately beauty prevailed.

    When Moss tested the car at Monza just before the tragic Grand Prix of September 1961, the engine still had the usual wet sump oiling system. This made the oil cavitate in the corners and was shown by the big clouds of smoke emitting from the exhaust pipes whilst the car was exiting the Parabolica. However Moss was still able to beat the current SWB with times of 1.46 and 1.47. The SWB time around Monza was between 1.50 and 1.51, and so Bizzarrini’s design demonstrated a considerable improvement.

    GTO Exclusivity
    Part of the lure of the GTO is its exclusivity; only 39 were built. In theory at least 100 should have been built, as this was the number required to qualify the car at the time for international sports car racing. In fact the letters "GTO" stand for "Gran Turismo Omologato" which translates into "Grand Touring Homologated" or "approval" for racing. It was either Enzo Ferrari's name or his inscrutable charm that enabled the rule makers to let the technicality slip by.
    The Final GTO Count
    You may have heard conflicting accounts of exactly how many production GTOs came from the ferrari factory, with 40, 36, 33 or 32 as oft heard numbers.

    The Master Giotto Bizzarrini had told...

    “The "Papero" or “Papera” was destroyed. Commendatore Ferrari wanted that I had it, but at the end of 1961 there was the well-known "revolution" with the exit from Ferrari of all of the managers. Therefore I was not able to take the "Papera" home. A true error !!! It did not became a SWB nor a GTO”.

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  13. 1941 Lincoln Sport Custom

    Before the days of fiberglass and bondo, smoothing out dents and dings was a task that typically involved the skillful mastery of flowing lead. Any repair or modification that couldn’t be pounded smooth by hand required some type of body filler and since materials like bondo weren’t around yet this left lead as the material of choice. As hot rods became more radical, they gained the title Lead Sleds, as some were more lead than steel. The dangers of working with the material and the ease of working with bondo has made lead work a dying art, with just the products of the craft left as a reminder of this old art form. Having seen the time and skill it takes to flow lead I have a keen appreciation for period hot rods. This 1941 Lincoln Lead Sled isn’t the prettiest custom I’ve ever seen, but the amount of work and energy that went into crafting it is absolutely astonishing. Have a look at this period lead sled here on eBay in Rutledge, Tennessee.

    The seller doesn’t seem to know much about the history of this car, but they do know that it is based on a 1941 Lincoln Limo chassis, which has been extensively modified to lower the car. The body was clearly custom built. The front and rear fenders look to be the rear fenders from a ’42 Lincoln Continental, but the rest of body is a mixture of bits and pieces from a variety of cars, as well as lots of hand fabricated pieces. It’s hard to fathom how many hours must gone into building this body alone. Even if the chassis was shortened the Lincoln Custom Limousine chassis it is based on is was well over 130 inches long, which means this roadster has to be nearly 12 feet long!

    With so much car to move around, this custom must have had a massive engine at one time. Sadly, it currently lacks an engine, but it does have a 3 speed transmission in it. One can only assume what must have once been under the hood of this beast, but based on the chassis and transmission I would assume it was the V12 that came with the Limousine. This engine has almost always been in demand, either by hot rodders for customization or by restorers looking to replace the missing or damaged engine of a Zephyr. While it would be great to have a V12 in it again, a more modern V8 would provide more power and would be much easier to find.

    While I have an appreciation for this car and the work that went into it, I have a hard time seeing a ton of value here. The seller seems to believe it will be in extremely high demand and even claims that cars like this one are starting to grab the attention of some big name enthusiasts. That doesn’t really make me want it more though. If it had its original motor or if the seller could provide some of the car’s story and history, than perhaps I could see more value here.

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  14. 1990 Ferrari 308 GTB/Huffaker IMSA GTU

    During the late 1950s, Joe Huffaker was just beginning his design and fabrication career in the racing industry. He created a series of winning SCCA production racers for Kjell Qvale, the British Motor Corporations (BMC) west coast importer and distributor. Huffaker also dabbled in the Trans-Am series and Indy Cars throughout the years. The list of legendary drivers who piloted Huffaker-designed cars included Bobby Unser, Augie Pabst, Pedro Rodiguez, and Dan Gurney.

    For the I.M.S.A. GTU Series in 1990, Huffaker designed three specially-prepared Ferrari 308 cars. The cars were commissioned by Bill Freeman. When the project was complete, each of the three cars had shared little with the original 308 GTB, except for its exterior appearance and the engine. The chassis is a tubular space frame with F1-style in-board rocker arms, springs and shocks. The engine has been modified and mounted longitudinally in the chassis. It is connected to an Indy-car type Hewland DGB-5 transaxle. The car is kept in the drivers control by four air jacks. The composite body is removable via Dzus fasteners.

    The cars were ready for the start of the 1991 season, but by the time of completion, they were already obsolete. Rule changes meant they were ineligible to compete. Since then, one of the cars has been raced in the SCCA GT2 series. Another is in a private collection, and this car - chassis number 003 - was brought to auction in 2008. It was offered for sale at the 'Sports & Classics of Monterey' presented by RM Auctions

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  15. one of the only people to get an apology from Enzo.
  16. 1966 Serenissima/ATS 358V Spyder

    This is a "sister car" of well known Serenissima 308 jet competizione.
    Unfortunately, the Jet only made it to the Le Mans april tests of 1966 before it was decommissioned and raced only once in Italy.
    The new Fantuzzi car was an 3.5 litre open-top car, called the 358V Spyder, did make the actual race, but retired after only one lap with rear axle problems.

    After three years of hard work the Jet Competizione made its competition debut in the Le Mans trials in April of 1966. Frenchman Louis Corberto recorded a best time of 4'18.2, which was almost two seconds slower than Andre de Cortanze in the Count's old Ferrari 250 GTO. Not satisfied with the results, it was back to the drawing boards once more. A larger engine and a new Fantuzzi constructed open bodywork were fitted to a sister car, which was readied for the 24 Hours race. In the mean time the Jet Competizione was fielded in an Italian hillclimb where it finished second in the prototype class. Subsequently the three litre engine from the Jet Competizione 003 was removed to be fitted in Bruce McLaren's first Formula 1 car. The best result scored by the Serenissima engined McLaren M2B was a sixth position at Brands Hatch, scoring the team's first World Championship point. For the 1967 McLaren switched to more reliable BRM power. Despite the engineers' best efforts the open Serenissima faired even worse at Le Mans and did not come close to the lap times recorded earlier that year with smaller engined coupe. A broken gearbox four hours into the race meant the end of Serenissima's brief sports racing career.

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  17. Absolutely love this one.
  18. 1968 ATL O.S.C.A. 1500 SP

    This coupe was constructed by ATL Autotecnica del Lario of Como in 1968. Based around an experimental OSCA prototype called a 1500 SP, the design, materials employed and exact measurements were taken from an original OSCA chassis. The mechanical components, such as the close ratio four speed gearbox, differential and front and rear suspension are from the OSCA 1500 S, whilst the disc brakes come from Girling. Fed by twin Weber carburettors, the OSCA type 118000 four cylinder 1500cc engine develops over 100bhp at 6,000 rpm and was serviced by Mondial in Bologna in 2005, a specialist in these OSCA units. Finished in yellow with yellow and black interior, this is a unique and beautiful hand-built prototype.

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  19. Germain Lambert an exceptional automaker

    Motul, in partnership with the Ministry of Culture and Communication and the Cite de l'Automobile de Mulhouse, has chosen Retromobile 2013 to present to the general public the first acquisition, for the national collections, of a French set of cars recognised as having 'major heritage interest':
    Four vehicles and unique archives of the genius French automaker, Germain Lambert.
    A reckless, visionary Frenchman too far ahead of his times, an accursed, short-tempered artist -
    that in a nutshell is Germain Lambert (1903 - 1983) - a mechanic, garage owner, car dealer, racing driver and artisan automaker by trade.
    Obsessed by suspension with independent wheels, front-wheel drive and safety, Germain Lambert very soon developed a highly personal vision of car making.
    His life was to lead him from short-lived successes to dashed hopes, but was spangled with most beautiful creative works, which undeniably have their place in the history of French automaker.
    On the initiative of Rodolphe Rapetti, head curator of cultural heritage, with the backing of the Museums of France Department at the Directorate-General for Heritage (Ministry of Culture), and thanks to the decisive mobilisation of the company Motul, the first French set of cars, recognised as having 'major heritage interest', to enter the national collections, is therefore unsurprisingly part of the Germain Lambert collection. It's the Advisory Committee for National Treasures which decides what has 'major heritage interest'. Since 2003, advantageous tax arrangements for companies contributing to the acquisition of such treasures have allowed 45 patronage operations to take place. This is the first time the acquisition relates to the preservation of the French car heritage.
    Because Germain Lambert belongs to the complex and captivating realm of small-scale automakers of the between the war years whose widely creative imagination made automaking an art in its own right, the car industry and culture players have come together around one and the same project to reflect a period when you could be an artisan without forsaking your pioneer spirit, excellence and the technical innovation which made the French auto industry the world's first.
    The 'Germain Lambert, four exceptional vehicles enter the Cite de l'Automobile de Mulhouse ' exhibition takes place at the Salon Retromobile from 6 to 10 February A Porte de Versailles - Pavillon 3 - Alle B - Stand B102 - 'Open bonnet' presentations with volunteers from the FFVE, partnered by Motul.

    Car models from left to right:
    Lambert Biplace de course dite "la 16"1949,Lambert 6 CV,Lambert "Sans Choc", type TA (traction avant) 1931, coupe trois places,Lambert collection,1948,Lambert type CS, cabriolet sport 1951.

    Photo credits: S. Cordey

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  20. 1940 Alfa Romeo Tipo 512 Gran Premio

    The Alfa Romeo Tipo 512 was intended for replacement for Alfa Romeo 158 Voiturette racing car. Designed by Wifredo Ricart as his second car for Alfa Romeo after V16-engined Alfa Romeo Tipo 162. The car was first mid-engined Alfa Romeo model. This racing car has flat 12 engine (technically speaking it is 180 degree V12) using mid-engine layout. With two Roots type superchargers, the engine could produce up to 225 bhp (168 kW) per litre. The engine had very short stroke compared to other Grands Prix cars at that time, only 54.2 millimetres (2.13 in). The potential of this machine is not so clear, since it is a prototype. The power of the engine measured at the bench was of 335 bhp (250 kW) at 8600 rpm. In the Alfa Romeo museum in Arese, alongside the 512 exposed is the following data:the maximum power (estimated) 500 hp (373 kW) at 11,000 rpm and maximum speed over 350 km/h (217 mph).

    The car development was finished in 1940 and stopped during World War II, another chassis was built also but this car never raced.

    The Tipo 512 was first tested on September 12, 1940 by Alfa Romeo chief test driver Consalvo Sanesi, despite being very powerful its handling was not good enough. June 19, 1940 Alfa Romeo's test driver Attilio Marinoni was killed while testing 512 suspension fitted to an Alfetta 158.

    Alfa Romeo won the Formula 1 World Championship with the Alfetta 158 in 1950, taking the place for which 512 was originally designed.

    Only 2 prototypes were created. One complete car is owned by the Alfa Romeo Historical Museum in Arese, Italy. The other one is owned by the National Museum of Science and Technology "Leonardo da Vinci" in Milan, Italy.

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  21. 1963 Jaguar Le Mans D-Type Coupé Special Michelotti.

    The Jaguar D-Type is a sports racing car that was produced by Jaguar Cars Ltd. between 1954 and 1957. It was powered by a basic Straight-6 XK engine design (initially 3.4 litres and uprated to 3.8 litres in the late fifties). D-Types won the Le Mans 24-hour race in 1955, 1956 and 1957. After Jaguar temporarily retired from racing as a factory team, the company offered the remaining unfinished D-Types as XKSS versions whose extra road-going equipment made them eligible for production sports car races in America. (wikipedia)
    This particular Lamborghini/ Ferrari look-a-like started life as a genuine 1956 3.4 litre factory Jaguar D-Type (chassis ‪#‎XKD513‬) that ran at Le Mans two years running. After a crash at Le Mans, the remains of this car was sold to coachbuilder Michelotti in Turin, Italy. Some suggested the reason Michelotti built this car was to try and attract the attention of a large British car manufacturer. Michelotti had their own success helping to style a number of European car models.
    In 1963 the ex-racing D-type emerged at the Geneva Motor Show, with this elegant two-seater coupe body made from steel. This body was built around the D-type and still shares all the D-types dimensions and wheel track etc. In turn, the engine, transmission and subframes front and rear all still marry up.

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  22. LaDawri Porsche 356

    Here a very rare LaDawri Porsche 356,based at 356 chassis,mechanics and engine with fiberglass body by LaDawri very similar with more known model Sicilian.
    LaDawri Coachcraft was founded by Leslie Albert Dawes in British Columbia, Canada in 1956 and is credited with making Canada's first fibreglass car, the LaDawri Cavalier. The company moved to the United States in 1957 where it became one of the largest fiberglass sports car body companies during the rebody/specials craze of the 1950s and 1960s. The company ceased operations in 1965. Its name came from a combination of L A Dawes and his friend Don Wright. Dawes was born on 7 July 1933 and died in 2002.
    Les Dawes began a small fiberglass manufacturing business in early to mid fifties. Dawes made fiberglass body shells McCulloch a golf carts. During his spare time, Les designed a fiberglass bodied sports car, from an idea he is said to have had in the late 1940s. This car became the Cavalier.

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  23. I love this.
  24. 1966 Bosley - MkII Interstate

    The Bosley Interstate was the second car produced by Richard Bosley.
    Bosley’s own spec's for the Mark II, which he called the Interstate for its intended driving medium, his stated purpose for the car was for driving in comfort and safety over the interstate highways and for the pleasure of good automotive design.
    Sometime in the early to mid 1960's, he traded the Mark 1 for a Chevrolet Corvette SR-2, one of three that Chevrolet built for racing and for GM executives in 1956, he stripped the body off of it and began work on the Mark 2.
    Bosley fitted the Interstate with a 345 hp Pontiac V-8, a four-speed manual transmission, a 35-gallon fuel tank, magnesium center lock wheels, and a full stainless-steel exhaust system, along with Marchal Fulgor air horns and Marchal Optique headlamps also including a Nardi steering wheel and leather seats.
    Whether Bosley put as many miles on the Interstate as he did on the Mark 1, nobody seems to know.
    The car still survives after initially being re-found in the 1990's, the Bosley Mk2 Interstate was owned by the car collector Ron Kellogg of Whittier, California, until purchased by the current owner, who took it to The Creative Workshop for a full restoration.
    The Creative Workshop displayed the Interstate in March, as part of its pre-Amelia Island open house.

    Attached Files:

  25. 1947 Nardi Danese 750 "boby sport"

    This particular Nardi-Danese is the actual very first car ever made by Enrico Nardi. It was constructed in 1947. The chassis-frame was made by the Grignani brothers and Ing. Augusto Monaco. The body-work was made by Rocco Motto. During 1947 the car was raced in various well-known Italian events before being sold to Berardo Taraschi and then exported to the USA. This car has period Italian competition history and many years of period racing in America. A very significant Italian etceterini that will qualify for many major events. Comes with period pictures and documents and is featured in the latest book on Enrico Nardi.

    - The first ever Nardi-Danese built.
    - Only this example was built. A one-off! In total max. 50 sportscars all sorts were built during the period 1947-1955.
    - Tubular chassis and aluminium coachwork designed by Count Mario Revelli di Baumont and constructed by Motto in Torino. Total weight 390 Kg.
    - Engine BMW 750 cc from R75 motorbike developping 40 HP. 4-speed gearbox.
    - First outing at 1947 Coppa D' Oro delle Dolomiti was immediately also first victory! With Mr. Nardi and Mr. Danese themselves as pilot and co-pilot. 300 Km up and down the Dolomite mountains at an average speed of 63 Km/h! See black/white photos with racing number 111 attached to this mail.
    - 1947 Hill climb San Bernardo - Aosta. Pilot: Franco Gatto Roissard. 6-th overall.
    - 1947 Coppa Montenero - Livorno. Pilot Franco Gatto Roissard. 1-st in 750 class. See black/white photo with racing number: 28
    - 1949 Corsa Notturna di Mirafiori. Pilot: Arturo Trevisan.
    - 1949 Susa-Moncenisio. Pilot: Arturo Trevisan.
    Sold by Tony Pompeo, sports- and racecar importer in the USA, to Frank Dominiani and from now on fitted with American 750 cc Crosley 4-cylinder engine.
    - 1952 Giant's Despair Hillclimb. Pilot: Frank Dominiani. 1-st in class.
    - 1953 Watkins Glen Cup. Pilot: Frank Dominiani. 1-st in class.
    Discovered in the USA by Italian collector and brought back to Italy and completely restored by well known exotic car restorer Faralli from Pisa to Coppa Montenero specification (black/white photo with racing number 28)
    - with original BMW engine re-installed.
    - In perfect cosmetic condition and ready to go!
    - Very well documented.
    - Mentionned in detail with several period black/white photos in the book:
    "Enrico Nardi. Una Vita di Corsa". Also in the book "La Sport e suoi artigani" + a very nice article in "Ruote Classiche" magazine N° 286 from October 2012.

    Attached Files:

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