Tag Archives: Colmar

Mors Ianua Vitae – Mors Grand Prix

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Émile Mors was born in 1859 into a family whose father Louis was a pioneering electrical engineer who founded an electrical equipment manufacturing business bearing the family name.

Mors Grand Prix, Goodwood, Festival of Speed,

In 1895 Émile founded his own company bearing the family name to make motor cars, an early strap line for the company appears to have been “Mors ianua vitae” is a double entendre “Mors is the gateway to life” or the more sinister “Death is the gateway to life”.

Mors Grand Prix, Goodwood, Festival of Speed,

A great believer in competing against the best in 1901 Mors built a 10 litre / 610 cui V4 engine with side valves and dry sump lubrication that at 950 rpm produced 60 hp for the car that Henri Fournier drove 527 km to win both the 1901 Paris Bordeaux trial by half an hour and 1105 km’s Paris to Berlin race which he by over an hour from Panhard et Levassoir drivers on each occasion.

Mors Grand Prix, Goodwood, Festival of Speed,

Despite customers that included the Honorable Charles Stewart Rolls (before making the acquaintance of Henry Royce) and William K. Vanderbilt Jr, Émile’s business fell victim to fall out from the failure by F. Augustus Heinze’s United Copper Company to corner the copper market in New York and he had to sell to André Citroën who became chairman of the company in 1908.

Mors Grand Prix, Goodwood, Festival of Speed,

André decided to try and revive the companies fortunes by building three cars powered by 100hp 12.5 liter / 775 cui motors with overhead push rod actuated valves and minimal brakes for the 1908 French Grand Prix.

Mors Grand Prix, Goodwood, Festival of Speed,

As often is the case more haste meant less speed and one of the under powered cars failed to start while the other two finished 17th and 16th almost 90 mins behind the winning Mercedes driven by Christian Lautenschlager.

I believe the example seen here at Goodwood last year owned by The Revs Institute was the one driven to the 16th place finish by the bearded Belgian Camille “Le Diable Rouge” Jenatzy ahead of his team mate known only as Landon, on what proved to be Mors final Grand Prix appearance, by 1925 André dropped the Mors name entirely in favour of his own.

Thanks for joining me on this “Mors Ianua Vitae” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow for a spot of Banger racing. Don’t forget to came back now !

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Fastest Machine In The World – Benz 200hp Reconstruction

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Despite the fact that Carl Benz was of the opinion that motor racing did not add anything of value to the production of motor cars, in 1909 he was persuaded to build a 200hp Benz racing car by fellow Benz & Cie board member Julius Ganss argument that there was one thing above all to be gained from the proposed car, which was to be built with the aim of becoming the first internal combustion powered machine in the World to travel at 200 km/h / 124 mph, publicity.

The Benz engineers based the new 200hp model on their 150hp 1908 Grand Prix challenger but enlarged the four cylinder bores so that the capacity was increased from 15.1 litres / 921 cui to 21.5 litres 1312 cui, making the largest engines that were ever fitted into a car by either Benz or their later partners with whom they would merge Daimler.

Benz employee Fritz Erle is credited with the 200hp models first success when he won the Grand Duchess of Hesse prize after recording a speed of 159.3 km/h / 98.98 mph over a flying kilometer at Frankfurt am Main in August 1909.

Benz 200hp Reconstruction, Bill Evans, Goodwood, Festival Of Speed,

The concrete had barely dried at Brooklands when Victor Héméry driving the same car with it’s original 1908 Grand Prix style body arrived in November 1909 and promptly raised the internal combustion powered World Speed Record recorded over a flying kilometer to 202.7 km/h / 125.95 mph.

Meantime a second 200hp machine No.2 was being prepared with a slimmer body, similar to the one on today’s featured car, better suited to Land Speed Record braking, and with venues in Europe struggling for space to accommodate the speeds being achieved it was sent to the Benz US agent Jesse Froehlich for George Robertson to drive in a head to head race against Ralph de Palma.

However it appears Barney Oldfield’s manager found out about the 200hp cars presence in the USA and wishing to protect his client’s position Ernie Moross made an offer to swap the new machine for his older 150hp Benz plus $6,000 which was accepted.

Benz 200hp Reconstruction, Bill Evans, Goodwood, Festival Of Speed,

In March 1910 Barney Oldfield drove the car, dubbed “Lightening Benz” by Ernie, to a new one way, unofficial in Europe, record of 211.97 km/h / 131.71 mph, beating the times set by Fred Marriot aboard the steam powered Stanley Rocket in 1906.

Barney was barred from AAA sanctioned events for participating in unsanctioned Barnstorming events in April 1911 when Bob Burman set a one way record, unrecognised in Europe, of 225.65 km/h / 140.21 mph over the flying mile and 228.1 km/h / 141.73 mph over the flying kilometer at Daytona driving Ernie’s Blitzen Benz.

By 1913 the UK Benz agent L. G. “Cupid” Hornsted acquired the 200hp No.3, for which he had specified a number of modifications, this car became known as “Schlanker Joseph” or “Lean Joseph” with which he set the first two way record at Brooklands over the flying mile leaving it at 199.70 km/h / 124.09 mph in June 1914.

Benz 200hp Reconstruction, Bill Evans, Goodwood, Festival Of Speed,

The history of the six 200hp Benz racing cars is a little clouded, not least because there was only one Blitzen Benz built, 200hp No.2, but almost all of the 200hp car’s are referred to by that name.

Today’s featured Reconstruction of the car Bob Burman drove at Daytona in April 1911 was commissioned and built regardless of cost by Bob Burman enthusiast Bill Evans, who is seen at the wheel in these photographs taken at Goodwood.

The motor #9141 comes from Benz 200hp No.3 that L. G. “Cupid” Hornsted drove at Brooklands in 1914, Captain John Duff and his passenger survived after No.3 swerved off the banking at Brooklands in September 1922 and the remains of the car were returned to Benz at Manheim.

Daimler Benz lent Bill their own 200hp model, which was reconstructed for 50th anniversary of the founding of Benz in 1935 using some parts from No.3 believed to include the radiator and central body, in order to help him reconstruct the rest of his car.

Thanks for joining me on this “Fastest Machine In The World” edition of “Gettin’ a li’l psycho on tyres, I hope you will join me again for Mors. Don’t forget to come back now !

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Main Battle Tank Logistics – MAN LKW 10 t mil gl KAT I (8×8)

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In 1962 the German federal agency for defence technology and procurement (Bundesamt für Wehrtechnik und Beschaffung, BWB) suggested the bidding companies for a new range of amphibious 2,3 and 4 axle vehicles with a 4 – 10 ton payload form a common development bureau to spread the huge development costs of the project.

Under the leadership of MAN (Maschinenfabrik Augsburg-Nürnberg) it’s partners that included Klöckner-Humboldt-Deutz (KHD), Büssing, Krupp and Henschel formed the “Common Bureau of the German Utility Vehicle Industry” (Gemeinschaftsbüro der Deutchen Nutzfahrzeugindustrie) in 1964 to meet the demands of the project.

LKW 10 t mil gl KAT I (8x8), Ben Gott, Charlie Sincock, Goodwood Festival of Speed

By 1976 when the first KAT 1 was delivered the requirements for the vehicles whose primary role was Main Battle Tank (MBT) Logistics, keeping up with them off road to supply them with ammunition and fuel, had altered ditching the amphibious requirement, but keeping the off road requirement meaning the vehicles needed a 1.2 m / 4′ fording capability like the main battle tanks they were intended to supply.

To date 3 generations of MAN KAT 1s have been built with payloads capacities of 5 tons for the 4×4 up to 15 tons for the Long Wheel Base 8×8 developed for the German Air Force, an example of the latter was used by Porsche as one of their support vehicles on their Dakar team in the 1980’s.

LKW 10 t mil gl KAT I (8x8), Ben Gott, Charlie Sincock, Goodwood Festival of Speed

One of the more interesting aspects of the Dakar Rally which I believe is unique to the event is that all support vehicles for the car and motorcycle entrants are competitors in a support vehicle category.

The Race2Recovery team used the short wheel base MAN LKW (Lastkraftwagen) 10 t mil gl (militarisiert geländegängig – military, cross country) KAT I ( seen in these photographs crewed by Ben Gott and Charlie Sincock at Goodwood Festival of Speed, in their successful 2013 attempt on the Dakar.

LKW 10 t mil gl KAT I (8x8), Ben Gott, Charlie Sincock, Goodwood Festival of Speed

First registered in the UK on the 19th of December 2005 I believe this example, the largest vehicle ever seen on the Goodwood hillclimb, is powered by a turbocharged 12 litre / 732 cui Deutz V8 producing 320 hp that drives all eight wheels with an automatic 16 speed gearbox up to a theoretical top speed of 80 mph.

On the 22nd of February 2010 a merger between the military division of MAN Nutzfahrzeuge AG and Corporate Sector Defence of Rheinmetall AG was rubber stamped by Bundeskartellamt (German Government Mergers Dept) with a new entity Rheinmetall MAN Military Vehicles GmbH, or RMMV, that is now responsible for building the latest version of the LKW 10 t mil gl KAT I (8×8) which is known as the HX range.

Thanks for joining me on this “Main Battle Tank Logisitics” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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Layout By Committee – Hardy Special III

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Having built a Riley based special Dick Hardy undertook his work on his second special in 1955 starting with a 1921 GN chassis he found under a pile of rubble at Micheal Meo’s garage in Hamstead around 1953.

Inspired by pre war Auto Unions Dick fitted a supercharged 1928 JAP twin engine, that he bought in 1954, behind the drivers seat in the Hardy Special II.

Hardy Special II, Rachel Williams, Chateau Impney

The Hardy Special II was quick but the period engines were weak, today the Hardy Special II is owned by the Gray family who still compete with it.

The VSCC committee appears to have refused to let Dick build another rear engined special, no doubt for fear of too many others being encourage to build similar vehicles and so the Hardy Special III came to be built with the engine in the front.

Hardy Special II, Rachel Williams, Chateau Impney

I gather Dick did not begin work on the Hardy Special III until he was already in his seventies around 2001.

He started by fitting the steering gear from a three wheel van to a 1922 GN chassis with 1932 Morgan front suspension.

Hardy Special II, Rachel Williams, Chateau Impney

Dick again chose a super charged motor for his third special, but this time a 1096cc / 66.8 cui V twin JAP KTOR.

Rachel Williams is seen at the wheel of the Hardy Special III in these photographs at Chateau Impney last year.

Hardy Special II, Rachel Williams, Chateau Impney

Thanks for joining me on this “Layout By Committee” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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Keeping Tabs On 954 2+2s – Ferrari 250 GT/E 2+2 #3601GT

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Looking for information about today’s featured Ferrari 250 GTE 2+2 I checked out all the usual suspects the DVLA Vehicle Check site suggests this car was built in 1961 and registered in the UK on the 20th of November 2012.

Barchetta has not got a note on this registration and so was unable to help, though the photograph’s did make me wonder if this car is actually a Series III car built between 1962 and 1963 because the fog lights are recessed into the front wing fender panel.

Ferrari 250 GT/E, Silverstone Classic,

Next I had a look at a thread devoted to 250 GT/Es on the Ferrari Chat site, all 30 pages of it, but could not find anything conclusive and so I left a post asking if anyone had the chassis number for the car.

While I was going through the 30 pages I found out that a chap called Tom Wilson tries to keep tabs on all 954 250 GT/E 2+2’s that were built and runs a website dedicated to the model, he likens the self imposed task to a “full time job”.

Ferrari 250 GT/E, Silverstone Classic,

Some interesting stats Tom came up with include; that 221 GT/Es were confirmed alive and well between 2009 and 2011, 2 had been rebuilt as convertibles.

337 GT/Es were confirmed alive and well up to 2009 and there were 129 GT/E’s about which there was no information beyond the factory assigned chassis numbers and build dates.

Ferrari 250 GT/E, Silverstone Classic,

Of the rest 45 had been converted into SWB Berlinetta’s, 36 into GTO’s, 34 into Testa Rossas, 19 into California Spyders, 4 into 250 GT TdFs, and 2 into 225 Vignales.

Tom described the remaining 15 GT/Es as having been converted into cars that “defy categorization“.

Ferrari 250 GT/E, Silverstone Classic,

During the hour or so it took me to write this blog there have been two responses to my request for help identifying today’s featured car at Ferrari Chat, Global Moderator El Wayne speculated that the car might have been built in ’63 or actually be a 330 America, same GT/E body but with a bigger engine.

Kare, not or the first time, saved the day by confirming the car is chassis #3601GT a Series II 1962 car, one of at least to originally supplied to an entity known only as “Sonas”, that has been cosmetically altered front and rear to resemble a later Series 3 GT/E.

Primarily for Tom and Kare’s benefit and any other 250 GT/E aficionado’s, here is a list of the six 250 GT/E blog’s I have published so far, with links, that includes one unknown 250 GTO replica which has not so far been confirmed as having 250 GTE underpinnings.

250 GT/E Blogs :-

#2245

#2259

#2835 Wisconsin SWB

#4019 uncredited double bubble Zagato replica

#4049

#4089

#4873 looks like an approximation of a TRC

Unknown Replica

Possible Roelufs 250 GTO Replica does this have 250 GT/E underpinnings ?

My thanks to Kare at Ferrari chat for once again for identifying today’s featured car.

Thanks for joining me on this “Keeping Tabs On 954 2+2s” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at another unique special. Don’t forget to come back now !

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Ground Effect Silhouette – Porsche 935 JLP-4

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Born Hans Johan to Dutch parents who settled in Muncie, Indiana John Lee Paul won a Harvard Scholarship before making his fortune managing mutual funds.

From the early 60’s until 1976 John raced sporadically and showed a good turn of speed by taking several class victories driving a Porsche 550 RS and there after a Chevrolet Corvette.

Porsche 935 JLP-4, Goodwood Festival of Speed,

In 1977 John competed in the IMSA GTO class with a Porsche 911 Careera RS and a Dekon built Chevrolet Monza, the following season he moved up to competing in the IMSA GTX class with a Protofab built Corvette and later his first Porsche 935 which became JLP-1.

The of the highlights of his 1978 season was winning the Daytona Six Hour race for production cars driving a Mazda RX2 shared with Jim Downing another was a class win with Dick Barbour and Brian Redman at Le Mans in Dicks Porsche 935.

Porsche 935 JLP-4, John Fitzpatrick, Goodwood Festival of Speed,

For 1979 John ran the ever more modified JLP-1 in both the IMSA and SCCA Trans=Am series winning 6 races in the latter.

The following year he split his time between, running in Preston Henn’s Porsche 935 K3 in the States and his own modified K3 which became JLP-2 in Europe, until after the Le Mans 24 Hours where he Guy Edwards and son John Paul Jnr finished 9th.

Porsche 935 JLP-4, Goodwood Festival of Speed,

JLP-2 then returned to the States for the remainder of the 1980 season where father and son recorded a win at Road America.

For 1982 JLP racing ran a new Gaaco built 935 JLP-3, in which Jnr won at Potland and Daytona at the season’s end, and a Chevy powered Lola T600 which finished only once, 3rd at Sears Point, from six starts.

Porsche 935 JLP-4, Goodwood Festival of Speed,

By now John Paul Snr had commissioned Lee Dykstra to design and Fabcar to build the ultimate no expense spared Porsche 935 silhouette race car seen in these photograph’s at Goodwood Festival of Speed with John Fitzpatrick at the wheel.

JLP-4, unlike all other Porsche 935’s, was built with a monocoque chassis and a subframe to hold the 840 hp twin turbo 3.2 litre / 195 cui flat six motor.

Porsche 935 JLP-4, John Fitzpatrick, Goodwood Festival of Speed,

Lee Dykstra with the aid of the Lockheed wind tunnels managed to incorporate aerodynamic venturi into the chassis as first seen in a racing application on Colin Chapman’s 1978 Lotus 79.

Rolf Stommelen joined the Pauls in JPL-3 to win the 1982 Daytona 24 hour race before Jnr and Snr shared the same car to win the 12 Hour Sebring race.

Porsche 935 JLP-4, Goodwood Festival of Speed,

Jnr then drove to a solo victory in JLP-3 at Road Atlanta, another in the T600 at Laguna Secca before jumping back into JLP-3 to share a victory with his Dad at Charlotte.

The $750,000 (US Dollars Seven Hundred and Fifty Thousand) JLP-4 was ready for it’s debut at Brainerd and after qualifying 2nd Jnr came home first, 17 seconds ahead of Danny Ongias who was followed by team patron Ted Field both driving a Lola T600’s.

Porsche 935 JLP-4, John Fitzpatrick, Goodwood Festival of Speed,

At Portland, the cars second appearance, Jnr qualified on pole and won by 37 seconds from Ted Field, this turned out to be the last victory for the car which was damaged in testing.

The Pauls meanwhile notched up 2 more victories in JLP-3 in the 6 hour race at Watkins Glen and at Road Atlanta.

Porsche 935 JLP-4, Goodwood Festival of Speed,

At end of the season Jnr’s eight wins and his seasons other placings were enough for John Paul Jnr aged 22 to be crowned the youngest ever IMSA champion.

JLP-4 appeared twice in 1983 at Daytona for the 24 hours where Jnr and Phil Currin qualified 41st but withdrew and at Road Atlanta where Jnr shared the driving with Rene Rodriguez to come home 6th from 6th on the grid.

By now John Paul Snr was a wanted man, on the run in Switzerland, for shooting a federal drug informant, after serving six months in Switzerland for traveling with false documents he was extradited to the USA where he pleaded guilty to attempted murder for which he served 13 years, while on parole after being questioned about the disappearance of his girl friend John Paul Snr went on the run again, neither he or his girl friend have been seen since.

John Paul Jnr continued racing with some success until he too was imprisoned; for admitting to racketeering, preparing a boat to smuggle drugs from Colombia to Louisiana, three years later he was released and continued racing, winning an IRL race at Texas before being diagnosed with Parkinson’s disease.

Thanks for joining me on this “Ground Effect Silhouette” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow for Ferrari Friday. Don’t forget to come back now !

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All Ages And Abilities – BPMC Auto Solo / Auto Test Aust Services

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A couple of weeks after Le Jog visited Aust Services I went back to lend a hand with the timing for the Auto Test / Auto Solo event run by the Bristol Pegasus Motor Club that I would have entered myself, but I doubt my employers would have been amused seeing one of their marked SEAT Toledo TDi ambulances being thrown around with competitive abandon.

Ford Cortina, Gilmour, BPMC Auto Solo Auto Test. Aust Services

Among the 25 entries of all ages and levels of ability were Jayne & Andria Gilmour who were taking part in their very first motorsport event with their fabulously original 1980 2 litre / 122 cui Ford Cortina GL Mk V, while they had lot’s of fun they retired after a couple of runs for fear of damaging their pride and joy, but promised to come back with a more powerful Cortina they are building.

FIAT Panda, Thompson, BPMC Auto Solo Auto Test. Aust Services

Youngest competitor taking part was 14 year old Sam Thompson who again was on his first event and competing against his more experienced father Chris for class honours in his Mum’s Fiat Panda.

Toyota MR2, BPMC Auto Solo Auto Test. Aust Services

I’m not sure who was driving the Toyota MR2, the car made a lot of noise, but the driver was having too much fun doing donuts while trying to follow the route through the cones to be competitive.

Subaru Impreza, Benstock, BPMC Auto Solo Auto Test. Aust Services

Über rally marshal Mark Benstock used the opportunity to make a rare appearance behind the wheel of his 2002 Subaru Impreza WRX and promptly won the Autosolo Class C award, at the end of the event Mark kindly offered anyone interested the use of his car for a drive round the track, had I not been sodden in water proofs and wellies I might have been tempted to have had a go.

BMW 318 Ci SE, Payton, BPMC Auto Solo Auto Test. Aust Services

The 2002 BMW 318 Ci Se driven by the Payton’s provided much entertainment through out the afternoon, one wag commenting that the car needed wipers on the door window’s such was it’s side ways progress of the car with a noisy locked differential, Jack won class C of the Auto Test from Josh.

Mazda MX5, Welsh, BPMC Auto Solo Auto Test. Aust Services

The best times of the day were set by the Mazda MX5 driven by the Welsh brothers, with A Welsh being the quickest in the Auto Solo event.

Vauxhaul Viva, BPMC Auto Solo Auto Test. Aust Services

Finally I am not too sure who was driving this splendid farm find 1972 Vauxhall HC Viva, but the owner told me that since being put back on the road it has benefited from a boast in performance courtesy of a modern 2 litre / 122 cui 16 valve Vauxhall “Red Top” XE motor which in standard trim is good for 150hp nearly double the 77 hp available from the original HC Viva motor.

Thanks to everyone at the Bristol Pegasus Motor Club who made this a rainy day of affordable motorsport to remember, their next competitive event will be a 40th Anniversary Navigation exercise on Friday Feb 19th in Wales, see website linked above for details, or come along to the next club meeting at BAWA on Monday Feb 8th.

Thanks for joining me on this “All Ages And Abilities” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow, when I’ll be looking at another Daytona 24 hour challenger. Don’t forget to come back now !

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