Tag Archives: Colmar

A Short Tale – Porsche 917K #917-015

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Despite the success of winning the 1969 International Championship for Makes handsomely with a maximum of 45 points with their 3 litre/183 cui 908 model Porsche officially withdrew from the series with two rounds to go having failed to win any of the three marquee events of the series at Daytona, won by Roger Penske’s Lola Chevrolet T70, Sebring and Le Mans won by John Wyers ancient Gulf Sponsored Ford GT40 Mk I’s.

Porsche came to an agreement with John Wyer to run a works supported team of 917’s in all but the Targa Florio and Nurburgring rounds of the 1970 series where the 908 was deemed sufficiently competitive to win outright as it had the previous season.

John Wyers JW Automotive Team tested a 917 at Zeltweg in October 1969 and developed the Kurz Heck, also known as K, KH and Short Tale bodywork seen on today’s featured car, the rear aerofoil would first appear mid season at Le Mans.

Porsche 917K, Niello Concours at Serrano,

The first round of the 1970 International Championship for Makes was the 24 hour race at Daytona where Pedro Rodriguez Leo Kinnunen and Brian Redman qualified chassis #917-015 2nd behind the debutant Ferrari 512S model driven by Mario Andretti, Arturo Merzario and Jacky Ickx.

Pedro, Leo and Brian won the race by 45 laps from the sister car shared by Brian and Jo Siffert with the Ferrari of Mario, Art and Jacky 3 laps further back.

Chassis #015 was used as a team spare at Sebring where Mario Mario was drafted in to join Ignazio Giunti and Nino Vaccarella to drive the race of his life to secure Ferrari’s only championship win of the season.

Porsche 917K, Niello Concours at Serrano,

At the 1970 Watkins Glen Can Am round chassis #015 made it’s only other race appearance of the season with a smart new paint job and a rear wing fitted, Brian finished the race in seventh place and for the remainder of the season the car reverted to the role of team spare.

Porsche went on to secure the 1970 International Championship for Makes with a maximum 63 points from Ferrari, JW Automotive won seven of the ten races only being usurped by the Porsche Salzburg 917 at Le Mans. JW Automotive and Porsche Salzburg each won a race Targa Florio and Nurburgring respectively with the older 908 spyder model.

Now it get’s complicated Porsche sold the chassis #015 to the Finish AAW team while retaining the chassis tag which Porsche reassigned to #917-035 which was taken from stock and given to JW Automotive for the 1971 season.

AAW rebuilt chassis #015 into a spyder and fitted the motor from their 917 chassis number #917-021, the complete car was given the identity #917-01-021.

Leo Kinnunen, who remember had won the 1970 Daytona 24 hours in the chassis with it’s orignal ID tag, was employed to drive #917-01-021 in the 1971 Interserie Championship, a European unlimited series.

The flying Fin Leo scored an outright win at home in Keimola with enough further placings to secure the 1971 Interserie Championship.

Many years later Kevin and Bob Rapp took #01-021 to Gunnar Racing who reconstructed #015 as it is seen in today’s photograph’s, using those parts of the original #917-015 chassis that remained and reconstructed the spyder #917-01-021 from the remainder with a new chassis.

Using respected historian Doug Nye’s principal that a chassis history is not transferable, with it’s chassis plate for example, then today’s featured car can be seen as the original #917-015, though I suspect the Porsche #917-035 which was given the #015 tag by the factory in 1971 probably still has that tag attached, 035/015 which is most certainly not the car that won the 1970 Daytona 24 hour race, today can be seen at the Porsche Museum.

My thanks to Geoffrey Horton for sharing today’s photographs of Bruce Canepa’s Porsche 917 at Niello Concours at Serrano a couple of years ago.

Thanks for joining me on this “A Short Tale” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t for get to come back now.

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Coffee Croissants And Cars 01/15 – Avenue Drivers Club

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The second Sunday of the month saw the first Avenue Drivers Club meeting of the year at Queen Square in Bristol.

Singer Vogue, Avenue Drivers Club, Queen Square, Bristol,

Among the delights struggling to find somewhere to park was this 1969 Singer Vogue.

Jaguar XJ6, Avenue Drivers Club, Queen Square, Bristol,

Another 1969 car was this early, Mk 1, Jaguar XJ6 4.2 which the current owner bought fitted with E-type wire wheels, not recommended by the manufacturer for a vehicle of this weight, and a set of standard steel spares.

ALFA Romeo 1750 GT Veloce, Avenue Drivers Club, Queen Square, Bristol,

Built in 1971 but not registered in the UK until August 1972 was this ALFA Romeo 1750 GT Veloce, I suspect the vinyl roof and gold pinstripes might not have been original factory options.

MG Midget, Avenue Drivers Club, Queen Square, Bristol,

Sporting the original coffee and cream works MG colours above is a 1981 MG Midget with federal spec bumpers.

Vauxhall Viva, Avenue Drivers Club, Queen Square, Bristol,

According to a sticker in the back window this 1971 Viva SL estate is maintained with “Genuine Scrapyard Parts” which appear to include a non standard turbo charged diesel motor which going on the officially registered 1686 cc / 102 cui size maybe of GM Poland Circle L origin.

Ford Mondeo TDCI 140, Avenue Drivers Club, Queen Square, Bristol,

Also diesel powered, and keeping an eye on everything being orderly, ship shape and Bristol fashion were officers of the Avon Constabulary in their 2010 Ford Mondeo TDCI 140.

The next Avenue Drivers Club meeting at Queen Square will be Sunday February 8th.

Thanks for joining me on this “Coffee Croissants And Cars 01/15” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at a short tale about a Porsche 917. Don’t forget to come back now !

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Splash Lubricated Cyclecar – Amilcar CC Sport

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In June 1921 Joseph Lamy and Emile Akar founded Amilcar building cycle cars, 2 seaters weighing less than 350 kgs and powered by motors of less than 1100cc / 67 cui, designed by Jules Salomon and Edmond Moyet at their works in central Paris.

Amilcar CC Sport, Lady Carolyn Venables Llewelyn, VSCC, Prescott,

The initial Amilcar CC model, as seen above, was powered by a side valve splash lubricated 4 cylinder motor with a displacement of 903 cc / 55 cui which produced 18 hp.

I believe the mahogany boat tail styling may have been the work of Parisian bespoke coach builder Jean Henri-Labourdette.

Lady Carolyn Venables-Llewelyn, wife of VSCC club President Sir John Venables-Llewelyn, is seen braving inclement conditions driving today’s featured 1923 Amilcar CC Sport at Prescott.

Thanks for joining me on this “Splash Lubricated Cyclecar” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be visiting the first Avenue Drivers Club meeting of the year for Coffee Croissants and Cars. Don’t forget to come back now !

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First Vignale 3500GT Spyder – Maserati 3500GT Vignale Spyder #AM101.504

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Two years after launching the 3500 GT Coupé model in 1957 Maserati were nearly ready to put the 3500 GT Spyder variant into production with Vignale.

Designs for the Spyder by Fuero and Touring were rejected before Maserati gave a shortened wheel base 3500 GT chassis #AM101.504, to Vignale to work on.

Maserati 3500 GT Vignale Spyder, Niello Concours at Serano.

Chassis #AM101.504 was completed in August 1959 and six weeks later came back to the Maserati factory with it’s Giovanni Michelotti designed body from Vignale with two other spyders, #AM101.505 and #AM101.638 all of which have minor detailing differences.

While sibling #505 and #638 were at the 1959 Turin Motor Show today’s featured car #504 was delivered to Thrifty Auto Parts founder Joe Lubin of Los Angeles in the first week of November 1959.

Maserati 3500 GT Vignale Spyder, Niello Concours at Serano.

Joe Lubin, who specialised in aftermarket Caterpillar parts was also the entrant of the very first Tipo 61 Birdcage and a Maserati 250 F, claimed he ended up trading today’s featured car in for two Cadillacs.

The fifth and current owner purchased the car around 2005 after it had stood in California for nearly 25 years, restoration included getting the motor to run, repairs to some rust damage, repainting some re chroming and the reproduction of one head light trim.

My thanks to Geoffrey Horton for sharing today’s photographs that were taken at last years Niello Concours at Serrano.

Thanks for joining me on this “First Vignale 3500GT Spyder” edition of “Gettin’ a li’l psycho on tyres, I hope you will join me again tomorrow when I’ll be looking at an Amilcar. Don’t forget to come back now !

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Open Road Demon – FIAT SB4 Mephistophele

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Some years after possibly serving on the western front as an ambulance driver Ernest Arthur Douglas Eldridge started appearing at Brooklands with a succession of cars that included a 1907 Isotta-Fraschini powered by a 20 litre / 1220 cui Maybach aero engine and a more modest and successful 10 litre / 660 cui FIAT.

In 1922 John Duff was racing his FIAT SB4 at Brooklands when the 18 litre / 1098 cui motor exploded in spectacular fashion and afterwards accepted an offer from Ernest Eldridge to buy the car.

Ernest managed to acquire a 260 hp 6 cylinder 21.7 litre / 1324 cui FIAT A 12 “Bis” aero engine to replace the blown SB4 original but had to lengthen the chassis of his SB4 by some twenty inches, allegedly using parts from a London Bus, to get the new engine to fit.

FIAT Mephistophele, Goodwood Festival of Speed,

The power output of the 2 plugs and 4 valve per cylinder engine was increased by fitting four carburetors and 4 plugs per cylinder that were charged by four magnetos.

With 320hp to power his two ton car Ernest turned up at Brooklands in 1923 and immediately set a new one way standing start 1/2 mile record by covering the distance in 23.17 seconds (77.68 mph).

In June 1924 Ernest took today’s featured car Arpajon near Montlhéry in France where he was faster than a Delage V12 that was running on the same day and smashed the Land Speed Record that had stood at stood at a smidgen over 124 mph since 1914. Delage however protested the result because Ernest’s FIAT had no reverse gear as required by the regulations of the day.

FIAT Mephistophele, Goodwood Festival of Speed,

The FIAT was taken to Paris where a device was fitted that allowed the car to reverse and returned to Arpajon on June 12th 1924 and Ernest claimed the World Land Speed Record over one mile at a speed of 145.89mph / 234.98kph, that night the FIAT was allegedly parked across the street from the Delage show room where the slower Delage V12 took center stage.

This would be the last World Land Speed Record to be set on a public road, at the Monterey circuit the FIAT, now named after the Faustian demon Mephistopheles, also broke the 5 and 10 km records.

Ernest sold Mephistophele to the French driver “Le Champion” in 1925 and moved onto building Grand Prix Specials of his own devising which used Amilcar chassis and Anzani motors.

FIAT Mephistophele, Goodwood Festival of Speed,

In 1926 Ernest ran two cars in the Indy 500 for Douglas Hawkes who was classified 14th with 91 laps completed and himself, classified 19th with 45 laps completed.

While attempting to break records at Monterey in the winter of 1926 the front axle of his car collapsed and Ernest lost an eye in the ensuing accident.

Afterwards he continued record breaking notably with a Chrysler at Monterey before becoming “Record Attempt Manager” for Capt Eyston.

FIAT Mephistophele, Goodwood Festival of Speed,

The record Ernest claimed in Mephistophele stood until September 1925 when Malcolm Campbell raised the World Land Speed Record to just over 150mph driving the aero engined Sunbeam V12, which I looked at last week.

Mephistophele was acquired by FIAT Chairman Avvocato Giovanni Agnelli in 1969 and when not out on the road it can be seen at Centro Storico Fiat in Turin.

Thanks for joining me on this “Open Road Demon” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at an Amilcar. Don’t forget to come back now !

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The Stockbroker’s Widow – Rolls Royce Wraith #WXA78 Hooper Drophead Coupé

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A month before the public announcement of the new Rolls Royce Wraith model in early October 1938 Scottish agents John Croall & Sons placed an order for today’s featured chassis #WXA78 which was to be fitted with the 6 cylinder motor #D5WU.

Factory records indicate that John Croall & Sons sold the car to a Mrs Tod of Edinburgh, Scotland the widow of a stockbroker who had died in 1935.

Rolls Royce Wraith Hooper Drophead Coupé, Desert Classic Concours d'Elegance

Mrs Tod asked that her Wraith be fitted with a Hopper drophead coupé body which was given the Hopper design drawing number 9050 which specifies among other details; accommodation for golf clubs, a sixteen by 8 inch hat box, birds eye maple trim, ivory door and window handles, primrose over black painted wings and side panels and an optional kneeling Spirit of Ecstasy mascot.

Mrs Tod kept the Wraith, the first of what turned out to be just three drophead Coupés built and one of only two with Dickey seats, until 1948 when she sold the car to London Rolls Royce dealer Jack Barclay.

Rolls Royce Wraith Hooper Drophead Coupé, Desert Classic Concours d'Elegance

Barclay’s had the car painted Mason’s black and sold it the following year to a gentleman in Wilmsow, Manchester.

Jack Compton, founder of the Rolls Royce and Bentley Drivers Club, and West Norwood, London based dealer brought the car back to ‘the smoke’, London, in June 1949 and kept it there until 1966.

Rolls Royce Wraith Hooper Drophead Coupé, Desert Classic Concours d'Elegance

Mrs Tod’s Wraith was then treated for foot and mouth disease prior to being sent to the United States and the first of an unbroken chain of five owners to the present day with the Calumet Collection in San Diego becoming the present owners in 2010.

The car was used to take the owners daughters to school in Greenwich Connecticut in the late 1960’s, before restorations began in 1986 which were not fully completed until the 1990’s.

My thanks to Geoffrey Horton for sharing his photo’s taken at the 2013 Desert Classic Concours d’Elegance.

Thanks for joining me on this “The Stockbroker’s Widow” edition of “Gettin’ a li’l psycho on tyres”, I hope you will join me again tomorrow when I’ll be looking at a chain driven World Land Speed Record breaker. Don’t forget to come back now !

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3 Carb or Hy-Kers ? – Ferrari 275 GTB #06931

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Today’s featured 1965 Ferrari 275 GTB chassis #06931 has had a quiet life.

Ferrari 275 GTB, Classic Motor Show, NEC, Birmingham,

It was sold originally to an owner in the UK known only by the name of Garrett.

Ferrari 275 GTB, Classic Motor Show, NEC, Birmingham,

In 1982 this car passed into the ownership of Heinz Hueve in Germany who kept it until October 2013.

Ferrari 275 GTB, Classic Motor Show, NEC, Birmingham,

#06931 was then acquired by restoration experts DK Engineering on behalf of it’s now third owner.

Ferrari 275 GTB, Classic Motor Show, NEC, Birmingham,

It is sobering to think that should a 50 year old standard 3 carburetor short nose 275 GTB such as this one come up for auction it would probably cost not much more or less than a brand new Hy-Kers LaFerrari.

Thanks for joining me on this “3 Carb or Hy-Kers ?” edition of “Gettin’ a li’l psycho on tyres”, I hope you will join me again when I’ll be looking at a rare Drophead Coupé. Don’t forget to come back now !

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