Tag Archives: George

Raph’s ’38 Voiturette – Maserati 6CM #1556

With the State funded Mercedes Benz and Auto Union teams battling for major open wheel Grand Prix honours from the mid to late 1930’s with the occasional interruption only offered by Alfa Romeo many wealthy drivers were left with little alternative but to contest Grand Prix run for 1.5 litre / 91.5 cui voiturette open wheel single seater, monopost, racing cars.

Among the successful manufacturers of such Voiturettes were Bugatti with their 8 cylinder Type 39, ERA, English Racing Automobiles, which was founded to manufacture vehicles soley for Voiturette racing using a derivative of a Riley 6 cylinder motor, and today’s featured manufacturer Maserati who first fitted a 6 cylinder 1.5 liter motor to Tazio Nuvolari’s Maserati 8CM.

Maserati 6CM, VSCC Spring Start, Silverstone

Between 1936 and 1939 Maserati built a run of 27 6CM Voiturettes of which chassis #1556, fitted with motor #1555, seen here was the one that appears to have been delivered in April 1938 to driver known as “Raph”.

Otherwise known as Count George Raphaël Béthenod de Montbressieux, “Raph” was born in 1910 in Buenos Aires to a wealthy silk manufacturing family from Lyon with an Argentinian mother who was daughter of an Argentine Minister of Justice, he started racing in 1932.

Maserati 6CM, Lockie, VSCC Spring Start, Silverstone

Prior to purchasing #1556 “Raph” had recovered from six months of paralysis to his legs after crashing his #7 Talbot-Lago on the 10th lap of the 1937 Le Mans 24 hours.

“Raph” is known to have raced for several teams during 1938, a few day’s after apparently taking delivery of his 6CM he was entered in the Grand Prix de Pau in a 6CM by Scuderia Torino where he finished, I have been unable to establish if the car “Raph” used in this race was today’s featured car.

Maserati 6CM, VSCC Spring Start, Silverstone

After his drive at Pau “Raph” is known to have entered at least six further events in a 6CM under either his mothers name B de Las Casas or his own.

It would not appear unreasonable to assume #1556 was the vehicle “Raph” drove in these events recording one failure to start at Picardie, three non finishes at Albegois, Livorno and La Baul, an 11th at Piemonte and a seasons best 2nd at Targa Florio.

Maserati 6CM, VSCC Spring Start, Silverstone

Towards the end of 1938 “Raph” had two outings in top class open wheel races with Ecurie Bleu driving a Delahaye at Bermgarten and Donington where he finished 11th and retirement respectively.

In 1939 “Raph” drove a Delahaye twice for Ecurie Lucy O’Reilly finishing 9th at Reims Geuex and 5th at the Nurburgring. He then is recorded has having been entered at Bermgarten in an O’Reilly Maserati 8CTF (#3031) but does not appear to have taken part.

Maserati 6CM, VSCC Spring Start, Silverstone

In 1946 he resumed racing by 1946 recording a win in an indoor Midget race in Los Angeles the same year. Back in Europe Raph co founded Ecurie Naphtra Course managed by M.me Denise Depoix said to be the wife of an imprisoned collaborator.

It is unclear if “Raph” raced today’s featured car for the team or not, some sources suggest he may have done, while others suggest he raced a later Maserati 4CL.

Maserati 6CM, Lockie, VSCC Spring Start, Silverstone

The highlight of “Raph”‘s career came when he won the 1946 Nantes Grand Prix aboard a Maserati which all at least appear to agree was a “voiturette”.

“Raph” continued racing until 1950 by which time was still recovering from a fractured skull after an accident driving a Talbot Lago T26C at Albi in 1948.

Maserati 6CM, VSCC Spring Start, Silverstone

With no financial security “Raph” took a job as a handyman and chauffeur with his friend, actor and entertainer, Maurice Chevalier.

Today #1556 is owned by Sean Danaher and is seen in these photographs being driven by Calum Lockie in the Pre ’41 race at the VSCC’s Spring Start meeting at Silverstone.

Thanks for joining me on this “Raph’s ’38 Voiturette” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me for a look at a Bugatti tomorrow. Don’t forget to come back now !

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The Surtees Hill Lola – Lola Chevrolet T70 Mk II Spyder SL71/43

Team Surtees started running Lola T70’s in sports car races in 1965, for 1966 the teams proprietor, 1964 World Champion, John Surtees ran a Chevrolet Mk II spyder variant, chassis #SL71/17, in the Canadian American (Can Am) Challenge winning the inaugural Can Am race at St Jovite from pole with the car.

Surtees retired from the next couple of Can Am races with a broken oil pipe and then after a start line accident at Bridgehampton and Mosport respectively. At Laguna Seca the team had a new chassis #SL71/43, today’s featured car, which he qualified 7th but retired for a third time after 92 laps with suspension damage.

Knapfield, Lola T70, Goodwood Revival

John Surtees returned to chassis #SL71/17 at Riverside where he qualified second and won, 1962 World Champion and 1966 Indy 500 Winner Graham Hill was drafted into chassis #SL71/43 and came home third from 5th on the grid in the cars final appearance for Team Surtees.

Knapfield, Lola T70, Goodwood Revival

Surtees went into the final round of the 1966 Can Am Challenge at Stardust International Raceway in Las Vegas sharing the series lead with 1961 World Champion Phil Hill who was driving a Chaparral 2E.

Despite qualifying 4th behind Jim Hall on pole with his Chaparral team mate Phil Hill beside him and Chris Amon in a McLaren Elva in third, John Surtees forced his way through to the lead on the opening lap. John did not relinquish that lead for the entire 70 lap race and so secured the inaugural Can Am Championship.

Chassis SL71/43 was acquired by George Ralph for 1968 his best results with the car were two 11th place finishes one in the USRRC Championnat Nord-Americain race held at Mont-Tremblant from 17th on the grid and the other in the Road America Can Am race from 21st on the grid.

Current owner Paul Knapfield is seen driving the car at the 2011 Goodwood revival in these photo’s.

My thanks to Tom RA Announcer Schultz for kindly visiting his den to dig out the chassis details of today’s featured car from his copy of Lola T70 – The Design, Development & Racing History Hardcover – December 1, 2012 by John Starkey and Franco Varani.

Thanks for joining me on this “The Surtees Hill Lola” 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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Two Bearing Crankshaft – Singer 8 Junior

Like many pioneering manufacturers of motor cars Singer Motors Ltd was founded as a manufacturer of bicycles, by George Singer in 1874. By 1901 the company had diversified into producing powered tricycles which were soon followed by powered bicycles. Singer built their first car in 1905. Over the next four Tuesday’s GALPOT will be looking at four models from the interwar years.

Singer 8 Junior, Bristol Classic Car Show, Shepton Mallet

The Singer 8 Junior was launched in 1926. Initially only a four seat tourer was available, in blue with black wings / fenders.

Singer 8 Junior, Bristol Classic Car Show, Shepton Mallet

For tax purposes the 4 cylinder motor was classed as having 8 horsepower, it featured gravity fuel feed, a crank running in just two bearings, overhead cam shaft, 6 volt electrics, that produced 16.5 hp at 3250 rpm. The motor would be the progenitor of future Singer power units for three decades.

Singer 8 Junior, Bristol Classic Car Show, Shepton Mallet

Eventually a range of different body styles were offered including Two Seater Tourer, Sunshine Saloon, Coachbuilt Saloon as seen here, Fabric Saloon, a two plus two called the Sportsman’s Coupe and a boat-tailed Sports which helped sell 6000 8 Juniors a year between 1927 and 1931 which made Singer the third largest manufacturer in the UK behind Austin and Morris.

Singer 8 Junior, Bristol Classic Car Show, Shepton Mallet

There were plans for the German Aga “Aga Fahrzeugwerke GmbH” company to manufacture Singer 8 Juniors under license, in much the same way as BMW manufactured the Austin 8 under license, but these plans came to naught, after a single prototype had been built Aga disappeared.

Today’s featured 1928 saloon / sedan was purchased by the current owners in 2009 at the Bristol Classic Car Show in Shepton Mallet, it is known to have resided in Cornwall and Surrey about 20 years ago. The owners say the car is great fun to drive “and we always get there eventually.”

Thanks for joining me on this “Two Bearing Crankshaft” 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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Awaiting TLC #2 – Rover 75 P4

The Rover P4 range of vehicles was introduced in 1949 to replace the interim out dated P3 vehicles which had been rushed into production in 1948 as the Rover company sort to rebuild itself as a vehicle manufacturer having spent the years during World War 2 manufacturing aircraft.

Rover P4 75, Atwell Wilson MM

Drawing inspiration from the 3rd generation Raymond Loewy designed Studebaker Champion launched in 1946, at the request of the Wilkes brothers who owned Rover, Gordon Bashford was responsible for what was known in the factory as the P4. The original P4’s came fitted with a central spot lamp mounted in the grill, but this feature was dropped early in production which eased the difficulties keeping the engine cool.

Rover P4 75, Atwell Wilson MM

The P4 was continually being upgraded and from 1954 a distinct MkII version was available that was then restyled again into the form shown in these photo’s in 1957, a Mk 2.2 if you will.

Rover P4 75, Atwell Wilson MM

Because of material shortages immediately after WW2 these vehicles incorporated a high percentage of aluminium content and were to be seen in competitions of the day including the 1955 Mille Miglia in which Lando Barsotti brought his #347 Rover 75 P4 home in 271st place. The 75 seen here was powered by a 2.2 litre /136 cui 6 cylinder motor featuring the same overhead inlet valves and side exhaust valve design as had been a feature of the earlier P3.

Rover P4 75, Atwell Wilson MM

The final MK II P4’s were produced in 1959 with 9,974 Mk II’s produced over it’s five year production run.

I spotted this particular vehicle at the back of the Atwell – Wilson Motor Museum. I am not sure what they planned to do with it, good working examples of the type tend not to fetch more than £ 2000 so the cost of restoration would appear to be a little prohibitive.

Thanks for joining me on this Awaiting TLC edition of ‘Gettin’ a lil psycho on tyres’, I hope you will join me again tomorrow. Don’t forget to come back now !

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Built by Craftsmen – Lanchester LD10 #L63579

Lanchester LD10, Castle Combe, C&SCAD

Lanchester founded as the Lanchester Engine Company Ltd in 1899 by the Lanchester brothers Frederick, George and Frank who are credited with being the first British builders of a motor car, not a horseless carriage, in 1895 which ran on a public road in 1896. The brothers are also credited with being the original purveyors of disc brakes in 1902. Fredricks uncompromising attitude to mechanical perfection led Lanchester into financial difficulties and an eventual merger with the British Daimler Company in 1931.

Lanchester LD10, Castle Combe, C&SCAD

The post war Lanchester LD10 was a compact companion to the Daimler range, like it’s bigger Bretheren Lanchester’s were built by craftsman at a time when most vehicles of this size were already much cheaper to build on assembly lines. Initially this model was available with a steel body by Briggs of Dagenham and later models like the one in these photographs with alloy body work by Barker.

Lanchester LD10, Castle Combe, C&SCAD

This model is powered by a 4 cylinder 40hp overhead valve engine which transmits power to the rear wheels via a 4 speed preselector gearbox. This combination of engine and geabox was considered both reasonably powerful, with a 69 mph capability and exceptionally smooth for it’s time. The engine number of this particular vehicle is #18557.

Lanchester LD10, Castle Combe, C&SCAD

It is thought 3,030 examples of this model were built between 1946 and 1951. This particular vehicle, chassis L63579, was built in 1951.

With thanks to David Roots who invited me to the Classic and Sports Car Action Day at Castle Combe where these photographs were taken.

Thanks you for dropping in on today’s 69 mph edition of “Gettin’ a lil’ psycho on tyres” I hope you will join me again tomorrow ! Don’t forget to come back now !

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Shoestring Winner – Epperly Belond Exhaust Special

Today’s photograph by Ed Arnaudin of the two time winning Belond Exhaust Special, seen here with Sam Hanks at the wheel, was taken in 1982.

Indy82011s

The success of the Belond Exhaust Special is a testament to three men who persevered, (Gordon) Howard Gilbert a 1949 Indy 500 winning mechanic with the Blue Crown Spark Plug Special team, Howard’s neighbour George Salih a foreman at Meyer & Drake which produced the prevalent 16 valve twin cam 4 cylinder Offenhauser ‘Offy’ engine and Sam Hanks a driver who after 12 races at the Brickyard had yet to win his first Indy 500.

Salih and Gilbert came up with the brilliant idea of replicating the best features of the 1952 Pole Winning Cummins Diesel Special but without the bulk of the 3,100 lbs diesel powered vehicle.

In 1952 Frank Curtis built two cars with the engines inclined the Cummins Diesel with its engine inclined 5 degrees off horizontal and The Fuel Injector Special belonging to Howard Keck with the engine inclined 36 degrees.

Gilbert and Salih decided to build their car with a compromise between the two ’52 Kurtis Kraft chassis with the engine inclined at 18 degrees off horizontal which decreased the frontal area and lowered the centre of gravity of their car without inducing the lubrication problems that would accrue by inclining the engine at 5 degrees from horizontal, the Cummins diesel was not capable of the high crankshaft revolutions of the gas powered Offenhauser and so was easier to keep lubricated at 5 degrees from horizontal.

In order to build their engine Salih obtained cosmetically flawed Offenhauser parts on credit, and both took out mortgages on their homes to build the chassis, an operation that took place during nights and weekends between day jobs.

Having completed their chassis Quin Epperly built the bodywork in exchange for part ownership, the car is officially known as an Epperly. Exhaust manufacturer Belond got the naming rights for $2500 in sponsorship.

A contingency fund was secured for the #9 Belond Exhaust Special by equipping it with British Blue Lodge Spark Plugs as against the Champion items used by everyone else taking part in the 1957 Indy 500.

Salih got 1953 AAA Champ and 12 time Indy 500 veteran, Sam Hanks, with whom he had worked in 1956, to drive what at the time was the lowest and smallest vehicle of it’s type to a debut victory, at a record speed of 135 mph, whereupon Hanks immediately announced his retirement from racing.

The Belond Special became the first car to head to victory lane twice with different drivers in 1958 when 3 time champ Jimmy Bryan repeated Hanks achievement. In 1959 Bryan retired the Belond Special with a broken engine after just one lap.

Gilbert and Salih continued building cars until 1967, Jimmy Bryan died soon after the linked photo was taken as a result of injuries sustained in an accident at Langhorne in 1960.

Howard Gilbert built further vehicles until 1970 scoring a shock win with George Follmer at the wheel of a stock block Chevy powered Cheetah at Phoenix, in the Jimmy Bryan 150.

From 1970 to 1990 Howard built engines for AJ Foyt which took 25 champ car wins including the 1977 Indy 500, fourth victories at Indy for Gilbert and Foyt, along with USAC championships in 1975 and 1979.

With thanks to Steve Arnaudin for scanning his Dad’s photos to and Kevin Triplett for additional information.

Hope you have enjoyed the Belond Exhaust Special edition of ‘Gettin’ a lil’ psycho on tyres’, and that you will join me again tomorrow. Don’t forget to come back now !

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Rats Nest to Concours – Jaguar XK 140 FHC SE/MC

I’d like to welcome Geoffrey Horton a new contributor to ‘Gettin’ a lil’ psycho on tyres’. Geoffrey got in touch with me regarding research on my Carden blog, he is the grandson of George L Ward one half of Ward and Avery who some of my readers from rowdy.com may remember as being responsible for manufacturing the Carden designed AV Monocar.

01 San Francisco Presidio Concours d' Elegance 0

For 13 years Geoff worked at an apartment complex where every day the 70 year old owner of a silver XK140 FHC/SE had promised Geoff his car.

02 m Ai Zmxs

When the owner died the promised car disappeared, still in shock some weeks later Jeff saw this particular car in the San Francisco Chronicle for $3,000 he did not hesitate to pick up the cash and take a his trailer along with a bottle of Jack Daniels to collect it.

03 Jaguar engines

The previous owner of this vehicle told Geoffrey it had been running fine prior to storage for 14 years in a barn. When Geoffrey purchased this car it was a rats nest, they had eaten the interior and were storing dog food in the wool headliner.

05 CCI00005s

The condition of the car as we now see it is the result of a four year body off restoration. Since 1986 the car has won numerous awards at Concours events including Palo Alto, Hillsborough, Carmel by the Sea, Neillo Serrano and SF Presidio.

04 c Ob Ck Hs

The car completed on the 21st September 1955 has it’s original engine and gearbox. More information on the XK140 model can be found on the Big Cat in Northern Rhodesia – Jaguar XX 140 FHC blog.

06 Vjz OAjs

I’d like to thank Geoffrey for taking the time to send me his photo’s and look forward to sharing more of his concours photo’s in the months to come.

Hope you have enjoyed today’s concours edition of ‘Gettin’ a lil’ psycho on tyres’ and that you’ll join me again tomorrow. Don’t forget to come back now !

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