Tag Archives: Sports Car

Beast Of Surbiton – Cooper Monaco T61P

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In 1962 Bruce McLaren raced the rear 4 cylinder Coventry Climax engined Cooper Monaco T61 for the first time. It is not clear if the first appearance was in Canada where there was an entry but no known result or in the USA where Bruce finished 4th in the Riverside Grand Prix.

Cooper Monaco T61P, Goodwood Festival of Speed,

The following year an improved Cooper Monaco ‘T61M’ was raced by 1959 Le Mans winner Roy Salvadori driving for CT Atkins to at least five wins in 1963.

Cooper Monaco T61P, Goodwood Festival of Speed,

Roger “The Captain” Penske and Skip Hudson had Chevrolet V8’s fitted to their 61M’s and each won at least one race towards the end of of ’63 and early ’64 respectively, while the real T61M success story was Carrol Shelby who bought two T61M’s and fitted them with Cobra 289 V8’s and called them King Cobra’s one of which Dave McDonald drove to win the 1963 USRRC Pro Sports Car Championship.

Cooper Monaco T61P, Micheal O'Shea, Goodwood Festival of Speed,

For 1964 CT Atkins and Roy Salvadori hatched a plan to build a T61 and fit a Maserati Tipo 151 5 litre 302 cui V8. This car became the unique T61P Cooper Maserati featured today.

Cooper Monaco T61P, Goodwood Festival of Speed,

Too cope with the expected 430hp the teams mechanic Harry Pearce strengthened the chassis by welding and riveting a 20 guage steel sheet to the underside of the chassis frame.

Cooper Monaco T61P, Silverstone

Just as with the original Cooper Monaco T61 the debut of the T61P is unclear some sources show the car started at Oulton Park in 1964 but the result is unknown others show Roy drove the car to a second place finish at the 16th International Trophy meeting run at Silverstone.

Cooper Monaco T61P, Goodwood Festival of Speed,

The Roy drove the T61P to victory in the 1964 Whitsun trophy at Goodwood and his only other result was a third place finish in the 1964 British Grand Prix meeting at Brands Hatch. After two further retirements CT Atkins closed his team down.

Contemporary accounts all describe the handling of the T61P as wild, possibly due to the weight of the 20 guage steel under tray and absence of any suspension geometry adjustments to compensate.

The car has since had it’s handling sorted and is seen above at this years Goodwood Festival of Speed with owner Micheal O’Shea at the wheel.

Thanks for joining me on this “Beast Of Surbiton” 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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8 Cylinders 24 Valves – Bugatti Type 30

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Late in 1922 until 1926 Ettore Bugatti offered the 2 litre / 122 cui Type 30

Bugatti T30, Huntley, VSCC, Prescott

The Type 30 was however not all new the horseshoe radiator was carried over from the later Type 13/22/23 Voiturette Brescia models…

Bugatti T30, Huntley, VSCC, Prescott

as was the chassis which was available with 100.4″ or 112.2″ wheelbase and “occasionally” with a 94.5″ wheelbase option, ie the same options as for the earlier models.

Bugatti T30, Huntley, VSCC, Prescott

The front brakes on the early Type 30’s built between 1922 were hydraulic operated but from 1924 to ’26 they were cable operated as were the rear brakes on all Type 30’s.

Bugatti T30, Huntley, VSCC, Prescott

It is believed around 600 Type 30’s were built, the recently restored example seen here at last years VSCC Prescott meeting, driven by Douglas Huntley, was originally built in 1925.

Thanks for joining me on this “8 Cylinders 24 Valves” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at Red Bull’s 2013 season. Don’t forget to come back now !

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Supercharged 100E – Buckler MK 6

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With the sales success of his Buckler MK 5 the earliest example of which was manufactured in 1949 Derek Buckler expanded his range by offering a longer wheel base Buckler Mk 6 in 1953 which could be ordered either as a turn key or car sales tax saving self build model.

Bucker MK 6, Autumn Classic, Castle Combe

In kit form complete with tubular frame chassis, supports and fittings, independent front suspension, radiator, petrol tank, remote gear change, special steering and silencer for less than £200 to which could be added the cost of a motor, gearbox, rear axle and wheels which would typically come out of a wrecked donor Ford, along with the price of a home made body.

Bucker MK 6, Autumn Classic, Castle Combe

The earliest known owner of today’s featured 1953 Buckler MK 6 is believed to have been M Bendall who fitted a motor from a Ford 100E Prefect/Anglia a model first seen in 1953.

Bucker MK 6, Autumn Classic, Castle Combe

At some point the power of the motor in the vehicle as seen today was boosted with the aid of a supercharger.

Bucker MK 6, Autumn Classic, Castle Combe

Stan Hibberd owned the car in 1972 and drove it to the, now at least 200 year old, ciderhouse Coronation Tap in Clifton, Bristol for the the first meeting of the Buckler Register.

Bucker MK 6, Autumn Classic, Castle Combe

Although Stan remembered the meeting and the cider, served in half pints, many years later he did not remember any Bucklers being present although contemporary reports are to the contrary.

Bucker MK 6, Autumn Classic, Castle Combe

Stan’s grandson Andrew drove the car at last years Castle Combe Autumn Classic meeting, unfortunately a problem during qualifying meant Andrew did not take the start.

Thanks for joining me on this “Supercharged 100E” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at another one off Formula One car from 1974. Don’t forget to come back now.

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Creature Comforts – Stutz Bearcat

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After building his first race car in five weeks in time for the 1911 Indy 500 where the car placed 11th behind cars with larger motors Harry C. Stutz renamed his Ideal Motor Company, founded in 1911, as the Stutz Motor Company and with the strap line “the car that made good in a day” in 1913.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Early Stutz Bearcats, first seen in 1914, were built like the successful Stutz “White Squadron” racers with twin bloc four cylinder Wisconsin Motor Company motors, and few creature comforts except essential lights and a tiny ‘monocle’ windscreen.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

In 1915 Harry Stutz built a motor of his own monoblock 4 cylinder design based on the 115hp 1914 Mercedes Grand Prix car motor with four valves per cylinder and dual ignition.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Two White Squadron Racers fitted with these motors came home 3rd and 4th in the Indy 500, despite many successes else where this result would remain the teams best performance and final appearance in the “The Greatest Spectacle in Racing”.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Turning all of his attention to the production of road cars Harry Stutz had a detuned version of his four cylinder motor fitted to the Series S Bearcats built in 1917.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

The new motor developed 80 hp and was good enough to power the Bearcat up to a respectable, for the period, 85 mph.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

1917 Bearcats like the one seen here also introduced a few creature comforts…

Stutz Bearcat, Classics at the Castle, Sherborne Castle

including a closed cockpit with ‘step over doors, a fold down full width windscreen and rudimentary fold away protection from inclement overhead weather.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Built on a 120 inch chassis and for the price of several Model T Fords it is thought that around 1,000 Bearcats were built from 1915 up until 1922.

Stutz Bearcat, Classics at the Castle, Sherborne Castle

Today’s featured car was imported from California by the present owner in 1991 and was restored by him with the period correct US market right hand drive.

Thanks for joining me on this “Creature Comforts” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be reviewing Ferrari’s 2013 Formula One season. Don’t forget to come back now !

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No Enthusiast Should Miss – Ginetta G.15 Coupé

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For trade stand No. 157 at the Earls Court Motor Show in 1967 Ginetta prepared a vehicle that they said “No enthusiast should miss”, the new Ginetta G.15 was billed as being capable of 100 mph and achieving 40 mpg with ‘fantastic’ road holding and all for the low price of just £849 in kit form.

Ginetta G15, Prescott

However Ginetta had over sold them selves since they had not sorted out their supply chain out sufficiently to start production until 1968. However once they got going according to Ginetta’s engineer Ivor Walkett “we could not build them fast enough” for a while Ginetta moved into a new factory to cope with the demand which eventually was just short of 800 units.

Ginetta G15, Prescott

Built around a steel space frame with glass fibre pannels the G.15 used proprietary Triumph Spitfire front suspension and like the later Clan proprietary rear mounted engine and suspension from the Hillman Imp. Ginetta also had the car type approved for turn key sales.

Ginetta G15, Russell, Prescott

The G.15 was a big hit on the tracks and hills, Chrysler engineer Brian Tavender used his in sprints with is own specially prepared motor and gearbox, until an accident at Castle Combe in 1975 Barry Wood was successful running a works backed car in the modified sportscar (Modsport) class while 3 years after production had ended in 1974 David Beams became 1977 Production Sports (Prodsports) Champion with his G.15. Two years later Alison Davis repeated the Prodsports feat to become the first woman to win an overall circuit racing championship.

Ginetta G15, Prescott

The end of G.15 production in 1974 was brought about by the usual suspects for the period, dreaded Value Added Tax (VAT), a three day working week due to fuel shortages, with the additional threat of the end of supply of the Hillman Imp motor. Several G.15s were built for the US market with Volkswagen motors and Ginetta considered using a Skoda motor to replace the Hillman unit before cutting their losses and calling it a day for the model. Subsequently Ginetta moved back to their original factory.

Today’s featured G.15 belonging to Andrew Russell was seen at Prescott a couple of years ago.

Thanks for joining me on this “No Enthusiast Should Miss” edition of “Gettin’ a li’l psycho on tyres”, I hope you will join me tomorrow when I’ll be looking at an early turbocharged Bristol. Don’t forget to come back now !

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Clash Of The Eccentrics – Bristol 412 S1

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In 1975 Bristol replaced it’s 411 model with the 603 featuring a completely new body, a second new car was scheduled to appear on Bristol’s Earle Court Motor Show stand in October 1975 however despite pre event publicity the targa topped 412 model featured today was not ready and so did not appear as promised in the press.

Bristol 412 S2, Pistonheads Sunday Service, BMW Plant, Cowley

The 412 has been described as a clash of automotive eccentrics by some commentators because the body was designed and built by no less an eccentric company than Carrozzeria Zagato wih whom Bristol’s Tony Crook had earlier worked as their UK Concessionaire and Importer. The distinctive head light clusters appear to have been sourced from the second generation Opel Commodore.

Bristol 412 S2, Pistonheads Sunday Service, BMW Plant, Cowley

The first Series 412’s were built with the 300 hp 6.6 litre / 400 cui Chrysler B series V8’s but the second series introduced in late 1977 were fitted with the smaller 5.9 litre / 361 cui Chrysler motor.

Bristol 412 S2, Pistonheads Sunday Service, BMW Plant, Cowley

Series 2 412’s have front suspension modifications as a result of the lighter motor, improved ventilation for the cabin and redesigned seats. From the date of first registration, March 1977, and engine size it would appear today’s car, seen at a Pistonheads Sunday Service meeting held at the BMW Plant in Cowley a couple of years ago, is a Series 1 412.

Bristol 412 S2, Pistonheads Sunday Service, BMW Plant, Cowley

Apparently when Tony Crook went to see the the prototype 412 at Zagato it featured an even bluffer front end and was some 18 foot long, before Tony intervened.

Bristol 412 S2, Pistonheads Sunday Service, BMW Plant, Cowley

The appearance of the 412 divides opinion like few others, as can be seen on this linked Pistonheads thread, one either gets Bristol ethos or one does not their is little middle ground.

Bristol 412 S2, Pistonheads Sunday Service, BMW Plant, Cowley

In 1982 the 412 was fitted with a turbocharger and slightly face lifted which included twinned headlight clusters and called the Beaufighter production of around 27 of these continued until 1993. It is thought just one export only fully convertible versions of the Beaufighter with an electric roof, known as the Beaufort were built along with two non turbocharged US spec 412 known as the 412USAs.

Bristol 412 S2, Pistonheads Sunday Service, BMW Plant, Cowley

It is thought 24 412 Series 1’s were built and 34 Series 2 412’s. Of the 88 Targa tops and one Convertible it is thought 76% are still extent.

Thanks for joining me on this ” Clash Of The Eccentrics” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at something a little more agricultural. Don’t forget to come back now !

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The Lotus Clan – Clan Crusader

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In the late 1960’s early 1970’s at least three sports cars went to market using the all aluminium Coventry Climax derived Hillman Imp / Singer Chamois engine including the Ginetta G15, Davrian Imp and today’s featured vehicle the Clan Crusader.

In 1969 three Lotus Engineers, Paul Haussauer, John Frayling and Brian Luff left the company after an unspecified disagreement with Colin Chapman and founded the Clan Motor Company in Washington, Co Durham, England.

Clan Crusader, Castle Combe

Their one and only model styled by Frayling, employed a steel reinforced monocoque designed by Luff with Imp / Chamois suspension. The handling of the Clan, with a top speed of 100 mph, was said to be superior to that of both the cheaper Ginetta G15 and Davrian Imp.

From late 1971 until the introduction of crippling taxes the car was manufactured in self build or complete forms, with the self builds dropped the Crusader successfully completed independent crash tests in mid 1972. By the end of 1973 production ceased with over 300 complete cars and kits built, despite a healthy order book, due to component supply and financial difficulties.

Clan Crusader, Castle Combe

In 1974 much of the Clan stock and body moulds were shipped to Cyprus, however due to the Turkish military invasion later the same year production never got underway on the Mediterranean island.

Brian Luff made a new set of moulds from an existing car and built some more Crusaders mostly for competition use. Crusaders competition successes included a second place on it’s debut the 1972 Manx International Rally with Andy Dawson and John Foden, 1972 Tour of Mull Rally win for Alan Conley and Crawford Dunn along with two production car trials championships for Mike Hinde in 1973 and Bill Moffat in 1993.

Clan Crusader, Castle Combe

After acquiring Luff’s moulds in 1982 Peter McCandless founded Clan Cars Ltd in Northern Ireland and recommenced production of the a variant of the Crusader now simply known as the Clan which featured a new nose with pop up head lights. Around 120 so called Irish Clans were built for the road and a further 10 for competition.

A Clan Clover model, powered by an Alfa Romeo engine mounted ahead of the rear axle was also built, more than 20 of these cars are thought to have been built before the receivers were called in to Clan Cars in 1987.

Today’s featured 1972 Crusader was seen at Castle Combe a couple of years ago.

Thanks for joining me on this “Lotus Clan” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at a 1948 Bentley called Blue Velvet. Don’t forget to come back now !

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