The six cylinder DF80 was originally designed for aircraft applications, but Paul Daimler had the idea of turning the engine back to front and installing it in the 28/95 model first seen in 1914.
After the 1914-18 hostilities Max Sailer won the 1921 Targa Florio with a 28/95 a model which remained in production until 1924.
If one enters the registration number LL4535 into this linked website one discovers that the car is officially registered a Mercedes 20.1.
Using the registration number and Mercedes 20.1 manufacturer name one discovers from the DVLA Vehicle Check site that the car or some part there of was first registered in the UK on 19th January 1921.
The detail shots of this car were taken at Loton Park while the most recent shot with David Biggins at the wheel was taken at Chateau Impney with the remainder taken at Prescott.
Thanks for joining me on this “Aero Engined Rennwagen” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at a mid range Citroën. Don’t forget to come back now !
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.
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.
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.
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.
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 !
Like the Donnet Six Type G the six cylinder Type K was built in Donnet’s new state of the art six story factory which like the FIAT Lingotto factory in Turin featured a test track on the roof.
The 2.5 litre / 152 cui 6 cylinder Type K like Mike Tebbett example seen at Prescott in these photographs was manufactured from 1929 until 1933 when Donnet went bankrupt shortly before rivals Citroën.
The vehicle in these photographs is officially registered as being built in 1927, when the smaller 2.3 litre / 140 cui 6 cylinder CI6 was the largest Donnet in production, I can only assume a clerical error in the official DVLA records is to blame for the contradiction.
The French engineer, journalist and man credited with being behind the creation of the Le Mans 24 Hour race Charles Faroux noted that the Donnet Six was “economical” and “smooth” as to be expected from a six cylinder vehicle.
Thanks for joining me on this “Kontradiction” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be returning to Castle Combe for their season ending race meeting. Don’t forget to come back now !
It would appear Gerhard sold this car to Herbert Ott for the 1960 season and built today’s featured DKW powered car for himself.
From the data available it would appear Gerhard drove his Mitter (60) DKW to wins at Rottach-Egern and Berchtesgaden (Hill Climb) before switching to a rear engined DKW powered Lotus 18 with which he won the hill climbs at Freiburg, Deggendorf and Pirmasens to secure the 1960 German Formula Junior championship.
Gerhard went on to win three consecutive European Hill Climb Championships driving for Porsche from 1966 – ’68 he also drove a Porsche with Udo Schütz to win the 1969 Targa Florio, three months later he was killed at the wheel of a Formula 2 BMW during practice for the German Grand Prix.
Rudolf Ernst is seen in these photo’s at the wheel of the #93 Mitter DKW at last years VSCC Spring Start meeting at Silverstone.
Thanks for joining me on this “Zweitakt Dreizylinder” edition of “Gettin’ a li’l psycho on tyres”, I hope you will join me again tomorrow when I’ll be looking at a sweet sounding Shadow. Don’t forget to come back now !
Along the way Rob, as he apparently prefers to be known, has built a highly acclaimed Tularis motor cycle powered by a 183 hp two stroke Polaris snowmobile motor and the 1929 Riley seen here which is powered by an aircooled 5.9 litre / 363 cui 4 cylinder aeroplane engine built in Burbank, California.
Like the Riley the Menasco Pirate is of inter war vintage and was used to power training and sports aircraft of the day that included the Great Lakes 2T-1MS, Ryan ST, Stearman-Hammond Y-1, VEF I-17 and Willoughby Delta 8.
From the official records it would appear the vehicle was registered for the road in this configuration in August 2010 several weeks before these photographs, with the good Doctor at the wheel, were taken at the VSCC Loton Park meeting.
Thanks for joining me on this “VSCC Science” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at five more classic moments from the Silverstone Classic meetings over the years. Don’t forget to come back now !
The motor powering Robin Baker’s 2 speed, chain drive 1930 Hispano Amilcar Special is a 1916 Hispano Suiza V8 aircraft engine.
Marc Birkigt’s HS8 design with a swept volume of 11,760 cc / 717 cui originally produced 140hp and was only accepted for use by the French Military after it had passed a 50 hour full speed test, more than three times longer than any comparable test held hitherto.
After demonstrating it’s major leap in reliability a new SPAD S.VII fighter was quickly designed around the new motor which helped the Entente, British, French and Russian, air forces regain air superiority during the 1914-18 war.
By the time production of HS8 motors ceased in the mid 1920’s they were producing 300hp and they had been built under licence in 21 different factories under licence in Spain, France, Britain, Italy, and in the United States where they were recognised as superior to the Curtiss OX5 V8.
By 1930 I believe the only Amilcar chassis being built large and substantial enough to carry a 185 kg / 407 lbs HS8 would probably have been a C8 which would have originally been fitted with a 2 liter / 122 cui or 2.3 litre / 140 cui straight 8.
Thanks for joining me on this “Major Reliability Leap” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be visiting the Avenue Drivers Club. Don’t forget to come back now !
In 1913 Peugeot introduced the Types 145, 146 and 148 passenger cars which all shared the same 4,536 cc / 276 cui 35 hp 4 cylinder motors but had chassis with 3.3m / 10.8 ft, 3.48m / 11.4 ft and 3.61m / 11.8 ft wheelbases respectively.
Today’s featured car is built on one the longer 1913 Type 148 chassis, one of just 83 built, but somewhere around 2001 appears to have been fitted with a 100hp 10 litre / 610 cui 4 cylinder Hall Scott A7 Aero engine, of the same type as fitted to William Hildyardís 1910 Th Schneider I looked at last week and Stewart Wilkies Fafnir I looked at some years ago.
The bodywork on Clive Press’s Peugeot seen in these photographs at Loton Park and Prescott respectively is styled on the 1913/14 era Peugeot EX3 racers that won the French Grand Prix and 1913 Indy 500.
Thanks for joining me on this “LWB Aero Engine Special” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be visiting Llandow. Don’t forget to come back now !