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  • 11/23/13--09:00: Spyker 60HP





  • "In 1898, Jocobus and Hendrik-Jan Spijker, coach builders in Amsterdam, pioneered their first Benz-engined motor car and won immediate acclaim for the craftsmanship of their bodywork. The construction of the golden state coach in 1898, to commemorate the forthcoming coronation of Queen Wilhelmina, marked the turning point form their coach building activities to car manufacturing. Subsequently, the brothers registered their business under the name Spyker, written with a 'Y' for easier recognition in foreign markets.

    The 1903 Spyker 60HP Grand Prix racer was an important historical milestone, not only for the company, but for the industry as a whole. As released at the 1903 Paris motor show, it featured the world's first six cylinder engine as will as the world's first permanent four wheel drive. Initially, the car was to run in Grand Prix races but was not ready in time for the 1903 Paris-Madrid race.

    The only car built by Spyker of the this type remains to this day, and can be seen in concours condition at the Het Nationaal Automobielmuseum in the Netherlands. After a comprehensive restoration the 60HP was viewed at the 2003 Pebble Beach conours were it received top honors."

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  • 11/23/13--11:00: Ikujiro Takai at Imatra


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    "The dual blows of the Great Depression and the only slightly less disastrous Airflow traumatized the Chrysler Corporation, which spent the late-1930s building conservatively designed and engineered automobiles. It was designer Ralph Roberts, of LeBaron, who, in the fall of 1940, recognized that as the nation and the company recovered, Chrysler would benefit from some high style added to its lineup.

    The idea that Roberts had in mind was a dual cowl phaeton, a body style that had disappeared from the scene at Chrysler after 1933. For the dual cowl’s last dance, he combined the old-fashioned body style with exotic baroque curves inspired by aircraft design, including flowing envelope fenders, a fully disappearing fabric top, and headlights that disappeared behind flush-fitting retractable covers. Even the rear cowl was electronically raised and lowered, to ease passenger entry and exit. The result, dubbed the Newport, was so visually stirring that it moved even Chrysler chief K.T. Keller, a known proponent of conservative design.

    Keller ordered LeBaron to produce six examples of the Newport for the 1941 auto shows, which, by the time of the order, meant that all six cars had to be turned out in 90 days. It is believed that only five were actually completed, and they caused a sensation as they toured auto shows and Chrysler dealerships in the months before World War II. While the Newport’s design itself would impact future production Chryslers only in detail, emotionally, its impact for Chrysler was far greater. It proved that the company could produce beautiful things again, and that it would continue to build them in the future.

    Despite their “concept car” status, the Newports have enjoyed an enviable survival rate. All five cars built remain today, including examples held in the permanent collections of the Walter P. Chrysler Museum and the National Automobile Museum.

    The car shown here was the only Newport built with open headlights, giving it a unique front-end appearance. It is also, perhaps, the most famous example, having served as the Pacemaker of the 1941 Indianapolis 500, the last run of America’s classic race to be held before World War II. The 500 was won that year by Floyd Davis and Mauri Rose, but for many in the stands, the star of the field was undoubtedly the Newport, strutting through the Brickyard dust in its sparkling bronze paint, with CHRYSLER proclaimed on its flanks—lest anyone forget who was giving them a glimpse of the future.

    Period footage of the race survives at the Indianapolis Motor Speedway Hall of Fame, clearly showing this Newport, with its distinctive open headlights, “leading the pack.” Importantly, the Newport was, up to that time, the only non-production automobile to have ever paced at Indianapolis. It would continue to hold that honor until the Dodge Viper prototype ran in 1989, and it remains the last custom-bodied automobile to have paced Indianapolis.

    It was common in this relaxed era for auto industry executives to commandeer unique prototypes for their personal use. In the case of the Pacemaker Newport, it passed into the hands of Walter P. Chrysler Jr., son of the company’s late founder and namesake, who had it repainted light green and used it while vacationing on Cape Cod. Well-versed in beautiful things that were ahead of their time, Chrysler Jr. served as president of the family’s landmark New York skyscraper, and he was a devotee and great patron of modern art. More than just a well-connected relative, he was perhaps the only man for whom a “daily driver” Newport would make perfect sense.

    The car was eventually traded into a Chevrolet dealer in Provincetown, Massachusetts, probably by the second owner. It was stored by the next owner in his barn for 30 years, before being sold in July 1989 to A.J. “Tony” Pascucci and his son John, noted collectors who returned the car to the enthusiast community after decades of hiding.

    It then passed through the hands of prominent collectors Jim Kaufmann and Roger Willbanks. In Willbanks’ hands, the Newport, repainted Chrysler’s green, with the Pacemaker lettering reapplied, appeared at the Pebble Beach Concours d’Elegance in 2003. Appropriately, it was chosen that same weekend to once again pace the course, this time at the Monterey Historic races at the Laguna Seca raceway, where it accompanied the debut of the Chrysler Crossfire.

    The Newport was next acquired by a well-known collector in Texas. After examination proved that age was beginning to take its toll on the still very original car, his shop restored it to its original appearance, including the correct bronze finish it had worn at Indianapolis. The restoration took thousands of man hours to complete, with no area of the car untouched. Passed not long after into the hands of Mr. Don Davis, the Pacemaker has resided with him since, and it has been maintained in concours condition and stands today as well as it did in 1941.

    It is fitting that in a collection so packed with performance cars, the Indianapolis 500, ex-Walter Chrysler Jr. Newport has come to stand as a centerpiece. It is, and has always been, a leader of the pack."

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  • 11/24/13--11:00: On Any Sunday











  • "In the late 1960s, motorcycling was sweeping across the country and Southern California was the Mecca of the sport. While visiting Japan, Brown and his wife rented a Honda scooter and he enjoyed the freedom of riding. When he returned home to California, he bought a used Triumph Cub.

    Many of the surfers whom Brown hung out with were getting into riding as well. Several of them took up desert racing. Brown got more involved in the sport and began attending races around around Southern California.

    “I remember going to Ascot Park and watching the dirt track races,” Brown said. “I met a few of the racers and was struck by how approachable and how nice most of these guys were. It wasn’t at all like the image a lot of people had about motorcycle riders in those days. I just thought it would be neat to do a movie about motorcycle racing and the people involved.”

    Even though Brown already had a successful movie to his credit, he found that financing a film on motorcycling wasn’t going to be easy.

    “I talked to a few folks and knew that Steve McQueen was a rider,” Brown said. “Even though I’d never met him, I set up a meeting to talk about doing ‘On Any Sunday.’ We talked about the concept of the film, which he really liked. Then he asked what I wanted him to do in the film. I told him I wanted him to finance it. He laughed and told me he acted in films, he didn’t finance them. I then jokingly told him, ‘Alright, then, you can’t be in the movie.’

    “I talked to a few folks and knew that Steve McQueen was a rider,” Brown said. “Even though I’d never met him, I set up a meeting to talk about doing ‘On Any Sunday.’ We talked about the concept of the film, which he really liked. Then he asked what I wanted him to do in the film. I told him I wanted him to finance it. He laughed and told me he acted in films, he didn’t finance them. I then jokingly told him, ‘Alright, then, you can’t be in the movie.’

    “The next day after the meeting, I got a call and it was McQueen. He told me to go ahead and get the ball rolling with movie — he’d back it.”

    Filming the movie often proved to be a challenging experience for Brown.

    “At times I’d have a particular shot in mind. For example, I wanted to shoot a muddy motocross race and show the riders with mud all over them. First you have to be at a motocross race when it rains, then you have to find a good location to shoot. We tried and tried to get a shot with a rider caked with mud. We finally did get the shot, but for a while it seemed like we never would.”

    Some of the most dramatic shots of the movie were the extreme closeup slow-motion segments of the Grand National races. From his surfing movie days, Brown was used to working with super telephoto lenses. The budget didn’t allow the expense of high-speed cameras, so Brown improvised by using 24-volt batteries in the 12-volt film cameras. The result was a makeshift high-speed camera. Brown also used a helmet camera on some of the riders, one of the first times something like that had been attempted. This was before the days of miniature cameras and the set-up was often quite bulky on the rider’s helmet.

    At one point, Brown found a perfect location for a sunset beach riding shot — Camp Pendleton Marine Corps Base.

    “I figured there would be no way to get approval to film on the Marine base,” Brown recalls. “Steve McQueen said he’d see what he could find out. The next day he called and told to contact some General and the next thing you know we are shooting the beach sequences. It was pretty amazing the doors he was able to open.”

    Brown tried to show the unique talents needed for the different forms of racing. For instance, the motocross riders were typically free-spirited types, while desert racers were often loners. In Grand National racing, Brown showed the differing personalities, such as the business-like approach to racing displayed by Mert Lawwill versus the carefree approach that wild young rookie David Aldana became known for.

    “On Any Sunday” generally received good reviews, but Brown remembers going on the talk-show circuit and many times facing an environmentalist’s representative. “It seems like many of the talk shows were looking to create some sort of controversy over the movie.”

    “On Any Sunday” seemed to strike a chord with youngsters. Kids would hide in movie theater bathrooms between showings so they could watch the film two or three times in one day. Thousands of kids across the country started saving money from their paper routes and summer jobs to buy a minibike after being inspired by the movie.

    “I think many people changed their minds about motorcyclists after watching the movie,” Brown said. “One particularly funny story was told by Mert Lawwill. Being a motorcycle racer he was sort of considered the Black Sheep of the family. The old patriarch of the family, Lawwill’s grandmother-in-law, went to see the movie and in the middle of one of the scenes featuring Lawwill she stood up and shouted, ‘That’s my grandson!’ Suddenly he was the big hero of the family.”

    Many racers credited the movie with really helping their careers. Malcolm Smith, who was also a major focus of the film, credits “On Any Sunday” with giving him the worldwide recognition that enabled him to become a leading entrepreneur in the off-road motorcycling business.

    When inducted in 1999, Brown and his wife Pat lived on a ranch near Dana Point. They both enjoy participating in rally car racing, with Pat being the navigator. Bruce still enjoys riding dirt bikes and said the new electric-start models are a godsend. His son has since completed a sequel to “On Any Sunday” with interviews of many of the riders featured in the original film."

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  • 11/25/13--09:00: Vienna Bikeworks eBike









  • "In 2010, Fabian ‘Spartacus’ Cancellara gained notoriety for the alleged use of a battery and engine stowed in the seat tube of his bike to win the Tour of Flanders and the Paris–Roubaix events. ‘Mechanical doping’ is just as out-of-bounds as the use of performance-enhancing drugs for professional cyclists, but there’s no reason why the rest of us shouldn’t benefit from it, especially when it can look as good as this retro-styled eBike."


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    "The Jaguar C-Type (also called the Jaguar XK120-C) is a racing sports car built by Jaguar and sold from 1951 to 1953. The “C” designation stood for “competition”. The car used the running gear of the contemporary XK120 in a lightweight tubular frame and aerodynamic aluminium body. A total of 52 C-Types were built.

    The road-going XK120’s 3.4-litre twin-cam, straight-6 engine produced between 160 and 180 bhp. The version in the C-Type was originally tuned to around 205 bhp. Later C-Types were more powerful, using triple twin-choke Weber carburettors and high-lift camshafts. They were also lighter, and from 1952 braking performance was improved by disc brakes on all four wheels. The lightweight, multi-tubular, triangulated frame was designed by Bob Knight. The aerodynamic body was designed by Malcolm Sayer. Made of aluminium in the barchetta style, it was devoid of road-going items such as carpets, weather equipment and exterior door handles.

    The C-Type was successful in racing, most notably at the Le Mans 24 hours race, which it won twice.

    In 1951 the car won at its first attempt. The factory entered three, whose driver pairings were Stirling Moss and Jack Fairman, Leslie Johnson and 3-times Mille Miglia winner Clemente Biondetti, and the eventual winners, Peter Walker and Peter Whitehead. The Walker/Whitehead car was the only factory entry to finish, the other two retiring with lack of oil pressure. A privately entered XK120, owned by Robert Lawrie, co-driven by Ivan Waller, also completed the race, finishing 11th.

    In 1952 Jaguar, worried by a report about the speed of the Mercedes-Benz 300SLs that would run at Le Mans, modified the C-Type’s aerodynamics to increase the top speed. However, the consequent rearrangement of the cooling system made the car vulnerable to overheating. All three retired from the race.

    In 1953 a Jaguar C-Type won again. This time the body was in thinner, lighter aluminium and the original twin H8 sand cast SU carburettors were replaced by three DCO3 40mm Webers, which helped boost power to 220 bhp. The most significant change to the cars was the switch to disc brakes. Duncan Hamilton and Tony Rolt won the race at 105.85 mph, the first time Le Mans had been won at an average of over 100 miles per hour.

    1954, the C-Type’s final year at Le Mans, saw a fourth place by the Ecurie Francorchamps entry driven by Roger Laurent and Jacques Swaters.


    XKC 029 was originally exported via the Californian Jaguar dealer Hornburg to Mexico. It ran in both the 1953 and 1954 Carrera Panamericana races with sponsorship from the state of Mexico ‘Estado de Mexico’ in 1953 and ‘Veracruz’ in 1954, making it the only Jaguar C-Type to have competed on the original Carrera Panamericana. The driver for both years was local legend ‘Paco’ Ibarra and in 1954 he was partnered by Nickey Pinal.

    XKC 029 subsequently returned to the UK and was owned by one family for some thirty years.

    Highly original throughout, XKC 029 has been returned to its 1954 livery and, as you can see from the photos, looks fabulous. It caused a stir at the 2010 Goodwood Festival of Speed where it was demonstrated on behalf of the owner. It was then invited that August to attend The Quail in California where it won its class."

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  • 11/26/13--11:00: Lambretta Record Attempt


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  • 11/27/13--09:00: Convair XC99









  • "The Convair XC-99, AF Ser. No. 43-52436, was a prototype heavy cargo aircraft built by Convair for the United States Air Force. It was the largest piston-engined land-based transport aircraft ever built, and was developed from the B-36 bomber, sharing the wings and some other structures with it. The first flight was on 23 November 1947 in San Diego, California, and after testing it was delivered to the Air Force on 23 November 1949.

    Design capacity of the XC-99 was 100,000 lb (45,000 kg) of cargo or 400 fully equipped troops on its double cargo decks. A cargo lift was installed for easier loading. The engines face rearward in a pusher configuration.

    In July 1950 the XC-99 flew its first cargo mission, "Operation Elephant." It transported 101,266 pounds (45,933 kg) of cargo, including engines and propellers for the B-36, from San Diego to Kelly Air Force Base in San Antonio, Texas, a record it would later break when it lifted 104,000 lb (47,200 kg) from an airfield at 5,000 ft (1,500 m) elevation. In August 1953, the XC-99 would make its longest flight, 12,000 mi (19,000 km), to Rhein-Main Air Base, Germany, by way of Bermuda and theAzores. It carried more than 60,000 lb (27,000 kg) each way. It attracted much attention everywhere it flew.

    The US Air Force determined that it had no need for such a large, long-range transport at that time, and no more were ordered. The sole XC-99 served until 1957, including much use during the Korean War. It made twice weekly trips from Kelly AFB to the aircraft depot at McClellan AFB, California, transporting supplies and parts for the B-36 bomber while returning by way of other bases or depots making pick-ups and deliveries along the way. During its operational life the XC-99 logged over 7,400 hours total time, and transported more than 60,000,000 lbs of cargo. The aircraft made its last flight on 19 March 1957, landing at Kelly Air Force Base, where it would remain for the next 47 years. The then-United States Air Force Museum at Wright-Patterson AFB in Dayton, Ohio, requested that the aircraft be flown there for display, but the Air Force refused due to the $7,400 cost of the flight."

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  • 11/28/13--11:00: Peril Speed Equipe










  • A carpenter/cabinet maker, Bill Bragg lived in Canterbury Road, Thornton Heath and in the mid-1950s took up circuit racing with a Triumph sidecar outfit. A big crash at Crystal Palace resulted in several months in hospital and Bill transferred his allegiance to sprinting. Although most of his engineering skills were self-taught, Bill's radical ideas on how to get a motorcycle down the quarter-mile as quickly as possible would turn out to be highly influential. In 1958 he built what is considered to be the first double-engined sprint bike 'Twin Thing', which carried its two Triumph engines in an extended Norton Featherbed frame. He persevered with this bike for 18 months or so, but never really sorted out the coupling of the two engines.

    In 1960 Bill decided to go back to a single 650cc Triumph engine and made a purpose-built sprint frame - again a first - with fuel carried in the top tube and oil in the main downtube. He purchased a glassfibre drop fuel tank from a P51 Mustang fighter plane and set about making a fairing from it. This was commonplace in the USA, where many 'Lake Racers' used drop tanks as car bodies, but once again a first for the UK. Early in 1961 the machine was featured in 'Motor Cycle' magazine, which referred to it as the first 'kneeler' sprint bike. At this stage it used the blunt end of the teardrop-shaped drop tank as a fairing, but soon after this Bill fitted the pointed end instead and the bike took on the form it has today.

    Another point of discussion over the years has been the exhausts, which pointed forwards and exited the fairing as four small outlets. Many opinions have been put forward regarding this innovation, but the reason was simple: first of all there was not sufficient space inside the fairing for the conventional two pipes so a different route had to be found. Secondly, he did not have a tube bender so could not bend large-diameter, thin-walled tubes; his simple solution resolved both of these problems. Amazingly, the tubes for all Bill's frames were bent by heating to red hot and then bending them in the grill of the drain in the gutter outside his house! The rest of the specification comprised a Norton/AMC gearbox and clutch, and twin Dell'Orto carburettors. This simple set up formed the basis of Bill's many sprint and drag race bikes for the next 40 years.

    Bill painted the fairing bright yellow, and in an article written by Vic Willoughby the machine was dubbed 'Yellow Peril'; the Peril Speed Equipe was born. 'Yellow' ran a best quarter mile of 13.39 seconds as a solo and 13.99 as a sidecar, with long term passenger Chris Buckingham in the chair. The sprinter was transported to events on the sidecar platform of Bill Bragg's road transport, and when the number of bikes increased a trailer was towed behind the outfit. Bill's trusty sidecar outfit covered thousands of miles as he pursued national and world records on both two and three wheels.

    Later in 1961 Bill Bragg started a new bike, incorporating swinging-arm rear suspension to cope with the bumpier tracks of the era, and this became 'Scarlet Peril'. The specification was similar to 'Yellow' but Amal TT carburettors were used. This bike was something of a disappointment, as it did not go any quicker than Yellow Peril. Undeterred, Bragg set about a new project for the 1962 season.

    This machine, 'Blue Peril', used the same frame layout as 'Yellow' with the rear suspension innovation of 'Scarlet Peril', but added a supercharger to the mix. Bragg is credited as the first person to supercharge Triumph twin engines, and he was helped by the Allard Motor Company, which supplied the Shorrock supercharger. Once the initial fuel starvation problems were overcome the bike ran 11.19 seconds for the quarter-mile, very much on the pace for that period. Bragg raced 'Yellow Peril' as a sidecar and 'Blue Peril' as a solo up until the end of 1966, although both bikes were run in both solo and sidecar form. In 1965 'Yellow Peril' set a 750cc sidecar world speed record at 147mph. A fourth bike, 'Silver Peril' was built, apparently for grass sprinting, and was later ridden at sprint events by sidecar passenger, Chris Buckingham. Its whereabouts are unknown. When Bill Bragg emigrated to Australia in 1966, the bikes disappeared.

    In 1999, Ron May, president of the National Sprint Association and one of Bill's rivals, died. Ron owned four sprint bikes and a couple of circuit racers. When these were purchased from his estate, the Perils were discovered in a collapsed shed at the end of his garden where it is believed they had been since 1966. They were rescued by current sprinter Bob Anderson and subsequently rebuilt by Tony Huck.

    'Yellow Peril' was restored in 2005 and ridden for the first time in 39 years at North Weald in July 2005 by Norman Hyde. Since then it has been ridden at Mallory Park, North Weald and at Beaulieu, where it resided in the National Motor Museum alongside 'Blue Peril' until 2009. In 2006 'Blue Peril' was completed and the engine run at North Weald in August of that year. 'Scarlet Peril' was restored in 2008, and in 2010 the three bikes were displayed together for the first time in over 45 years.

    'Yellow Peril' was prepared for North Weald in August 2010 and Martin Newton took over the controls. Martin ran a 13.7-second quarter-mile with a 94mph terminal speed, a very creditable effort as he confessed after the run that 'the clutch started to slip so I shut it off just before the finish.'

    Bill Bragg's inventiveness and innovation put him firmly at the forefront of the development of sprint and drag race bikes in the 1960s. Putting the Perils in context, they pre-date George Brown's Super Nero and all of Alf Hagon sprint bikes, and thus are of immense historical significance in the development of the sport.

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    "The Moto Morini Bialbero is a testament to the engineering prowess of Alfonso Morini, a man who stayed actively involved in the racing side of his company well into his 60s.

    Alfonso saw a staggering amount of change over the course of his life, being born in 1898 he was raised in a world of horses that were rapidly being replaced by automobiles and motorcycles. He was a remarkably intelligent young man and had a strong affinity for motorcycles, this lead to him opening his own professional garage at the age of 16 where he could repair, modify and improve his customers motor-bicycles.

    By 1925, Alfonso’s work had caught the eye of Mario Mazzetti and the two men formed a partnership. Alfonso would build and race motorcycles very successfully under the “MM” marque until 1937 when the two men parted ways and Moto Morini was born. The new Italian company would win a slew of Italian Championships and a list of international grand prix, they were known for producing complex, high-performance 125cc and 250cc engines that were as good or better than anything coming out of Britain or Japan.

    The bike you see here was Moto Morini’s foray into the world of World Championship Grand Prix racing, they designed a double overhead-camshaft, 250cc single-cylinder engine and built an advanced racing motorcycle around it. The goal was to defeat the mighty Honda Factory Team and by the close of the 1963 season Morini and their factory rider, Tarquinio Provini would be only 2 points behind in second place. An astonishing achievement for a relatively small Italian company.

    The bike you see here was a big part of that famous 1963 season, it’s in perfect working order and is almost entirely original save a few parts that didn’t stand the test of time."

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  • 11/30/13--11:00: Cooper-Monaco Mark II 1960









  • "This Cooper Monaco sports-racing prototype that David Murray's Ecurie Ecosse organization entered and ran in the 1960 Le Mans 24-Hour race was their first rear-engined car. While only two coil-spring (as opposed to the earlier transverse leafspring) rear-suspended Type 57 'Mark II' Monaco models were recorded in the factory chassis book as being manufactured in the Cooper Car Company's famous factory in Hollyfield Road, Surbiton, south-west of central London, at least two more were supplied in kit form to respected and capable customers.

    The Ecurie Ecosse mechanics, headed by technical celebrity 'Wilkie' Wilkinson, already had extensive car assembly and reconstruction experience with their 'Monzanapolis' single-seat Lister-Jaguar in 1958, and with repairing their Lister-Jaguar sports car after American guest driver Masten Gregory's assorted excitements in 1959. Their brand-new Cooper Monaco was delivered to the team's Merchiston Mews workshop in unassembled kit form and quickly completed and race-prepared there.


    It was fitted with a 2½-litre Coventry Climax FPF twin-cam four-cylinder engine and was first UK road-registered on May 5, 1960 – as the original buff logbook records – with its chassis number being recorded as 'DM/773/W'. This does not comply with normal Cooper Car Company chassis number practice and it has been suggested – probably quite correctly – that the 'DM' initials were David Murray's own, apeing the normal Cooper form for these sports car of 'CM', 'Cooper Monaco' and finally the 'W' for 'Wilkinson'. The '773', meanwhile, probably derived from three of the Climax engine's serial number stampings.

    The 'Monaco' name itself had been adopted by Charles and John Cooper back in 1959, after Jack Brabham's remarkable performance in winning the Monaco Grand Prix in the Surbiton works team's Formula 1 Type 51 car. As a retort to Cooper's adoption of the Monaco model name, Colin Chapman celebrated the following year's Monaco GP victory by Stirling Moss in Rob Walker's Lotus 18 by naming his new rear-engined Lotus 19 sports car the Lotus 'Monte Carlo'.


    The new Ecurie Ecosse Cooper Monaco made its racing debut on May 28, 1960, at Charterhall aerodrome, driven by Tommy Dickson – immediately winning two races. It won again at Goodwood on June 6, and back at Charterhall on July 3 before Dickson failed to finish in the British GP supporting sports car race at Silverstone on July 16.

    The car was then shipped across the Atlantic to compete in the 1960 Formule Libre Watkins Glen Grand Prix event in upper New York State. Roy Salvadori drove there, finishing very strongly in third place as the first sports-racing car to finish behind the two Formula 1 cars of Stirling Moss (winning in Rob Walker's Lotus 18) and Jack Brabham (second in the works-entered Cooper-Climax T53 'Lowline').

    The Ecosse Cooper Monaco was then flown across the United States to compete in the annual 'Los Angeles Times' Grand Prix for sports cars at Riverside, California. There he finished sixth in the car, after being delayed by a mid-race spin. It was then entrusted to now double-World Champion Driver Jack Brabham for the Pacific Grand Prix race at Laguna Seca near Monterey, but a burst tyre damaged the rear brakes, forcing retirement.


    Back in the UK for the 1961 season, diminutive little Tommy Dickson finished third behind the UDT-Laystall team Lotus 19s at Easter Monday Goodwood, then fourth at both Oulton Park and Aintree during the rest of April, 1961. He won at Charterhall on April 23, placed 4th again at Silverstone on May 6.

    Tommy Dickson finished third in the Sussex Trophy at Goodwood on Easter Monday, fourth at both the Aintree '200' and Silverstone May meetings, and David Murray then invited former Maserati, Lister and BRM driver Bruce Halford to handle the car in the Whit-Monday Goodwood meeting. Bruce Halford won handsomely and on May 28 he co-drove the car with Dickson in the ADAC 1,000Kms race at the Nurburgring in Germany, only to be sidelined by a suspension failure.


    In its 1961 form the car had necessarily been adapted to conform to contemporary FIA Appendix J regulations, which demanded a tall minimum-height windscreen, and mandatory luggage trunk space which was provided in the Cooper Monaco by an unsightly hump provided above the rear engine cover. The car was entered by Ecurie Ecosseat Le Mans on June 10, 1961, again to be co-driven by Bruce Halford/Tommy Dickson. The celebratedly 'difficult' French scrutineers perceived the Cooper Monaco as being a 'two-seat racing car', a cheater rather than a 'proper' sports car and it took all of David Murray's diplomatic skills and special relationship with organizing ACO Secretary Raymond Acat to get the car accepted.

    In the race the car was running well until the evening and its 34th lap, when Halford went missing. Unsighted by the mixture of rain, oil film and parallax through the tall regulation windscreen he had crashed heavily under the Dunlop Bridge and had been hurled out onto the road as the Monaco clattered along the safety bank at high speed. Happily Bruce Halford survived to race another day. TheEcosse Cooper Monaco was similarly rebuilt after its Le Mans misfortune and reappeared at Aintree on August 7 – Dickson finishing third. The car's 1961 season was then completed with two further race wins for Dickson at Charterhall on September 24.


    During the year this Cooper Monaco's ownership title had been transferred to Ecurie Ecosse's long-time supporter and benefactor Major Gordon Thompson. In 1962 the car lay unused after its Climax FPF engine had been removed and installed instead in the team's new Tojeiro Coupe – see Lot 10.

    During 1963 – as American V8 engines were preferred for the team's two Tojeiro Coupes – the elderly Monaco was revived for use in Ecurie Ecosse's home-events race programme. Bruce Halford finished 6th in the Silverstone May Meeting, before Jimmy Blumer took three third places and a 9th in four June-July events at Ouston aerodrome, Charterhall, Snetterton and Oulton Park.

    David Murray then entrusted the car to a young newcomer from Dumbarton named Jackie Stewart, younger brother of erstwhile Ecurie Ecosse Jaguar and Cooper-Bristol driver Jimmy Stewart. He promptly won his first six races in a row, at Snetterton on August 5, 1963, Oulton park on August 31, Goodwood September 21 and Charterhall on September 29.

    These startling performances in the ageing Cooper Monaco famously prompted Goodwood track manager Robin McKay to recommend Jackie Stewart's potential to Ken Tyrrell and John Cooper. They gave him a test drive back at Goodwood for their embryo 1964 1-litre Formula 3 racing team, and Stewart was immediately signed-up by them – launching his career as a full-time professional racer, and ultimately three-time Formula 1 World Champion Driver...standard-setter of his era.

    Between May 1960 and April 1964 then, the Ecurie Ecosse Cooper Monaco contested no fewer than 32 races, of which it won 16. But at Oulton Park on 11 April, 1964, Jackie Stewart was driving during practice when he lost control on cold tyres and hit a trackside tree. He was wracked with remorse for having damaged the Cooper "...for it was a wonderful car, and I had won a lot of races with it...".

    Ecurie Ecosse then made the most of the opportunity to rebuild the damaged – but self-evidently far obsolescent – sports-racing car as an open-wheeled Formule Libre single-seater. As the 'Ecosse-Climax' it then proved sensationally successful in the hands of another promising Scottish driver, Bill Stein. Competing in Scottish and northern English circuit events he achieved nine race wins and three fourth places and at the end of 1966 the car was retired into Major Thompson's private collection.

    There it remained until August 27, 1970, when it was sold by auction - amongst other Thompson Collection cars - at the Gleneagles Hotel. Amongst the audience was a holidaying American family with a 9-year old son named Todd Jenkins. He was entranced by the Ecosse-Climax and convinced his father that he should bid for it. The hammer fell in his favour at £1,160, and the Jenkins family emerged as Ecosse/Cooper owners.


    The car was promptly shipped to the United States where it remained until 1995 when its now adult owner Todd Jenkins decided to have it fully restored to its original 1960 sports-racing configuration. Beginning in 1995 Akin Motorsports of Ossining, New York, restored the car, Bob Akin having owned and raced his own Cooper Monaco since 1972. All surviving components were either restored or replaced by matching-specification as-original items. New aluminium bodywork and fuel tanks were crafted by Steve Hall's Panel Shoppe of Stratford, Connecticut, using templates taken from an unrestored original Cooper Monaco.

    Ted Wenz rebuilt the car's original Coventry Climax FPF engine and Cooper-Knight 'C5S' five-speed and reverse transaxle-type gearbox. The bodywork was finished in original-style Ecurie Ecosse Flag Metallic Blue paintwork, and Todd Jenkins – who had been competing in Porsche cars for several years – gave the restored Ecosse Cooper Monaco a fine debut when he qualified it on pole position and won his race at the 1998 Lime Rock Park Vintage Festival meeting. The car also won its class at the Lime Rock Concours, and into 2000 the car again qualified on the front row of the starting grid and won overall at the SVRA Virginia Beach Air Base races.


    It was acquired by Mr Dick Skipworth for his Ecurie Ecosse Collection and it has been raced since in selected Historic events – including the Monterey Historics at Laguna Seca in both 2002 and 2006 by Barrie Williams. The car was demonstrated in the Sir Jack Brabham Tribute parade at the Goodwood Revival Meeting in 2005, and again – by Dick Skipworth - in the 2007 Revival Meeting's Roy Salvadori Tribute.

    The car's overall racing record through its Ecurie Ecossecareer as the original sports-racing Cooper Monaco accumulated no fewer than 17 first places, one 2nd, five 3rds and 28 top-ten placings overall – against only five retirements – from a total of 34 race starts.

    As the open-wheeler Ecosse-Climax in 1965-66 it then contested a further 15 races, driven 12 times by Bill Stein and in three final events by Bill Dryden. Bill Stein scored no fewer than nine wins in the car – at Ingliston, Croft and Rufforth - plus one fourth place, and posted only two retirements, while Bill Dryden achieved two further fourth places and only failed to finish once – all at Ingliston outside Edinburgh.


    So here we offer a potentially highly competitive coil-spring rear-suspended late-series Cooper Monaco with full 2½-litre Climax FPF engine plus great pedigree and well-established provenance, including the Le Mans 24-Hours and the Nurburgring 1,000 Kilometre race. Above all it has been preserved and campaigned for many years now as the unique Ecurie Ecosse car – ex-Sir Jack Brabham, ex-Roy Salvadori...and ex-Sir Jackie Stewart for whom it proved to be 'The King Maker', no less..."

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  • 12/01/13--11:00: Lambretta Record Racer











  • "Romolo Ferri folds down into his Lambretta Record, and takes a deep breath. It is August 8, 1951, and the brave pilot intends to break the speed record for the scooter category, on a stretch of motorway between Munich and Ingolstadt, Germany. His toughest competition is Piaggio’s Vespa Torpedo. But the real challenge is winning against himself, as he already reached 195.8 kilometers per hour a few months earlier, on French soil. This time, his goal is to exceed 200.

    The red bullet – made of rubber, metal and plexiglass – slices through the air and reaches 201 kilometers per hour.

    It is a source of pride to the Lambretta Record’s manufacturer, Innocenti; to its inventor, engineer Pierluigi Torre; and of course to Ferri, who will continue to set records with his full-throttle, red Lambretta."



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  • 12/02/13--09:00: VRZ 2 Belt by Ralf Holleis







  • Source and more pics on: http://www.ralfholleis.com

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  • 12/02/13--11:00: Jim Pomeroy and Bultaco


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