The Petersen Automotive Museum’s newest exhibit, “Driven to Win: The Automobile in Competition,” is now open in the Charles Nearburg Family Gallery. The display showcases over 100 years of motorsport history across various competitive disciplines and highlights the technologies that propelled winning race cars across the finish line.

Vehicles on display include iconic racers, such as the 1946 Kurtis-Miller Ross Page Special, the 1968 AAR Eagle 68 driven by Denny Hulme, the 2018 McLaren MCL33, the 1966 Lola T70 MKII Spyder, and the 1993 AAR Toyota Eagle MKIII, which achieved 21 wins in 27 IMSA races. Also on display is the 1913 Mercer Type 35-J Raceabout, considered one of the U.S.’s first sports cars.

The exhibit also features the 1957 Teverbaugh & Kirkland Bonneville Special, a land speed racer that was the first equipped with a parachute, the 1957 Chevrolet 150 Utility Sedan “Black Widow” by SEDCO, the 1969 Dodge Charger Daytona raced by Buddy Baker in 1969 and 1970 when he became the first driver to achieve 200 mph on a closed course, the 1972 Alpine A110 1800 Group IV that competed in the inaugural World Rally Championship and the 2010 John Force Racing Ford Mustang driven by Force to his 15th NHRA Nitro Funny Car Championship.

Director Terry Karges comments

“Motorsports is a significant part of automotive history, and this display represents the ever-evolving journey of racing,” said Petersen Automotive Museum Executive Director Terry L. Karges. “We hope our guests enjoy a look at how auto racing has evolved over the last century.”

Race cars by year

• 1913 Mercer Type 35-J Raceabout, considered one of the U.S.’s first sports cars
• 1946 Kurtis-Miller Ross Page Special
• 1957 Teverbaugh & Kirkland Bonneville Special, land speed racer that was the first car equipped with a parachute
• 1957 Chevrolet One-Fifty Utility Sedan “Black Widow” by SEDCO
• 1966 Lola T70 MKII Spyder
• 1968 AAR Eagle 68 driven by Denny Hulme
• 1969 Dodge Charger Daytona raced by Buddy Baker in 1969 and 1970 when he became the first driver to achieve 200 mph on a closed course
• 1972 Alpine A110 1800 Group IV, competed in the inaugural World Rally Championship
• 1986 Porsche 962, competed in 22 IMSA races, achieving seven wins
• 2010 John Force Racing Ford Mustang driven by John Force to his 15th NHRA Nitro Funny Car Championship
• 2018 McLaren MCL33

“Driven to Win: The Automobile in Competition” will be displayed until 2025.

Museum information HERE

Gallery

The post Driven to Win is a winner appeared first on Sports Car Digest.

A fabulous 1957 Ferrari 335 S has won the coveted Best of Show award at this year’s Salon Privé Concours presented by Aviva Private Clients. Entered by American enthusiast Brian Ross, the Maranello sports-racer thrilled onlookers when it took part in the Tour Privé on Tuesday 27 August, and it proved to be just as popular with the expert judging panel when it appeared on the concours field the following day.

Event Highlights

• Ex-works Ferrari 335 S wins prestigious Best of Show prize
• Second place awarded to Lord Bamford’s 1933 Rolls-Royce Phantom II
• 1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster secures third overall
• Class winners range from 1923 Rolls-Royce to 2004 Porsche 996
• 72-strong international entry gathered at the magnificent Blenheim Palace

Italian Royalty

Chassis number 0674 was raced by Scuderia Ferrari during the 1957 season, and by a stellar driver line-up. In March that year, dashing young Englishman Peter Collins took the Ferrari to sixth place in the Sebring 12 Hours, sharing with French veteran Maurice Trintignant. Two months later, Wolfgang von Trips finished second in the grueling Mille Miglia – the very race that has recently been immortalized in the Michael Mann blockbuster Ferrari.

Having been upgraded to 4.1-litre specification at the factory, the Ferrari was back in action in June 1957 at the Le Mans 24 Hours. Mike Hawthorn and Luigi Musso shared driving duties at La Sarthe, and although they failed to finish, ‘0674’ set the fastest lap of the race.

Its final outing as a works car was at the 1957 Caracas 1000km, when Hawthorn and Musso finished second. The car then passed to Luigi Chinetti – a hugely significant figure in Ferrari history, and founder of the North American Racing Team. Chinetti entered it for the Cuban Grand Prix in February 1958, when it was driven to victory in the shortened race by none other than English ace Stirling Moss.

Post Stardom

After competition, the Ferrari spent several years in the collection of renowned marque enthusiast Pierre Bardinon.

Second place overall in the Salon Privé Concours was presented to Lord Bamford’s magnificent Rolls-Royce Phantom II Sport Saloon by Freestone & Webb. Ordered new to the bespoke specification of cotton magnate Sir John Leigh in August 1933, it was built for fast touring in the UK and on the continent.

Sir John later sold the Phantom II after apparently ordering four brand-new Phantom IIIs in a single day! Having remained in the UK until the late 1950s, the Rolls-Royce subsequently spent 35 years in the ownership of an American enthusiast who lived in Toledo, Ohio. The Phantom II was bought by Lord Bamford in 2013 and returned to its original two-tone paint scheme. A regular concours prize-winner, it was awarded the Churchill Cup for Most Exceptional Design at Salon Privé in 2022.

Third place overall in the 2024 Concours was presented to the 1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster of Nic and Shelley Schorsch. This hugely significant car was ordered new by movie heart-throb Rudolph Valentino, with unique roadster coachwork designed by LeBaron of New York and built by the Fleetwood Metal Body Company.

With its long, flared open fenders and low-slung lines, it was a showstopper deserving of a Hollywood icon, but sadly Valentino died before his Isotta Fraschini was completed. It was nonetheless exhibited at the New York Auto Salon, then put on display in the front window of Isotta Motors, to be admired by throngs of Valentino’s adoring fans.

“We are truly delighted with this year’s Best of Show Ferrari 335 S by Scaglietti,” said Andrew Bagley, Chairman of the Salon Privé Concours. “You only have to look at the great names who raced it to realize how significant sports car it was and appreciate what a cherished place it holds in Ferrari history. This beautiful Ferrari competed in a golden period for sports-car racing, and we all now look forward to its entry into the Peninsula Classics Best of the Best Award.”

Diverse Entries

This year’s Salon Privé Concours presented by Aviva Private Clients was the largest and most prestigious to date, with 72 cars being entered across 14 different classes. They ranged from the ever-popular Pre-war categories to celebrations of Bugatti, Rolls-Royce and Ferrari. Fan favorites included Legendary Liveries – which showcased iconic color schemes such as a Silk Cut Jaguar XJR 8/9, an Alitalia Lancia Stratos HF, and a 555 Subaru Impreza WRC97 – while a new class for 2024 honored the 60th anniversary of the Ferrari 275.

All entries gathered on the beautiful South Lawn at Blenheim Palace, having come from as far afield as the USA, Thailand and even New Zealand. They were judged by an unrivaled panel of international experts, with all entries being adjudicated by the International Chief Judge Advisory Group (ICJAG). Salon Privé is one of four ICJAG Plus-designated events in the world, and the only one to be held in the UK.

Full List of Winners

2024 Salon Privé Concours presented by Aviva Private Clients

Best of Show

1957 Ferrari 335 S by Scaglietti entered by Brian Ross

Best of Show Runner-up

1933 Rolls-Royce Phantom II Sport Saloon by Freestone & Webb entered by Lord Bamford

Best of Show Third Place

1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster entered by Nic & Shelley Schorsch

Chairman’s Award

1923 Rolls-Royce Springfield Silver Ghost Pall Mall entered by Jack Boyd Smith Jnr

Duke of Marlborough Award

1993 Lamborghini Diablo entered by Lars Nielsen

Most Iconic – The George Barry Gregory Trophy

1965 Rolls-Royce Phantom V by Mulliner Park Ward entered by Jody Klein

Class A: Pre-War Open

Winner: 1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster entered by Nic and Shelley Schorsch

Honorable Mention: 1937 Cord 812 SC Convertible Phaeton entered by Yohan Poonawalla

Class B: Bugatti – Grand Prix to Grand Touring

Winner: 1939 Bugatti Type 57 Cabriolet by Saoutchik entered by Anne Brockinton-Lee

Honorable Mention: 1927 Bugatti Type 38 Philadelphia by Figoni entered by Luc Slijpen

Class C: Pre-War Closed/Elegance

Winner: 1938 Bentley 4¼ L Brougham de Ville by James Young entered by Axel Schroeter

Honorable Mention: 1930 Bentley 4½ L Sports Saloon by Freestone & Webb entered by Peter Little

Class D1: Inspiring Greatness – 120 Years of Rolls Royce (Pre-War)

Winner: 1933 Rolls-Royce Phantom II Sport Saloon by Freestone & Webb entered by Lord Bamford

Honorable Mention: 1911 Rolls-Royce Silver Ghost ‘London-Edinburgh’ by Holmes entered by John Snook

Class D2: Inspiring Greatness – 120 Years of Rolls-Royce (Post-War)

Winner: 1954 Rolls-Royce Silver Dawn DHC by Park Ward entered by Volker Schumann

Honorable Mention: 1988 Rolls-Royce Silver Spirit 2-door by Hooper & Co. entered by Tony Robinson

Class E: Post-War Open

Winner: 1951 Mercedes-Benz 300S Cabriolet A entered by Albert Streminski

Honorable Mention: 1960 Maserati 3500 GT Spyder by Vignale entered by Claudio Mosconi

Class F1: Post-War Closed (International)

Winner: 1960 Maserati 3500 GT by Touring entered by Greg Newman

Honorable Mention: 1968 Lamborghini Islero GT by Marazzi entered by John Day

Class F2: Post-War Closed (British)

Winner: 1952 Jaguar XK 120 Supersonic by Ghia entered by Bill Heinecke

Honorable Mention: 1986 Aston Martin V8 Vantage X Pack entered by Lee Malpass

Class G: Sports-Racers

Winner: 1957 Ferrari 335 S by Scaglietti entered by Brian Ross

Honorable Mention: 1954 Jaguar D-type entered by Vijay Mallya

Class H: Ferraris of the 1950s & ’60s

Winner: 1953 Ferrari 166 MM Spider by Vignale entered by Lord Bamford

Honorable Mention: 1963 Ferrari 400 Superamerica Coupé Aerodinamico by Pininfarina entered by Michael Korecky

Class I: 60th Anniversary of the Ferrari 275

Winner: 1965 Ferrari 275 GTB/C by Scaglietti entered by Private collector

Honorable Mention: 1965 Ferrari 275 GTB 6C by Pininfarina entered by James Cottingham

Class J: Legendary Liveries

Winner: 1996 Subaru Impreza WRC97 by Prodrive entered by Richard Coar

Honorable Mention: 1974 Lancia Stratos HF by Bertone – Alitalia, entered by Christian Gläsel

Class K: Supercar Icons – Prancing Horse

Winner: 1996 Ferrari F50 by Pininfarina entered by Karim Said

Honorable Mention: 1985 Ferrari 288 GTO by Pininfarina entered by Martin Allmand-Smith

Class L: Supercar Icons to 2005

Winner: 2004 Porsche 996.2 GT2 entered by Rob Howarth

Honorable Mention: 1993 Lamborghini Diablo by Gandini entered by Lars Nielsen

Honorary Awards

Spirit Award – The Margaret Bagley Trophy

1960 Maserati 3500 GT Spider by Vignale entered by Claudio Mosconi

Most Exceptional Coachwork

1966 Ferrari 500 Superfast by Pininfarina entered by Andrew Bagnell

Most Opulent

1969 Rolls-Royce Phantom VI Park Ward entered by Murad Salikhov

Coup de Coeur – The Matt Pearce Trophy

1958 AC Ace entered by Mike Dacre

Best Interior

1939 Rolls-Royce Wraith by Mann Egerton entered by Edward Iliffe

Most Elegant

1932 Bugatti Type 55 by Gangloff entered by Shane Houlihan

Best Works Car

1956 Lister-Maserati entered by Christian Jenny

Best Liveried Race Car

1967 MGC GTS Lightweight entered by Martin Block

Best Open Car

1965 Ferrari 275 GTS by Pininfarina entered by Joe Macari

People’s Choice

1996 Ferrari F50 by Pininfarina entered by Paul Hogarth

Event Information HERE

Above content © 2024 Salon Prive reviewed and edited by Rex McAfee

The post Ferrari 335 S wins prestigious Best of Show at Salon Privé appeared first on Sports Car Digest.

Five Decades of Historic Motorsport

It’s a bit daunting to think five decades have past since the first Monterey Historics occurred in 1974. Laguna Seca wasn’t even 20 years old when vintage car enthusiast Steve Earle organized the first Historics at Laguna Seca, a race track built on property once part of U.S. Army’s Fort Ord. I once had an in-depth phone conversation with Steve about the impetus behind his first gathering, to which he commented, “Cars belong on the track, not the lawn.” It was this belief and passion that resulted in decades of phenomenal vintage racing that set a benchmark for the sport in North America.

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Following the October 1960 Los Angeles Times Grand Prix at Riverside, California, successful Texan racer Jim Hall had a fruitful discussion with Dick Troutman and Tom Barnes, constructors instrumental in the creation of Lance Reventlow’s Scarabs. Having just struck out on their own with a shop in Culver City, California, Troutman and Barnes were eager to create and develop a successor to the Scarab. Hall agreed to fund the project, which would be named “Chaparral,” after the fleet West Texas roadrunner.

Troutman and Barnes constructed two cars for Hall, the prototype Chaparral, chassis 001, and this example, chassis 003. Hall’s maiden outing with 001 was at Laguna Seca on June 10, 1961, where he finished 2nd Overall and 1st in Class. A 3rd Place finish at that October’s Riverside Grand Prix and 2nd Place in the Governor’s Trophy preliminary race at Nassau in December 1961 confirmed the new Chaparral’s promise. Troutman and Barnes built three additional Chaparral Mk I cars for other customers – chassis 002 for Harry Heuer’s Meister Bräuser team, chassis 004 for Chuck Jones’ Team Meridian, and chassis 005 for British hill climber Phil Scragg.

Overview

• The Charismatic and Highly Successful Original Chaparral Design
• Built by Dick Troutman and Tom Barnes for the 1962–1963 Racing Seasons
• The Third of Five Chaparral Mk I Examples Constructed; Raced by Jim Hall
• Racing History Includes Outings at Sebring and Road America
• Accompanied by FIA Historic Technical Passport

Chassis Highlights

• 339 CID Chevrolet V-8 Engine
• Six Stromberg “97” 2-Barrel Carburetors
• 442 BHP
• 4-Speed T10 Manual Gearbox
• 4-Wheel Girling Hydraulic Brakes
• 4-Wheel Independent Coil-Spring Suspension

1962 and beyond

For the 1962 season, Hall continued development of his Chaparrals in conjunction with fellow Texan racing driver Hap Sharp. Hall entered both 001 and 003 at the 12 Hours of Sebring on March 24, 1962. Initially, Hall and Chuck Daigh co-drove 003, but they retired after eight hours due to steering issues and joined Sharp and Ronnie Hissom in 001 to secure a class victory and 6th Overall finish. The next documented outing for 003 came at the September 1962 Road America 500, where Hall and Sharp co-drove it to victory. Development continued on the Chaparral, with emphasis on bodywork and aerodynamics. When 003 was campaigned at the 12 Hours of Sebring in March 1963, it featured a pointed nose and tall tail fins to the rear. After 15 laps, however, 003 retired with engine issues. With the advent of the new mid-engine Chaparral 2, both 001 and 003 were sold; interestingly, they are the only 1961–1970 Chaparrals ever sold by Hall.

Chassis 003 was purchased by Gary Wilson of Kansas, who campaigned the Chaparral in SCCA and USRRC events for 1964, with the best result an 8th Place finish at the July 1964 USRRC race in Greenwood, Iowa. Following its sale to Joe Starkey, 003 returned to its winning ways, scoring a class win at the April 1965 SCCA National Lake Charles meet, followed by a win at the 1965 SCCA Nationals in Kingsville, Maryland, and a 2nd Place finish in the main event at the October 1965 Fort Sumner, New Mexico SCCA Regionals with Eugene Nearburg driving. Chassis 003’s front-line racing career ended in Mexico with a DNF resulting from an accident during the first Grand Prix Juarez and “Camino Real” Road Race in November 1965.

Dormant and in disrepair, 003 was eventually purchased by Dr. Gary Lund, who would retain the car for the next 30 years. In 1987, Lund offered a 50% stake in the car to Steve Schultz in exchange for restoration services. A restoration was completed over the next decade, including extensive research and particular attention to the replication of the car’s original bodywork. Following completion in 1997, chassis 003 was displayed at concours and vintage racing events for several years, prior to its sale to Skip Barber, the racer and driving school founder from Sharon, Connecticut. In 2002, 003 was displayed at Road America with Jim Hall in attendance.

The current owner purchased 003 in 2004 and subsequently entered the car into numerous vintage racing events, including the Monterey Historics in 2005 and 2017 as well as the Goodwood Revival in 2006 and 2007. Accompanied by an impressive history file containing historical documents, photographs, restoration and maintenance records, articles, and correspondence, this Chaparral Mk 1 stands ready for continued racing under a new custodian, and presents a compelling concours entry as the first of the many successful Chaparral sports racers built and raced through 1970.

Ownership

• Chaparral Racing Team, Dallas, Texas (acquired new)
• Gary Wilson, Kansas Racing Team (acquired from the above in 1963)
• Gene Nearburg (acquired from the above 1964)
• Joe Starkey Dale Deem (acquired from the above 1966)
• Mitch Nalda (acquired from the above 1967)
• Keith Hardy (acquired from the above 1968)
• Gene Nearburg (acquired from the above 1969)
• Dr. Gary Lund (acquired circa 1973)
• Steve Schultz / Dr. Gary Lund (partnership in 1987)
• Skip Barber, Sharon, Connecticut (acquired from the above in 2001)
• Current Owner (acquired from the above in 2004)

Now Available

Go HERE for more information from Gooding  & Co.

Jim Hall Video

The post 1961 Chaparral Mk 1 appeared first on Sports Car Digest.

By the late 1950s, sports racing cars were becoming increasingly sophisticated, transitioning from traditional front-engine production-based cars to a new generation of highly specialized purpose-built mid-engine machines. Faced with the challenging task of designing an all-new sports car on a shoestring budget, Alfieri courageously created the last of the great front-engine sports racers – and what is today regarded as a masterpiece of industrial design.

The genius of Alfieri’s design lay in its intricate space-frame chassis – an engineering marvel constructed from approximately 200 small-diameter chromoly steel tubes, welded in triangular formations and reinforced in highstress areas. Weighing less than 70 pounds, this chassis earned the new Maserati its “Birdcage” nickname and provided an extremely lightweight platform with exceptional torsional rigidity.

While its chassis represented a radical new direction, the rest of the Birdcage design made use of tried-and-true Maserati components. The car’s independent front suspension and De Dion rear axle were derived from the highly successful 250F Formula 1 car, as was its rear-mounted, five-speed transaxle. Advances in sports car design allowed Alfieri to utilize four-wheel disc brakes, rack and pinion steering, and Koni telescopic dampers at each corner, giving the featherweight Birdcage unmatched cornering and stopping power. This remarkable mechanical package was clothed in equally daring Allegretti coachwork, characterized by its low body line, protruding wheel arches, aerodynamically effective Kamm tail, and steeply raked windscreen, which not only complied with strict FIA regulations, but also offered a glimpse into the Birdcage’s complex inner workings.

As the Tipo 60 was intended for customer use, Alfieri decided to use the proven two-liter, four-cylinder engine from the earlier 200S. To lower the car’s center of gravity, the engine was mounted well behind the front axle, converted to dry sump lubrication, and canted over 45º to the right. After early tests showed that the chassis was capable of handling significantly more power, Alfieri decided to produce a 2.9-liter version of the Birdcage – with 50 additional horsepower – called the Tipo 61. The larger capacity Tipo 61 was extremely popular in North America and gave Maserati a real contender in the FIA World Sportscar Championship, where the Birdcage’s clever design provided an instant advantage on tight, technical circuits.

As Maserati had shuttered its factory racing program after the 1957 season, the fate of the Birdcage was left in the hands of well-heeled privateers like Briggs Cunningham and Lloyd “Lucky” Casner’s Camoradi Racing Team.

Despite the lack of factory backing, the Birdcage proved itself at the highest levels of sports car racing, dominating the Italian hill climb championship, winning the Nürburgring 1000 Km in 1960 and 1961, and capturing the 1960 SCCA D-Modified National Championship. Not only was the Birdcage successful in competition, but its outstanding dynamic qualities made it a favorite among amateur and professional racers alike.

Highlights

• Among the Most Iconic and Sought-After of All Maserati Racing Cars
• Ultimate-Specification Tipo 61 Birdcage – One of Only 17 Examples Built
• Campaigned by American Racers Loyal Katskee and Don Skogmo Through 1963
• Raced in Period at the Cuban Grand Prix, Bahamas Speed Week, and Pikes Peak Hill Climb
• Formerly Owned by Noted European Collectors Giulio Dubbini and Carlo Vögele
• Maserati Classiche Certified; Accompanied by Period Tipo 61 Engine (Disassembled) and Spare Reproduction Engine

Technical Specs

• 2,890 CC DOHC Twin-Plug Inline 4-cylinder Engine
• Twin Weber 45 DCO3 Carburetors
• Estimated 250 BHP at 6,800 RPM
• 5-Speed Manual Transaxle
• 4-Wheel Hydraulic Disc Brakes
• Front Independent Suspension with Coil Springs
• Rear De Dion Axle with Transverse Leaf Spring

Chassis 2454

According to Maserati records, this Tipo 61, chassis 2454, was completed on November 9, 1959, making it the third of just 17 examples built. Originally finished in black with red upholstery, the Birdcage was sold new to Loyal Katskee, an Omaha, Nebraska-based British car dealer, who had been campaigning a Ferrari 750 Monza since 1956.

On November 13, 1959, #2454 was flown from Italy to Miami, Florida, arriving in time for Katskee to debut the spectacular new Maserati at the annual Bahamas Speed Week in Nassau. Despite the new car suffering from a failing De Dion bridge, Katskee managed to place 11th Overall in the Governor’s Trophy and 16th Overall in the Nassau Trophy.

After Nassau, Katskee repainted the Birdcage white with fluorescent orange racing numbers. In February 1960, he entered it in the first La Libertad Grand Prix in Havana, Cuba. Facing a competitive field that included several Porsche 718 Spiders, a Ferrari TR59 driven by Pedro Rodriguez, and another Tipo 61 Maserati driven by Stirling Moss, Katskee had 2454 running in 4th Place when an engine failure forced his retirement after just 16 laps.

Throughout the remainder of the 1960 season, Katskee campaigned his Birdcage in USAC races across North America, beginning with Continental Divide in June and finishing the season that October following the Los Angeles Times Grand Prix at Riverside and the USAC Pacific Grand Prix at Laguna Seca. His best result with 2454 occurred at Road America, where he placed 3rd Overall behind two long-tail Birdcages.

Following the 1960 season, Katskee sold 2454 to Donald Skogmo of Minneapolis, an heir to the Gamble-Skogmo merchandising chain. Skogmo, who already owned another Birdcage and would go on to acquire at least two others, campaigned his fleet of Maseratis under the “Dirty Bird Racing Team” banner throughout the early 1960s.

For 1961, Skogmo installed a new engine in 2454 and entered it in a variety of events, from local SCCA races to the famous Pikes Peak International Hill Climb, finishing the racing season at Nassau. After two additional Birdcages joined Skogmo’s team for the 1962 season, 2454 was primarily kept as a backup car, taking part in a few additional SCCA races throughout the Midwest and one final edition of the Bahamas Speed Week before retiring after the 1963 season.

Racing History

• Nassau Governor’s Trophy, 1959, Katskee, No. 12 (11th Overall)
• Cuban Grand Prix, February 1960, Katskee, No. 17 (DNF)
• USAC Continental Divide, Colorado, June 1960, Katskee, No. 12 (DNF)
• USAC Road America, Wisconsin, July 1960, Katskee, No. 12 (3rd Overall)
• USAC Los Angeles Times Grand Prix, October 1960, Katskee, No. 12 (DNF)
• USAC Pacific Grand Prix at Laguna Seca, Heat 1, October 1960, Katskee, No. 12 (14th Overall)
• USAC Pacific Grand Prix at Laguna Seca, Heat 2, October 1960, Katskee, No. 12 (DNF)
• SCCA Wilmot Hills, Wisconsin, May 1961, Skogmo (2nd Overall)
• USAC Hoosier Grand Prix, Heat 1, June 1961, Skogmo, No. 31 (11th Overall)
• USAC Hoosier Grand Prix, Heat 2, June 1961, Skogmo, No. 31 (8th Overall)
• USAC Continental Divide, Heat 1, Colorado, July 1961, Skogmo, No. 31 (7th Overall)
• USAC Continental Divide, Heat 2, Colorado, July 1961, Skogmo, No. 31 (DNF)
• USAC Pikes Peak International Hill Climb, July 1961, Skogmo, No. 31 (8th in Class)
• SCCA Metropolitan Stadium, Minnesota, July 1961, Skogmo, No. 3 (1st Overall)
• Nassau Governor’s Trophy Prelim, December 1961, Skogmo, No. 61 (13th Overall)
• Nassau Governor’s Trophy, December 1961, Skogmo, No. 61 (8th Overall)
• Nassau International Trophy, December 1961, Skogmo, No. 61 (16th Overall)
• SCCA Road America June Sprints, Wisconsin, June 1962, Skogmo, No. 31 (15th Overall)
• SCCA Road America 500, Wisconsin, September 1962, Skogmo/Beckett, No. 31 (DNF)
• SCCA Rosemount, Minnesota, June 1963, Skogmo (1st Overall)
• SCCA Road America June Sprints, Wisconsin, June 1963, Skogmo, No. 34 (DNF)
• SCCA Lynndale Farms, Wisconsin, September 1963, Skogmo, No. 32 (6th Overall)
• Nassau Governor’s Trophy, December 1963, Skogmo, No. 31 (DNF)

Second Life

In 1965, Don Skogmo advertised 2454 for sale, asking $2,300 for the Maserati, which, by this point, had neither an engine nor transaxle fitted. The aging Tipo 61 was sold to a new owner in Florida, then passed through a subsequent owner in New York, before being purchased by an Englishman around 1970. Under his ownership, 2454 received a sympathetic restoration and was fitted with a two-liter engine and four-speed transaxle from a Maserati 300S. In the mid-1970s, the Birdcage was sold back to the US; renowned Italian collector Giulio Dubbini acquired it from there in 1978.

Based in Padova, Italy, Dubbini was well known for his impressive stable of sports and racing cars, which included important Alfa Romeos, Maseratis, and many of the finest Ferraris, including a 250 Testa Rossa, 250 MM Berlinetta, 500 TRC, and 250 GT SWB Berlinetta. In addition to his extraordinary automotive holdings, Dubbini was an avid enthusiast who helped organize many historic events including the Coppa d’Oro delle Dolomiti Storica. Chassis 2454 remained in his impressive collection for the next decade, during which time it was fitted with a correct-type Tipo 61 engine and five-speed transaxle.

In 1989, after Mr. Dubbini’s passing, 2454 was sold to Swiss collector Karl Blöchle. An avid car collector and fine artist specializing in automotive models, Mr. Blöchle campaigned the Tipo 61 in European historic events through 1997, when it was sold to German collector Hein Gericke.

In 2000, respected Swiss collector and historic racer Carlo Vögele acquired 2454. Under his ownership, the Maserati was entrusted to Capricorn Group, the German engineering company well known for producing high-quality restorations and reproduction racing engines. The restoration of the Tipo 61 was performed with the goal of competing at the highest levels of historic racing and Mr. Vögele did just that, entering it in several rounds of the Shell Ferrari Historic Challenge.

During his ownership, Mr. Vögele also had 2454 inspected and certified by Maserati Classiche. According to the accompanying Maserati Classiche Certificazione di Autenticità, this Birdcage retains its original chassis and bodywork, and has a correct-type engine and transaxle. It is believed that this Tipo 61 is one of as few as two examples certified by Maserati Classiche before the company ended the program.

Mr. Vögele owned 2454 until 2011, when it was sold to German collector Klaus Werner, who continued to race it in historic events at Spa, Nürburgring, and Goodwood.

Since 2012, the Birdcage has been a fixture in a prominent North American collection, benefiting from meticulous maintenance and sparing use. Soon after acquiring the Maserati, the consignor sent it to the renowned Canepa Motorsport of Scotts Valley, California, for a thorough inspection and race preparation. Detailed photos and invoices on file confirm that 2454 was carefully disassembled, inspected, and repaired as needed to prepare it for its debut at the 2014 Monterey Historic Automobile Races at Laguna Seca. For vintage racing purposes, the Birdcage is currently fitted with a reproduction engine built by UK-based Maserati specialist Steve Hart. Another reproduction race engine and the disassembled period Tipo 61 engine, no. 2477, accompany the car at auction.

Gooding & Co

Go HERE for more information.

Above content © 2024 Gooding & Co reviewed and edited by Rex McAfee

The post 1959 Maserati Tipo 61 Birdcage appeared first on Sports Car Digest.

Car Highlights

• Features Sublimely Beautiful Scaglietti Coachwork with Distinctive Tail Fin
• The Last of Just Four 857 Sports Built
• Multiple Podium Finishes in 1956 with Carroll Shelby and Jack McAfee
• Additionally, Driven by Olivier Gendebien, Richie Ginther, Masten Gregory, and Other Racing Luminaries
• Exactingly Restored in 2011 by the Renowned DK Engineering
• An Extremely Significant Competition Ferrari with Matching-Numbers Engine

Overview

Never resting on its laurels, Ferrari sought to improve upon the four-cylinder race cars that had won them the 1954 World Sportscar Championship. The 500 Mondial and 750 Monza would soon face new competition, including the Mercedes-Benz 300 SLR. In response, Ferrari developed new, larger engines, including the Lampredi-designed 3.5 liter in the 857 Sport.

The 857 Sport debuted at the Royal Automobile Club Tourist Trophy in Ireland, and Scuderia Ferrari entered three new works 857s to compete with Mercedes-Benz. Included in the lineup was this example, chassis 0588 M, the last of the four 857 Sports built. On September 14, 1955, Ferrari’s new team driver, Olivier Gendebien, entered the circuit in 0588 M for Thursday morning practice and, unfortunately, crashed and rolled the Ferrari before the end of practice. Days later, chassis 0588 M was returned to Carrozzeria Scaglietti in Modena for repairs, during which Scaglietti fitted a tail fin to the headrest, giving the car its distinctive appearance. As with many ex-Scuderia Ferrari cars, 0588 M was sold to the US to partake in the country’s flourishing sports car racing scene.

Noted sports car team owner John Edgar of Hollywood, California, had amassed a group of significant Ferraris, including a 275 Sport Barchetta, 340 America, and the former Le Mans-winning 375 MM Plus. After seeing Phil Hill’s win for Ferrari in the 3.5-liter 857 S in Nassau, Edgar decided he needed a large-displacement four-cylinder for the upcoming season.

In 1956, Edgar placed an order with Luigi Chinetti in New York, and soon, he received 0588 M, as well as an invoice for $17,500. Once prepped, the team headed to Palm Springs, California, with the 857. On the starting grid, Edgar’s driver, Jack McAfee, sat poised in his new mount across from Carroll Shelby in Scuderia Parravano’s 410 S. Quickly after the start the two Ferraris pulled past a D-Type to take the lead, but McAfee could not keep up with Shelby on the Palm Springs circuit. Regardless, the 857 Sport’s first competitive outing brought the car a commendable 2nd Overall.

Several weeks later, at the Stockton Road Races, McAfee piloted the 3.5-liter Ferrari to a 1st Overall victory over another D-Type and John von Neumann in his Monza. With the finned Ferrari gaining popularity throughout California, fans were delighted to see the car lined up that April for the 7th Annual SCCA Pebble Beach Road Races. The grid included a full mix of four- and six-cylinder Ferraris in the hands of Hill, Shelby, and Ernie McAfee. Unfortunately for Ernie McAfee, it would be his last race and, as a result of his death, the last year of road races in the forest at Pebble Beach. Despite the dark air that day, Jack McAfee took the 857 Sport to a 3rd Overall.

From there, Jack McAfee took the car to a 6th Place finish at the SCCA National at Eagle Mountain Air Force Base in Fort Worth, Texas, but at Road America, on June 24, 1956, McAfee failed to finish. In July, McAfee managed a 5th Overall at the race at Beverly prior to the car’s return to the West Coast. For the SCCA National Seafair Road Races outside of Seattle, Edgar entrusted Masten Gregory to pilot the 857, although gearbox trouble ended his race.

The 857 Sport was quickly flown to New York in order to fix the gearbox prior to the race at Montgomery on August 19. McAfee had enjoyed continued success in the Porsche 550, and by now Carroll Shelby had come to join the team. For the New York race, Shelby would pilot the 857 for the first time, with fantastic results. In race four, he won outright and repeated the result in race nine ahead of a Maserati 300S and three Cunningham D-Types.

At Thompson Raceway the following month, Shelby ended up in the dirt after the Ferrari’s brakes failed. Back in the hands of McAfee that November, the car came in 5th Overall at the 1st Annual Palm Springs National Championship Races. In December, four starts at Nassau, piloted by Richie Ginther, yielded no podiums, and likewise for Shelby at Pomona to round out the year. However, the 857 S had served the team well in the 1956 season, and Edgar subsequently sold it to Stan Sugarman of Scottsdale, Arizona.

In April 1957, Jack McAfee drove it in the 2nd Annual Palm Springs National Championship Races where he took 5th Place. In November, McAfee took 4th, and then 5th in the main event. Later that month, Richie Ginther finished 5th in the main event at the inaugural race at Laguna Seca.

A few more outings over the next year brought an 8th Overall at Riverside and a 3rd Overall in Palm Springs, but by 1958 Mr. Sugarman knew he had an old race car. That year he replaced the four-cylinder Ferrari engine with that of a Chevrolet Corvette V-8. During the late 1950s, the car found its way to Texas, and by 1962, Jim Hall facilitated the purchase of 0588 M to the admired enthusiast Oscar Koveleski of Scranton, Pennsylvania. Koveleski fitted yet another Corvette V-8 engine and over the next three years went racing and brought home a few podium finishes from small events in the Northeast.

In 1966, the 857 Sport was sold to pop artist Andy Warhol. An unusual owner for an old racing Ferrari, Mr. Warhol wanted to make a parody of the film The Yellow Rolls-Royce. Chassis 0588 M was subsequently painted yellow with black wheels and a black grille. The film was never produced and the Ferrari was said to have been driven by Mr. Warhol’s agent around the streets of New York.

The car eventually passed to Tiny Gould, still finished in yellow and black, prior to its return to Italy. In the early 1970s, Christopher Renwick sold the car to Luigi P. Rezzonico Castelbarco of Imbersago, Italy, more commonly known as “Count Bobily”. During his ownership, the 857 S appeared at the 1973 Le Mans Historics driven by Corrado Cupellini, who later owned the car, eventually selling it to the respected collector Jean-Claude Bajol.

Meanwhile, by 1982, a Los Angeles attorney was offering the engine and gearbox of a so-called “Super Monza” out of Australia. During an inspection of the components, the engine was found to be 0588 M – the original 3.5-liter four-cylinder unit from this 857 S. After some negotiation, the engine and gearbox were sold to David Cottingham of DK Engineering in the UK.

After 13 years in his ownership, M. Bajol sold the Ferrari to Mr. Cottingham who had persistently tried to buy the car, intending to restore and reunite it with its original engine.

In 2011, the 857 S was disassembled and inspected prior to an extensive restoration by DK Engineering. The body was found to be exceptionally original and was expertly refinished. The original engine and transaxle were rebuilt and reunited with the chassis after more than 50 years apart. By September 2011, the 857 S was returned to its John Edgar livery and debuted at the Goodwood Revival.

In 2012, chassis 0588 M joined the collection of its current owner, where it has taken its place among a score of world-class competition Ferraris and has been maintained by his expert staff of caretakers. Today, in superb mechanical and cosmetic order, the 857 Sport represents a supremely finished example of a very significant and pure four-cylinder Ferrari. Having started life as a Scuderia Ferrari works car, the subsequent race record in the ownership of John Edgar marks a successful spell in the hands of both Jack McAfee and Carroll Shelby. Additionally owned by Oscar Koveleski, Andy Warhol, and Jean-Claude Bajol, 0588 M is certainly a unique example.

Furthermore, 0588 M boasts gorgeous and unique Scaglietti coachwork, a matching-numbers engine, and an exceptional history, having been raced by some of the greatest drivers of the era. This is quite possibly the best 857 in existence and one of the most important four-cylinder Ferraris ever produced. Beautifully restored and likely the finest of its kind, this is a chance to own one of the most compelling Ferrari sports racing cars of the 1950s.

Technical Specs

• 3,421 CC DOHC Tipo 129 4-Cylinder Engine
• Twin Weber 58 DCOA3 Carburetors
• 276 BHP at 6,000 RPM
• 4-Speed Manual Gearbox
• 4-Wheel Drum Brakes
• Front Independent Double-Wishbone Suspension with Coil Springs
• Rear De Dion Axle with Transverse Leaf Spring

Ownership

• Scuderia Ferrari (retained for racing)
• John Edgar, Sherman Oaks, California (acquired from the above via Luigi Chinetti in 1956)
• Stan Sugarman, Phoenix, Arizona (acquired from the above in 1957)
• Jim Hall, Dallas, Texas (acquired from the above in 1961)
• Oscar Koveleski, Scranton, Pennsylvania (acquired from the above in 1962)
• Andy Warhol, Long Island, New York (acquired from the above in 1966)
• Tiny Gould, New York, New York (acquired in late 1960s)
• Anthony Bamford, UK (acquired in 1970s)
• Luigi P. Rezzonico Castelbarco, Count Bobily Imbersago, Italy (acquired via Christopher Renwick in early 1970s)
• Giulio Dubbini, Padova, Italy (acquired circa early 1970s)
• Corrado Cupellini, Italy (acquired circa 1973)
• Jean-Claude Bajol, Toulouse, France (acquired in 1997)
• David Cottingham, Chorleywood, UK (acquired from the above via Jean Guikas in 2011)
• Current Owner (acquired from the above in 2012)

Race Highlights

• RAC Tourist Trophy, Ireland, 1955, Gendebien/Gregory, No. 9 (DNS)
• Palm Springs National Championship, Race 2, February 1956, McAfee, No. 98 (2nd Overall, 2nd in Class)
• Stockton Road Races, March 1956, McAfee, No. 98 (1st Overall)
• SCCA Pebble Beach Road Races, April 1956, McAfee, No. 98 (3rd Overall, 2nd in Class)
• SCCA National, Cumberland Hillclimb, May 1956, McAfee, No. 98 (DNS)
• SCCA National, Eagle Mountain, June 1956, McAfee, No. 79 (6th Place)
• SCCA National, Road America, June 1956, McAfee, No. 198 (DNF)
• SCCA National, Beverly, July 1956, McAfee, No. 93 (5th Overall)
• SCCA National Seafair Road Races, August 1956, Gregory, No. 23 (DNF)
• SCCA Regional, Montgomery, Race 4, August 1956, Shelby, No. 141 (1st Place)
• SCCA Regional, Montgomery, Race 9, August 1956, Shelby, No. 141 (1st Place)
• SCCA National, Thompson, September 1956, Shelby, No. 141 (DNF)
• SCCA National, 1 Hour Thompson, September 1956, Shelby, No. 141 (DNF)
• SCCA National, Palm Springs, November 1956, McAfee, No. 99 (5th Overall)
• Governor’s Trophy, Nassau, December 1956, Ginther, No. 88 (6th Place)
• Preliminary, Nassau, Sports over 2-Liter, December 1956, Ginther, No. 88 (DNF)
• Nassau, Ferrari Class, December 1956, Ginther, No. 88 (9th Place)
• Nassau Trophy, December 1956, Ginther, No. 88 (39th Place)
• Preliminary Pomona, January 1956, Shelby, No. 88 (DNF)
• Pomona, Sports, January 1956, Shelby, No. 88 (DNQ)
• Palm Springs National Championship, April 1957, McAfee, No. 58 (4th Overall)
• SCCA National, Palm Springs, November 1957, McAfee, No. 8 (5th Place)
• SCCA National, Laguna Seca, November 1957, Ginther, No. 190 (5th Place)

Above content © 2024 Gooding and Co reviewed and edited by Rex McAfee

Gooding & Co Pebble Beach Auction

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Rolex Monterey Motorsports Reunion

The Rolex Monterey Motorsports Reunion, celebrating its golden milestone, will welcome more than 400 meticulously restored cars for four days of racing and displays. Established in 1974 as the Monterey Historic Automobile Races, the inaugural edition featured 66 entries. Today, the hundreds of selected entrants are presented with a coveted letter of acceptance, affirming their vehicle’s prestigious heritage. The event reunites motor racing heroes with the machines that drove them to success throughout their career. Over the decades, all five Rolex motor sport Testimonees – Sir Jackie Stewart, Tom Kristensen, Mark Webber, Jenson Button and Jamie Chadwick – have driven an array of cars at the track.

Button, the 2009 FIA Formula 1® Drivers’ World Champion, returns this year to drive his 1952 Jaguar C-Type, once owned by Juan Manuel Fangio. Eagerly anticipating the event, Button says: “Laguna Seca is a fantastic circuit to drive. It’s a fast-flowing and particularly challenging track given the elevation changes and the legendary corkscrew corner. Even when you’re in a car from the 1950s, circuits like Laguna Seca feel incredibly fast and I’m looking forward to racing my C-Type there next week. The Rolex Monterey Motorsports Reunion is a spectacular event that offers some of the best racing you’ll ever see in historic cars.”

Rolex Testimonee Jenson Button behind the wheel of his 1952 Jaguar C-Type. Photo Credit: ©Rolex/Adam Warner

Pebble Beach Tour D’Elegance® Presented by Rolex

Held on the morning of Thursday 15 August, the Pebble Beach Tour d’Elegance® presented by Rolex captivates motoring and watch aficionados alike. Often referred to as a rolling museum, the convoy traverses sections of the iconic 17-Mile Drive, showcasing the meticulous restoration and refinement of the historic vehicles.

A prelude to the Pebble Beach Concours d’Elegance®, the Tour provides the first glimpse of competing vehicles ahead of Sunday’s judging. Since 2007, Rolex has proudly supported this exhibition of timeless automotive excellence as the event’s Official Timepiece and Presenting Partner.

The Quail, A Motorsports Gathering

The Quail, A Motorsports Gathering exemplifies automotive sophistication and beauty. Here, esteemed manufacturers and coachbuilders unveil their visionary models and prototypes amid a display of vintage automobiles.Taking place on Friday 16 August, this year’s gathering commemorates significant milestones for several marques: the centennial of British icon MG, the 30-year anniversary of Swedish innovator Koenigsegg Automotive, and the enduring legacy of the Porsche 911 Turbo (930), which marks its 50th year. As the event draws to a close, class winners and the overall Rolex Best of Show are welcomed into the Rolex Circle of Champions. In 2005, the Swiss watchmaker became Official Timepiece of the event, which honours the motoring heritage that shapes the future of modern engineering.

Pebble Beach Concours d’Elegance®

Enthusiasts will gather at the Pebble Beach Concours d’Elegance® for the grand finale on Sunday 18 August to witness an array of pristine historic automobiles spanning across the centuries, from 1898 to 2023. The 73rd edition of this renowned showcase celebrates the Italian heritage of Maserati and Pietro Frua, the 125th birthday of the famed Packard marque, the GT racing greats of the 1990s, along with the contemporary Wedge-shaped concept cars. Set amid the greens and fairways of Pebble Beach Golf Links® – a course steeped in the legacy of Rolex icons such as Arnold Palmer and Tiger Woods – the vehicles on display embody timeless beauty and prestige. In recognition of the commitment to excellence and the meticulous preservation of automotive heritage, Rolex will present a specially engraved timepiece to the Best of Show recipient.

Sir Jackie Stewart, a Rolex Testimonee for more than 55 years and three-time FIA Formula 1® Drivers’ World Champion, shares his enthusiasm for the celebrations in California: “The atmosphere and genuine appreciation for cars is unparalleled and Rolex’s involvement throughout the week adds to the unique charm and culture of excellence. The brand only partners the best events at the best venues, and the Pebble Beach Concours d’Elegance, and Monterey Car Week as a whole, are no exception. The 50th anniversary of historic racing at Laguna Seca is a truly wonderful milestone. I have a lot of special memories at the track from throughout my career. It isn’t only a showcase of the most remarkable vehicles in motor sport but also the drivers.”

Rolex and Motorsport

Rolex’s close ties with motor sport date back to Sir Malcolm Campbell’s World Land Speed Record successes in the 1930s, when he became the first driver to break the 300 mph barrier (483 km/h) at the wheel of his car, Bluebird. Since then, Rolex’s presence in motor racing has grown steadily, its support extending to revered endurance events such as the Rolex 24 At DAYTONA, the 24 Hours of Le Mans and the FIA World Endurance Championship. In 2013, Rolex became associated with Formula 1®, the pinnacle of motor sport, having supported Rolex Testimonee Sir Jackie Stewart since 1968. The three-time FIA Formula 1® Drivers’ World Champion has been joined by fellow high achievers from the world of motor sport: Tom Kristensen, the record nine-time 24 Hours of Le Mans winner, Mark Webber, the multiple Formula 1® race winner and 2015 FIA World Endurance Champion, and Jenson Button, the 2009 FIA Formula 1® Drivers’ World Champion. Most recently, Jamie Chadwick, Indy NXT driver, three-time W Series Champion and the sport’s most exciting young female talent, became part of the Rolex family. The brand also has a global appreciation for classic automotive events steeped in elegance, beauty and tradition, including the Pebble Beach Concours d’Elegance®, The Quail, A Motorsports Gathering, the Rolex Monterey Motorsports Reunion and the Goodwood Revival.

2023 Rolex Monterey Motorsports Reunion Highlights

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In the world of early 20th-century racing, the 1914 Sunbeam Tourist Trophy (TT) stands as a testament to innovation and engineering prowess. The Sunbeam Motor Car Company had already catapulted into the forefront of automotive racing under the brilliant and ambitious chief designer, Louis Coatalen. The Sunbeam racing team achieved remarkable success at venues like Brooklands and, in 1912, the marque secured the first three positions in the Coupe de l’Auto. At the 1912 French Grand Prix, Sunbeam claimed 3rd, 4th, and 5th places, competing against cars with significantly larger engine capacities. These victories marked the first continental triumph for a British manufacturer in a decade, solidifying Sunbeam’s status as the premier British motor racing team.

Peugeot’s DOHC 16V engine

However, the story of the all-important 1914 Sunbeam TT really begins with the 1913 Coupe de l’Auto race, where Peugeot’s groundbreaking engine design left an indelible mark on the history of the automobile. In the race, Peugeot’s L3 dominated, clinching 1st Place, while Sunbeam secured a respectable 3rd position. Peugeot’s dominance was undoubtedly due to their revolutionary four-cylinder engine, featuring dual overhead camshafts with four valves per cylinder. This configuration allowed for superior airflow and combustion, giving Peugeot a significant advantage in terms of power, efficiency, and rev limit over its competitors, ushering in the era of the modern high-performance engine.

Despite Sunbeam’s reputation as a prestigious high-quality British marque, Louis Coatalen knew that to remain competitive, changes were necessary. He, along with other English manufacturers, recognized the potential of the Peugeot engine and sought to understand the secrets behind its success. Determined to elevate Sunbeam’s racing capabilities, Coatalen acquired a 1913 Coupe de l’Auto Peugeot, carefully disassembled it, measured its components, and studied the design. His new engine design featured enhancements such as increased displacement to 3.3 litres, which delivered a substantial 85 hp.

Enter the 1914 Isle of Man

Sunbeam’s goal was to assemble a team of four cars for the world-famous 1914 Isle of Man Tourist Trophy (TT) race. Held on June 10th and 11th, this event covered a grueling 600 miles and posed a rigorous test of endurance and engineering prowess. Sunbeam utilized Dario Resta, Sir Algernon Guinness, and Kenelm Lee Guinness, later of KLG spark plugs, as drivers.

On the race’s first day, 22 cars started, but only 13 finished, including Dario Resta, due to a broken big-end bolt. However, KL Guinness finished 1st followed by Sir Algernon just three minutes behind his brother. On the second day, by the tenth lap, only eight cars remained, but both Guinness brothers maintained their lead. Unfortunately, a broken lubrication pipe compromised Sir Algernon’s 2nd Place position, forcing him to retire just three laps from the finish. Despite this setback, KL Guinness secured a commanding victory, crossing the finish line nearly 20 minutes ahead of his closest competitors.

Sunbeam not only won the Tourist Trophy, achieving an average speed of 56.44 mph but also earned the Henry Edmunds Trophy for the fastest mountain climbs. This triumphant performance brought Sunbeam racing back to the forefront and set the stage for a promising future.

1914 French GP

Shortly after the 1914 Isle of Man TT, three Sunbeam TT chassis were fitted with four 1/2-litre engines for the 1914 French Grand Prix, where Dario Resta placed 5th among stiff competition from Mercedes and Peugeot. The outbreak of WWI abruptly halted European racing. Two of the French GP Sunbeams were shipped to America, competing in prestigious races, including the 1915 Indianapolis 500. All of the Sunbeams were subsequently returned, dismantled, and stored at the Wolverhampton Sunbeam factory until after the Great War when the factory rebuilt the Tourist Trophy cars utilizing new chassis and sold them as sporting cars for the road.

Provenence

This 1914 Sunbeam TT was acquired from the factory by Matthew Wills, an heir to the Wills tobacco fortune, in June 1921 and subsequently registered as ‘DA 5852,’ which it retains today. After passing through several hands and being converted to a two-seater coupe, Sunbeam expert and renowned author Anthony Heal recognized the historical significance of this car and acquired it around 1940. Remaining inactive until 1949, it was purchased by C.R. Abbott, who meticulously restored the Sunbeam to its original Tourist Trophy specifications.

Car Highlights

• One of Three Remaining Works-Entered Tourist Trophy-Winning Cars
• Incredibly Advanced, Early Twin Overhead Camshaft Engine
• Highly Competitive; 1st Overall in the 1954 and 1963 VSCC Pomeroy Trophy
• Exceptional Provenance Including Stanley and “Gentleman” Jack Sears and Sunbeam Authority Anthony Heal
• A Fixture of Two of the Leading UK Collections for the Past 74 Years and Never Before Offered for Public Sale

Technical Specs

• 3,295 CC DOHC 16-Valve 4-Cylinder Engine
• Claudel-Hobson Carburetor
• 85 HP at 3,200 RPM
• 4-Speed Manual Gearbox
• 2-Wheel Rear Mechanical Drum Brakes with Internal Expanding Shoes
• Front Solid Axle with Semi-Elliptical Leaf Springs and Houdaille Friction Dampers
• Rear Live Axle with Semi-Elliptical Leaf Springs and Houdaille Friction Dampers

In the 1950s, Stanley Sears, who was assembling one of the pre-eminent early car collections, acquired the vehicle, becoming instrumental in both its preservation and the continuation of its racing heritage. A pioneer collector of veteran and vintage cars, Stanley Sears not only cherished the Sunbeam but actively raced it, achieving notable successes such as winning the Edwardian Class at Prescott in 1951 and securing 3rd Place in the 1952 VSCC Silverstone Itala Trophy race, competing against formidable opponents like a GP Bugatti and a 10 1/2-liter Delage. In subsequent years, Stanley continued to showcase the Sunbeam’s performance, earning podium finishes at events such as Prescott and the Pomeroy Trophy contest.

Stanley’s son, Jack Sears, was becoming an accomplished race car driver and joined his father in vintage car racing in 1951 at VSCC Silverstone, where he began his journey with the Sunbeam TT. Jack’s illustrious career spanned various forms of motorsports, including rallies, sprints, and circuit racing. His remarkable achievements include an overall victory in the 1954 VSCC Pomeroy, a testament to both his exceptional driving skills and the enduring capabilities of the 1914 Sunbeam TT in competitive settings. He later repeated this victory in the 1963 VSCC Pomeroy, further solidifying his legacy in vintage racing circles.

In 1969, Stanley Sears sold the Sunbeam TT to the consignor, who once again restored it. The car continued to compete, achieving fastest Edwardian at VSCC Silverstone in 1986, adding to its rich racing pedigree.

Over the years, the Sunbeam TT has garnered significant attention in automotive circles. It was featured in the June 1914 issue of The Motor in an article titled “The Design of the Sunbeam T.T. Racing Car” by Louis Coatalen. More recently, Cyril Posthumus described it as “pure genius” in the May 1987 issue of Classics and Sportscars in his article “Track Test: Back to the Future.” The car is accompanied by an original program and scoring cards from the Isle of Man TT Races of June 1914, alongside an extensive file of service records, correspondence, restoration notes, and comprehensive photographic records of the restoration process, including archival photos of the vehicle.

This 1914 Sunbeam TT, painted in the traditional British Racing Green, has been a fixture in top car collections in the UK for the past 74 years. Its illustrious history spans from 1914 to the present day, where it has consistently showcased exceptional performance on the racetrack. Today, fewer than 100 genuine pre-1918 racing cars are still in existence, with only eight featuring the classic “Ernest-Henry” twin-cam design. Among these, just three 1914 Sunbeam TTs survive, making this model exceedingly rare and a highly coveted collector’s item. Its historical significance is further enhanced by its association with Louis Coatalen, a pioneering figure in developing high-performance racing cars and engines.

Above content © 2024 Gooding & Co reviewed and edited by Rex McAfee

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Highlights from 2023

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Subaru Motorsports USA’s “WRX: Project Midnight,” the standout entry at this year’s Goodwood Festival of Speed, will make its North American appearance at the 5th annual Velocity Invitational at Sonoma Raceway, Oct. 4-6, 2024.

Fastest WRX ever

The quickest and fastest ever WRX race car from Subaru Motorsports USA, which placed second at the 2024 Festival of Speed Timed Shootout, will tackle Sonoma Raceway’s 12-turn road course throughout the weekend.

Hot Shoe Scott Speed

Piloted by Scott Speed, a Northern California native, Project Midnight takes things to a new level with a singular directive: outright speed. Project Midnight features ultra-wide aerodynamic bodywork and a radically enlarged version of the wing found on the team’s WRX ARA24 gravel rally car. The carbon fiber body and a significantly lightened chassis give it a curb weight of well under 2,500 pounds – nearly 1,000 pounds lighter than a standard WRX. Under the hood, a turbocharged and inter-cooled 2.0-liter flat-four engine produces 670 hp and 680 lb-ft of torque, revving to 9500 rpm and spitting flames from its hood-exit exhaust. The powerplant is the most recent and top-performing evolution of Subaru Motorsports USA’s highly successful rallycross engine that helped Speed earn Subaru the Nitro Rallycross Teams Championship in 2021.

“Watching Scott put Project Midnight through its paces at Goodwood was incredible, and I’m thrilled we can bring this ground-breaking machine to our guests,” said Velocity Invitational Founder Jeff O’Neill.  “Partnering with a brand like Subaru and hosting world-class cars like Project Midnight highlights the exceptional caliber of entertainment we will feature this year as we celebrate our fifth annual event.”

Velocity Invitational

This year’s Velocity Invitational will feature an unparalleled lineup of the world’s rarest cars, including modern hypercars, a Jaguar D-Type anniversary class, a historic NASCAR class, historic Formula 1 race cars, and other popular historic racing groups. The three-day event will also feature local cuisine and beverage options, such as a variety of wines from local vintners, in a luxurious, family-friendly setting.

General admission tickets and premium packages, including the opportunity to ride along in a Group B Rally Car, are on sale now. For more information or to purchase tickets, visit velocityinvitational.com. Stay up to date on event news on Facebook, Instagram and YouTube.

Above content © 2024 Velocity Invitational/Kahn Media, reviewed and edited by Rex McAfee

Goodwood Appearance

Highlights from 2023

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Highlights

• “Largest motorized garden party in the world” from 11 to 14 July 2024
• Highlights from the entire motorsport history of Mercedes-Benz
• Elaborately restored: Original Mercedes Targa Florio racing car of 1924
• Motorsport vehicles from all eras and racing series up to the current Formula One
• Strong presence of Mercedes-AMG

This is what Mercedes-Benz Classic is bringing to the Goodwood Festival of Speed 2024

• Daimler two-cylinder V-engine (1894): The Paris-Rouen race in 1894 was the first-ever motor race. It was won by vehicles by Peugeot and Panhard & Levassor, with Daimler two-cylinder V-engines produced under license.
• Mercedes 2-litre Targa Florio racing car, 1924: 100 years ago, it won the Targa Florio – the legendary, tough road race through Sicily. Mercedes-Benz Classic has painstakingly restored an original vehicle with the utmost authenticity.
• Mercedes-Benz 750-kilogram Formula racing car W 25, 1934: The first Mercedes-Benz Silver Arrow. It premiered in the 1934 Eifel race, with Manfred von Brauchitsch the winner. Rudolf Caracciola became European Grand Prix Champion in 1935, comparable to today’s F1 title.
• Mercedes-Benz Formula One racing car W 196 R, 1955: Mercedes-Benz returned to Grand Prix racing in 1954, with the W 196 R. With exposed wheels or streamlined bodywork, depending on the circuit. Juan Manuel Fangio was the Formula One World Champion in 1954 and 1955.
• Mercedes-Benz express racing car transporter, 1955: A sensational one-off. Its engine came from the 300 SL “Gullwing” (W 198). The nickname of the transporter for urgent racing car transport, capable of up to 170 km/h: “Blue Wonder”:
• Mercedes-Benz C 11 Group C racing sports car, 1990: 537 kW (730 hp), a monocoque of carbon fiber/Kevlar material, built for the 1990 Group C World Championship. The result: the C 11s secured the second double title in a row for the team and drivers.
• Mercedes-Benz GT racing car CLK LM, 1998: It won all the FIA GT Championship races in which it competed—the successor to the CLK GTR with a 5-litre V8 engine. AMG-Mercedes once again won the team and drivers’ championship.
• Mercedes-Benz SLS AMG GT3 (C 197), 2012: The successful customer sports car for the GT3 regulations, presented in 2010. The vehicle presented at Goodwood led a one-two-three victory in the 2012 Dubai 24-hour race.

The Mercedes-Benz Classic vehicles can be seen in the Ballroom Paddock – and most of them will also absolve the hill climb at a brisk pace before a large audience.

The Brand Ambassadors for Mercedes-Benz Classic at the 2024 Goodwood Festival of Speed

Klaus Ludwig: Three-time DTM champion. He joined the AMG-Mercedes DTM team in 1989, winning two championship titles (1992 and 1994) and finishing runner-up in 1991. With Ricardo Zonta, he won the driver’s rating in the international FIA GT Championship in 1998. He was born on 5 October 1949.

Bernd Mayländer: Regular driver of the official Formula One safety car since 2000. He made his DTM and ITC debut in 1995 with an AMG-Mercedes C-Class DTM. In 1997, he competed in the FIA GT Championship with the CLK GTR. In 2001, he returned to the revamped DTM and won the final race of the season in Hockenheim. He was born on 29 May 1971.

Karl Wendlinger: With Michael Schumacher and Heinz-Harald Frentzen, he was part of the Mercedes-Benz junior team in the Group C World Championship 1990. In 1993, he moved to Formula One as a driver on Peter Sauber’s team from Switzerland. He was born on 20 December 1968.

Mercedes-AMG from Formula One to current customer sports cars

Mercedes-AMG also has a strong presence at the Festival of Speed. Two Formula One racing cars from the Mercedes-AMG PETRONAS Formula One team can be seen in the Formula One paddock. In the AMG Ballroom Paddock, the performance and sports car brand from Affalterbach will be showcasing a Mercedes-AMG GT3 in the “130 Years of Motorsport Special Livery”, the Mercedes-AMG GT3 RAW SPEC jointly designed with RACE SERVICE and the track day racing car Mercedes-AMG GT2 PRO. The Mercedes-AMG SL 55 4MATIC+ and the Mercedes-Benz G 580 with EQ Technology are among the vehicles on display in the First Glance Paddock, while the new Mercedes-Benz EQS is on show in the Electric Car Park.

“Horseless to Hybrid”

The Goodwood Festival of Speed is a unique stage for the culture of motorsport. It takes place at the country estate Goodwood House in Sussex, England, from 11 to 14 July 2024. The motto: “Horseless to Hybrid: Revolutions in Power”. It honors the innovative history of the automobile, and thus its invention by Carl Benz in 1886. Around 250,000 visitors are expected.

Charles Henry Gordon-Lennox, His Grace the Duke of Richmond and Gordon, has organized the Festival since 1993. The focus is on racing and sports cars from the early years of automobile history to the latest innovations. Numerous sports cars can be experienced on the 1.86-kilometre-long Goodwood hill climb circuit. Sporty vehicles will also fascinate the public in the Forest Rally Stage and the Off-Road Arena.

2023 Goodwood Day 1

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The “surgeon” prevails

Alex Palou earned his second victory in three years at the West Coast’s crown jewel of circuits, Weathertech Raceway Laguna Seca,  moving into the NTT INDYCAR SERIES championship lead with his second win of the season driving the No. 10 DHL Chip Ganassi Racing Honda. Two-time and reigning series champion Palou, who started from the pole, beat Colton Herta (who has also won twice at Laguna Seca) in the No. 26 Gainbridge Honda of Andretti Global by a relatively scant 1.9780 seconds.

Palou comments: “It was a chaotic race, man! We didn’t do a very good job on the starts and those restarts at the beginning. The strategy was a bit risky for the position we were in, but we knew we had the pace, and we just had to execute.”

Palou’s victory continued an impressive string of results at this track. Besides the victory today and in 2022, Palou finished second in 2021 and third in 2023. Alexander Rossi finished a season-best third in the No. 7 Arrow McLaren Chevrolet. Romain Grosjean placed fourth in the No. 77 Juncos Hollinger Racing Chevrolet, the best NTT INDYCAR SERIES finish ever for that team.

Pre-race rumblings

Coming into the weekend, it’s no surprise that the frontrunners were the “usual suspects,” led by Scott Dixon, who won last year’s race. Chip Ganassi Racing’s six-time season champion beat Team Penske’s Scott McLaughlin in the 2023 season finale by 7.3180 seconds, and both of their teams are the jugernauts of the series. The other driver on the podium last year was Chip Ganassi Racing’s Alex Palou, who earned his second title in three years with his third-place finish. He entered Sunday’s race five points behind Team Penske’s Will Power for the series lead. Lastly, while suffering from some bad luck in the recent Detroit street race, Colton Herta has won twice here in the last 5 years, so it was anybody’s guess what Sunday would bring.

Big news from Arrow McLaren

Just days before the race, Arrow McLaren announced that it signed the young Nolan Siegel to a multiyear contract to drive its No. 6 Chevrolet starting this weekend. Siegel, 19, from Palo Alto, CA, will be the teammate to hot shoes Pato O’Ward and Alexander Rossi. Upon the team’s announcement, Siegal commented, “I’m looking forward to jumping right in with the Arrow McLaren team this week and confirming my place in the NTT INDYCAR SERIES in papaya (orange) moving forward. This is an unexpected jump, but I’m thrilled to be in this position after a rewarding run in the Indy NXT by Firestone series with HMD Motorsports. I am looking forward to this new journey and learning alongside the entire team starting this weekend in my home state.”

Qualifying

2023 NTT INDYCAR SERIES champion Alex Palou maintained the pressure in his quest for a third title by winning the NTT P1 Award for the Firestone Grand Prix of Monterey on Saturday at WeatherTech Raceway Laguna Seca. Palou earned his second pole of the season and fifth of his career with a best lap of 1 minute, 7.1465 seconds in the No. 10 DHL Chip Ganassi Racing Honda. Palou is second in the championship standings, five points behind Will Power, who qualified 15th in the No. 12 Verizon Business Team Penske Chevrolet.

“It was really tough, really tight all qualifying to get to the Fast 12 and then the Fast Six,” Palou said. “It was really tricky with track conditions. As soon as there was some wind, you couldn’t really finish the lap because there was no grip. The car was on rails today, so the best starting position for tomorrow.”

The pole continued an impressive history for Palou at this picturesque Northern California road course, an 11-turn, 2.238-mile layout that includes the famous “Corkscrew” complex of turns. Palou won this race in 2022 and finished second in 2021 and third in 2023.

Top drivers close behind

Kyle Kirkwood joined Palou on the front row after a best lap of 1:07.2204 in the No. 27 AutoNation Honda of Andretti Global. The second starting spot was Kirkwood’s best performance in qualifying since winning the pole and the race in April 2023 at the Acura Grand Prix of Long Beach.

Felix Rosenqvist continued his reinvigoration with Meyer Shank Racing, qualifying third at 1:07.2917 in the No. 60 AutoNation/SiriusXM Honda. Colton Herta, who led practice Saturday morning, qualified fourth at 1:07.2972 in the No. 26 Gainbridge Honda of Andretti Global with Curb-Agajanian. Herta won this race in 2019 and 2021.

Alexander Rossi qualified fifth at 1:07.3594 in the No. 7 Arrow McLaren Chevrolet. Christian Lundgaard rounded out the Firestone Fast Six and Row 3 at 1:07.5112 in the No. 45 Hy-Vee Honda fielded by Rahal Letterman Lanigan Racing.

Race strategy

Two distinct tire strategies emerged early in the 95-lap race, as there was no clear consensus up and down pit lane about whether primary or alternate Firestone Firehawk tires were the fastest and preferred rubber over the length of a fuel stint. Fuel and tire strategies first diverged in stark fashion on Lap 36. The first of five caution periods was triggered when rookie Luca Ghiotto went off track into the tire barrier in Turn 4 in the No. 51 GAV Air Technology Honda of Dale Coyne Racing. Rossi was leading during that incident and pulled a train of leading cars down pit lane under yellow on Lap 37. That pack of early-pitting cars included Herta, early leader Kyle Kirkwood, Scott Dixon, and Power. But 13 drivers, including Palou, decided to stay out.

The right decision?

Palou discussed that call over the radio with strategist Barry Wanser during the caution period, wondering if it was the right move. “At that time, I doubted (the strategy) a little bit,” Palou said. “I didn’t know if my radio was working or not. But everything was fine. I’m sorry I didn’t have that trust, that belief in his call during those 10 or 20 seconds, but overall, an amazing job for the Ganassi team.”

Palou stayed out front until he made his second pit stop on Lap 56, handing the lead to Herta and taking Firestone’s alternate, red-sidewall tires for the first time, deeper into the race than any other driver. Herta made his final stop on Lap 67, along with Rossi. Once again, Wanser instructed Palou to stay on track on the fast Firestone alternate tires, trying to build upon his lead of nearly three seconds. Palou made his last stop on Lap 70, along with Grosjean, and took on used Firestone primary tires. Josef Newgarden cycled to the lead in the No. 2 Hitachi Team Penske Chevrolet. But Palou took the lead for good when Newgarden made his final stop on Lap 75.

Three restarts

Still, the last 20 laps were not a stroll through the picturesque, 11-turn, 2.238-mile circuit, as Palou had to endure restarts after three caution periods during that span. “Too intense there at the end with those restarts, but an amazing win for the No. 10 DHL car,” Palou said. Palou pulled away cleanly on each restart, building a lead as large as four seconds over Herta when Jack Harvey pulled his No. 18 Dale Coyne Racing Honda off track near the start-finish line with a mechanical problem, triggering the penultimate caution.

On the ensuing restart on Lap 85, Palou built a gap of 1.6 seconds by Lap 87 when Agustin Canapino’s contact with Kyffin Simpson’s No. 4 Journie Rewards Chip Ganassi Racing Honda cut Simpson’s rear tire exiting Turn 5, forcing him into a spin. The trailing No. 15 Mobil 1 Honda driven by Rahal Letterman Lanigan Racing’s Graham Rahal had nowhere to go in thick traffic and made contact with Simpson. Both cars ended up in the gravel, with Rahal making contact with the wall. Both drivers were unhurt, and Canapino was penalized for avoidable contact.

Two-time winner Colton Herta

Herta had one final shot at Palou on the restart on Lap 91, but once again, Palou pulled away, building a gap of 1.1 seconds after one lap. “It’s a good result,” California native Herta said. “We chose the strategy that we did, and we did a really good job with what we chose. It hurts not to win here, but we have to be happy with second place here.”

Championship points

After yesterday’s win, Palou gained a 23-point lead in the series standings over Will Power, who finished seventh in the No. 12 Verizon Business Team Penske Chevrolet. Power led Palou by five points entering this race, the eighth of 17 on the 2024 schedule.

• All photos © 2024 Rex McAfee
• Above text © 2024 INDYCAR reviewed and edited by Rex Mcafee

Gallery

Race Highlights

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Keep pushing!

After leading 196 of the 200 laps of the 1912 Indianapolis 500, Ralph DePalma’s Mercedes suffered a cracked piston. Rather than pull the crippled car into the pits and retire, Ralph and his mechanic Louis Fontaine, hand-pushed the large Mercedes the remaining 4 laps (10miles!) on the brick-surfaced speedway to finish 11th! This is the stuff that legends are made of and it’s nearly impossible to imagine any contemporary sports personality exhibiting this kind of grit and determination. Ralph’s luck would improve 3 years later.

Ahead of its time

In 1913, the Le Mans specifications required a 4.5 ltr engine and Mercedes developed a new, high revving (for then) 3500rpm SOHC 4-valve, in-line aluminum block 4-cylinder with pressurized wet oil lubrication (vs. splash). The specifications also called for maximum weight of 1100kg and Mercedes chassis was a period-conventional cross-braced, pressed-steel frame suspended by semi-elliptic leaf springs and solid axles. The V-shaped radiator was also fitted to the 1913 Mercedes Grand Prix platform.

Brickyard celebration

A 1914 Mercedes Grand Prix car became part of the George Wingard collection in Oregon, where it was respectfully cared for and maintained in running order. In 2015, to celebrate the centennial of Ralph DePalma’s 1915 victory, Mr. Wingard and his family shipped the car to the Speedway to be part of the 2015 Indy 500(George’s son-in-law is featured as a riding mechanic in photos). I was fortunate enough to be engaged by Mercedes-Benz to document this remarkable centennial reunion.

Photos & Story by Royce Rumsey © 2015, All Rights Reserved

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Trofeo Pirelli

Jeremy Clarke (Ferrari Beverly Hills) wasted no time getting to the Trofeo Pirelli class lead, getting a great start at the drop of the green flag to lead every lap of Sunday’s race. Dylan Medler (The Collection) attempted to chase him down, but finished two seconds behind in second place. The battle for third, however, stole attention as Roberto Perrina (Ferrari of Seattle) hunted David Musial Jr. (Ferrari of Lake Forest) for the spot, but the latter persevered to finish third.

After a promising start but unsatisfactory finish on Saturday, Matias Perez Companc (Ferrari of Central Florida) achieved redemption with a flag-to-flag Trofeo Pirelli Am victory. Companc broke Brian Cook’s (Ferrari of Seattle) three-race win streak, although the latter still finished runner-up on Sunday. David Musial (Ferrari of Lake Forest) mirrored his son’s performance in Trofeo Pirelli with a third-in-class finish of his own.

Coppa Shell

Eric Marston (Ferrari of Westlake) was king of Coppa Shell at Laguna Seca, sweeping the weekend with another pole position and victory on Sunday. Yahn Bernier (Ferrari of Seattle) improved from third on Saturday to runner-up in Race 2, and Chuck Whittal (Ferrari of Central Florida) fended off an eager Sureel Choksi (Ferrari of Denver) – who was forced to forgo Race 1 after an incident in qualifying – for the final podium spot.

While Coppa Shell ran a clean race, it was anything but for Coppa Shell Am. Roy Carroll (Foreign Cars Italia) started from pole, but found himself fifth after the first lap. He valiantly fought back to regain the lead from Dana Goodwin (Ferrari of Seattle), going on to win Sunday’s race. It was Goodwin, Jerri Walters (Ferrari of Vancouver) and Roger Monteforte (Ferrari of Central New Jersey) who vied for the remaining podium positions, but each driver had their own spins and lost valuable track position. While fighting for second and third place, Goodwin and Walters even collided in the final three minutes of the race, causing a yellow flag and moving Monteforte, Saturday’s winner, to second and his Ferrari of Central New Jersey teammate, Jeffrey Nunberg, to third.

488 Challenge Evo

Massimo Perrina (Ferrari of Seattle) proved yet again that late cautions could not disrupt his dominance, as he endured a six-minute shootout en route to victory just one day after experiencing nearly the same. Perrina and Jason McCarthy (Wide World Ferrari) finished 1-2 as they did on Saturday, while Marc Muzzo (Ferrari of Ontario) held off Logan Broughton’s race-long pressure to secure third place.

After relinquishing his lead during Saturday’s last-lap shootout, Gregory Hopkins (Foreign Cars Italia) learned from his errors on Sunday to secure the Coppa Shell victory. Hopkins passed Gerdas Venslovas (Continental AutoSports) mid-race for the top spot, while Venslovas finished second ahead of Saturday’s winner Richard Pineda (Ferrari of Washington) in third.

Canada Calls

Ferrari Challenge travels internationally for its next round, going north of the border for a pair of races at the Formula 1 Grand Prix du Canada in Montreal, Quebec. This will be the 10th year that Ferrari Challenge has participated at the event after its first visit to the circuit in 2013 and a two-year hiatus in 2020 and 2021 due to the coronavirus pandemic. Montreal will host the doubleheader on June 7 – 9 and all races, including replays from this weekend at Laguna Seca, are available on the Ferrari YouTube channel.

All content © 2024 Ferrari S.p.A.

Related video

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The gentle shimmer of the Cote d’Azur sun on the crystal clear waters of the Mediterranean. The shimmer of gold facades at designer boutiques lining the streets. The shimmer of heat haze exuding from exhaust pipes, working hard to cope with the demands of the most famed street circuit of them all. Everywhere you look, a shimmer of some sort can be seen.

Monaco, the tiny principality nestled between the Mediterranean and the imposing Alpes-Maritimes, is intrinsically linked with the storied history of F1 racing. The Grand Prix held here is considered one of the highest accolades in motorsport, forming part of the Triple Crown,  alongside the Indianapolis 500 and the 24h du Mans. The circuit, run exclusively on public roads, is a tight, treacherous and unforgiving 3.3km lap, with undulations and tight corners galore, unforgiving armco barriers lining the track, with the quickest lap times found by the brave, who dance closest to the armco, chasing each apex whilst breathing on barriers.

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McLaren started the 1973 Formula One season with drivers Denny Hulme and Peter Revson piloting the soon to be obsolete M19 while they waited for the highly anticipated and developed M23. By the third round of the year Hulme was equipped with the first chassis and for the following round both drivers had what was to be McLaren’s best Grand Prix car to date at their disposal. Little did they or indeed anyone know how successful the M23 would be but in that first year Hulme won in Sweden while Revson took his maiden victory at the British Grand Prix and what was to be his final victory at the Canadian Grand Prix.

The 1974 season saw the change from a Yardley livery to Marlboro and the M23 took a further four wins with Hulme and Emerson Fittipaldi, with the latter claiming the World Championship and McLaren their first Constructors’ title. McLaren continued upgrading the car as they learned more, and applied developments based on the sporting regulations. Despite entering their third season with the M23, 1975 saw further wins for Fittipaldi with Jochen Mass scoring his sole Grand Prix victory at the Spanish Grand Prix. For 1976, a lower airbox configuration and gutsy driving brought James Hunt the World Championship in one of the most memorable seasons ever. Despite now being at the end of its fourth year of Grand Prix racing the M23 was clearly still the car to beat at the front of Formula One.

Chassis No. M23-12

This car, M23-12, is the penultimate car of the 13 built and the last M23 built for “works” use. It was introduced for Jochen Mass to use at the 1977 US Grand Prix West held at Long Beach in California. A disappointing qualifying and retirement at just before half distance was a disappointing debut for the chassis but the following round at Jarama in Spain was far more fruitful for the German. Starting 9th, he battled his way up to fight the Wolf WR1 of Jody Scheckter for the final spot on the podium, narrowly missing out with the pair finishing less than three-tenths apart as they crossed the line. Denis Jenkinson described the battle as “valiant” in the Motorsport Magazine race report. Monaco saw another points finish with a 4th place for Mass and at the following race in Belgium M23-12 briefly lead before retiring with an engine failure. The 1977 Swedish Grand Prix represented the best result for M23-12 with Mass coming within eight seconds of winning the Grand Prix and taking a fine podium with a 2nd place finish. With the introduction of the M26, the final race for chassis number 12 was at the French Grand Prix where Mass finished in 9th place. The car was taken to the British, German, and Austrian Grands Prix where it was used in practice, but the team reverted to the newer M26 for qualifying and the races themselves.

Race History 1977

• USA GP West Long Beach, Jochen Mass, DNF
• Spanish GP, Jarama, Jochen Mass, 4th
• Monaco GP, Monte Carlo, Jochen Mass, 4th
• Belgian GP, Zolder, Jochen Mass, DNF
• Swedish GP, Anderstorp, Jochen Mass, 2nd
• French GP, Dijon-Prenois, Jochen Mass, 9th
• British GP, Silverstone, Jochen Mass, Practice only
• German GP, Hockenheim, Jochen Mass, Practice only
• Austrian GP, Österreichring, Jochen Mass, Practice only

Life after F1

In its current ownership M23-12 has enjoyed a “no expense spared” approach to preparation and has been campaigned competitively across Europe in the FIA Masters Historic Formula One Championship. With Austrian Lukas Halusa behind the wheel chassis number 12 captured the 2021 Masters Historic Championship. Preparation by Hall & Hall and skilled driving by Halusa saw weekend sweeps at Donington Park, Brands Hatch, and Silverstone with an additional round 10 victory at Spa that October. The car was also invited to the McLaren 60th Anniversary celebrations at the Goodwood Festival of Speed where it represented the marque in their dedicated class. Most recently the car was raced at the Grand Prix Historique de Monaco 2024, where it achieved a fantastic 4th place finish. As a 1976 specification M23, it runs as the youngest car in Serie E making it an attractive proposition for anyone looking to race at the front of the grid in the world’s most prestigious historic Formula One event.

Looked after by respected experts Hall & Hall in the UK, the car has a Geoff Richardson Ford-DFV engine which has just been refreshed to the tune of over £30,000, leaving any prospective buyer with a turn-key Grand Prix car to enjoy the balance of the 2024 race season and beyond. It is also offered with a handsome package of spares to include wheels, bodywork, wishbones, shock absorbers, and a host of running spares.

Additionally, it is supplied with a report from 3.0-liter Grand Prix car authority Allen Brown illustrating M23-12’s fantastic period history and known ownership history from new. With a proven contemporary track record, M23 chassis number 12 is an uncommon opportunity to acquire a rare and significant McLaren Formula One car.

Ownership History

• 1976-1978 Bruce McLaren Motor Racing Ltd
• 1978-1986 Harley Cluxton, USA
• 1986-2007 Steve Earle, USA
• 2007-2015 Richard Griot, USA
• 2015-2020 David Clark, UK
• 2020-Current Owner, UK

More information

For more information on the availability of this historic racer, go HERE

All content © 2024 Collectors Garage Ltd.

Example of M26 F1 Cosworth

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Continuous evolution

Even after the Type 35 was launched in 1924, Bugatti still chose the hard road. He was one of the first automobile manufacturers to understand the commercial benefits of publicity gained by racing – and winning – on Europe’s famous motor circuits and more established road tracks. But although Bugatti was extremely confident in the ability of his new car, he had no way of knowing that the Type 35 would go on to become the most successful race car of all time with 2,500 victories in its active period. What Ettore Bugatti did know for certain was that his rivals would not stand still and that he could not rest. He must continue to develop the Type 35 to deliver even greater performance.

Equipped with an eight-cylinder 1,991cc engine, in 1924 the first Type 35 mustered 90PS in race specification. By early 1926, the engine had been enlarged to 2,262cc. Badged Type 35T for Targa, the resultant performance upgrade enabled the new car to win the great Targa Florio road race in Italy, chased home by two smaller-engine Type 35 sister cars.

The pursuit of increased efficiency

“It’s no secret Ettore Bugatti’s first preference was for naturally aspirated engines and that he was not initially an enthusiast of supercharging because they were relatively inefficient,” explains Luigi Galli, Specialist for Heritage and Certification at Bugatti. “However, what may be less well known is that despite his preference for naturally aspirated engines, Bugatti was looking to the future and to forced induction, using superchargers, even before the Type 35 made its race debut in Lyon in August 1924.

“In fact, Bugatti applied for French patent number 576.182 for a ‘Compresseur ou pompe à palettes’ on 22 January 1924, for a rotary vane design which could deliver extra power on-demand when engaged by the driver, by forcing pressurized air into the carburetor. And one thing was certain, if Bugatti was going to use a supercharger, then he was going to do it his way.”

Supercharged

As a result, Ettore Bugatti developed his own Roots-type supercharger with prominent Italian engineer Edmond Moglia, but opted for a three-rotor configuration instead of the two-rotor design that was more common at the time. The supercharger was mounted on the engine’s offside. A pressure relief valve was mounted above the manifold and vented excess boost pressure through a corresponding hole cut into the bonnet.

In a further innovative step, the engine exhaust inlet manifold was heated by engine coolant. This meant that it warmed up much more quickly, for greater efficiency, while contributing to greater cooling capacity for the engine itself, a principle which is still deployed in engine construction today.

Type 35TC

Arriving in late 1926, the Type 35TC, named for Targa Compressor, evolved into the Type 35B in 1927. Represented by a larger radiator and cowling to allow for greater cooling, known as the ‘Miramas’ design, it produced up to 130PS, sufficient to propel the car to a top speed of more than 205 km/h (150 mph).

Type 35B

Further development of the car followed and by late 1930 the Type 35B had evolved to what many regard as its ultimate specification, with a twin-cam, two-valve per-cylinder engine. It also featured a twin fuel filler cap, upgraded suspension, wheels, brakes and tires and a lower-mounted supercharger relief valve. Bugatti’s determination to leave no detail overlooked in the pursuit of ultimate performance led to fine-tuning every element of the engine’s combustion system, including piston and cylinder head sculpting and even the use of aero-grade fuel to deliver 140PS.

Over a century later

Today, at Molsheim, inside the Bugatti Atelier, every Bugatti model is hand-assembled with the same relentless precision that Ettore applied to every detail of the Type 35. A century later and Bugatti’s designers and engineers are still pushing themselves exceptionally hard to develop the finest automobiles in the world.

All content © 2024 Bugatti

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The 2024 season welcomes the return of numerous racing favorites, including Andrew Morrow, who readies himself for a step up to the EU Challenge in 2024, and Tom Fleming, the EU Challenge rookie who went on to win the World Championship at Finali Mondiali in Mugello last October. With both drivers showing great talent, the stage is set for a hotly contested season opener.

Several exciting newcomers also make their debut in the series this year, hoping to seize the initiative and pilot their Ferrari 488 Challenge Evo race cars to victory in the final solus year for the 488 model, before the introduction of the new 296 Challenge in 2025.

Former Ferrari F1 racing driver Giancarlo Fisichella will also be in attendance during the race weekend, giving his support as a special advisor from race control. Both the Indy (Saturday) and GP (Sunday) circuits will be open across the race weekend which can be spectated live at the circuit or online at live.ferrari.com.

Five-round calendar

For the latest updates on the Ferrari Challenge UK race series, go HERE

All content © 2024 Ferrari S.p.A

 2003 Season action

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Spectacular demonstrations

On Saturday afternoon, Gerhard Berger returned to the cockpit of his 1989 Ferrari 640 Formula 1 car. The Ferrari, which raced in the 1989 F1 season with drivers Berger and Nigel Mansell, was the first to ever use a sequential paddle-shift transmission.

Sidecar Action

Eight modern racing sidecars went head-to-head across the weekend for the first time at the Goodwood Motor Circuit, showcasing the precise teamwork between driver and co-driver as they tackled the challenging combination of high-speed straights and tight turns around the track. Winning the spectacular Shoot-Out on Sunday afternoon was Todd Ellis and Emmanuelle Clement.

Tyrrell Shed

The historic Formula 1 building opened its doors to Members and Fellows of the Goodwood Road Racing Club for an exclusive preview at the Members’ Meeting. Once home to Ken Tyrrell’s Championship-winning Formula 1 racing team, the Tyrrell Shed housed its former creations the Tyrrell 001 and 008. Goodwood is delighted that the building has found a new, permanent home at the Motor Circuit. The Tyrrell Shed will officially open to the public at the Goodwood Revival in September.

Gordon Murray Automotive T.50s

The highly-anticipated T.50s  track-only hypercar made its global dynamic debut on Saturday, with four-time IndyCar Series Champion Dario Franchitti taking part in the two-car demonstration. Each year, Gordon Murray Automotive brings together an exceptional collection of cars at the Members’ Meeting  to celebrate Professor Gordon Murray’s extraordinary career in automotive design, with this year serving as no exception. The GMA paddock display showcased the story of the T.50s, alongside the T.33 Mule, with the Pit Lane Lawn display featuring a series of GMA cars and engines.

Around the event

The 81st Members’ Meeting saw a changing of the guard in the annual competition to win the House Shield. The event welcomed its new House Captains, World Touring Car Champion Andy Priaulx (Aubigny), nine-time Le Mans winner Tom Kristensen (Darnley), three-time British Touring Car Champion Gordon Shedden (Methuen) and IndyCar Champion Dario Franchitti (Torbolton).

From the hotly contested Tug-O-War to duck herding, there was something for everyone at the Members’ Meeting as guests competed to earn points for their respective Houses. A firm favorite amongst our Members, Fellows, and drivers, the House Games and racing over the weekend saw Torbolton take home the trophy with 19,877 points.

Auction Action

A collection of impressive and unique vehicles went under the hammer at the Bonhams|Cars Auction on Sunday afternoon. Among the catalog of vehicles on offer was the 1954 Bristol 45- Le Mans Sports Car World Championship-acing Coupé recreation, the 1936 Frazer Nash TT Replica Roadster, and the Crown Edition of the 2008 Mercedes-Benz SLR McLaren.

Festivities

Driving into sunset on Saturday evening, the Gordon Spice Trophy was followed by the start of the much-loved Members’ Meeting party. With a spectacular fireworks display and live music, the party was a real celebration for our Goodwood Road Racing Club Members and Fellows.

Photography by Jochen van Cauwenberge, Pete Summers and Nick Wilkinson.

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In addition to the Bentley celebrations, Festival visitors will be treated to a spectacle in the air, with daily flypasts from a Spitfire and Hurricane from the Royal Air Force Battle of Britain Memorial Flight. They can also enjoy free lunchtime pitlane walks, open access to the race paddock and car club anniversary celebrations, including the 60th anniversary of the Ford Mustang, and displays of cherished vehicles from dozens of car clubs.

The first of many to come

Bentley first took victory at Le Mans in 1924 – the second year the famous race was staged. Victory followed again in 1927, 28, 29 and 30, with Bentley’s domination ensuring that the names of the Bentley Boys – Woolf Barnato, Dudley Benjafield, Sir Henry ‘Tim’ Birkin, Frank Clement, Sammy Davis, John Duff, Glen Kidston and Bernard Rubin – became enshrined in motorsport history. Bentley withdrew from Le Mans in 1931 and didn’t return there until 2001, achieving victory there once more in 2003.

In pole position for the DHF Bentley celebrations will be the 2003 Speed 8 chassis 0004/1 and EXP Speed 8 Le Mans GT prototype chassis 002/1, both of which will be seen in track demonstrations on each day of the Festival. The first of just five Speed 8 chassis built, chassis 0004/1 made its racing debut at the 2003 Sebring 12 Hours, after undergoing extensive testing sessions at the start of that year, it. There it qualified second and finished fourth in the exceptionally capable hands of Tom Kristensen, Dindo Capello and Guy Smith. Chassis 0004/1 then headed for La Sarthe, where it set the fastest time in qualifying for the Le Mans 24 Hours. It was replaced for the race by chassis 004/5, which went on to achieve Bentley’s first victory there since 1930.

Speed 8 background

Built in 2000, as Bentley prepared for its first competitive appearance at Le Mans after seven decades, EXP Speed 8 chassis 002/1 was one of the development cars for Bentley’s 2001 assault on the crown. It was tested by James Weaver at Snetterton and Monza in 2000 and filmed at Le Mans in December that same year, before being run at Silverstone in January 2001 before preparation of the first of the race chassis.

In 2023 the Donington Historic Festival introduced a series of themed Q&A panel sessions. That year saw drivers and other motorsport figures from Ayrton Senna’s career take to the Q&A stage in a new development which proved highly popular. This year the sessions will mark the Bentley Le Mans centenary, with personalities related to that achievement chatting in a relaxed setting that’s sure to prove equally informative and entertaining.

In addition to the presence of two important representatives of the most famous race car of the modern Bentley era, the 2024 Donington Historic Festival will also see several examples of the type of period Bentleys which put the marque into the motorsport history books out on track in Motor Racing Legends’ ‘Mad Jack’ race for Pre-War Sports Cars. This ever-popular DHF highlight thrills fans of big, wooden steering wheels and spindly wire wheels as it brings together the oldest cars in the meeting, including Bentleys, Aston Martins, Frazer Nashes and Morgans. Some of these sprightly machines may have achieved their own centenary but the highly competitive racing shows that age has not slowed them down. The race pays tribute to Richard ‘Mad Jack’ Shuttleworth, winner of the first-ever Donington Grand Prix in 1935 in an Alfa Romeo Tipo P3. Famed for his exploits in racing cars and as a daredevil aviator, ‘Mad Jack’ would have made the perfect Bentley Boy.

With two days jam-packed with race action, track displays and parades, an open-access paddock and pitlane walks, a trade village, plus the presence of hundreds of cherished classic cars in displays staged by dozens of car clubs, the Donington Historic Festival has long been a ‘must do’ event in the historic motorsport calendar.  The caliber of drivers matches that of the caliber of cars, with past and present-day BTCC and Le Man’s names often seen on the entry lists.

Information

Go HERE

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The Lamborghini SC63 once again demonstrated its strong reliability by reaching the finish of the 12 Hours of Sebring, the second round of the IMSA WeatherTech SportsCar Championship and first competitive outing for the LMDh machine in the United States. The #63 Lamborghini Iron Lynx crew of Matteo Cairoli, Andrea Caldarelli and Romain Grosjean came through what is regarded as one of the toughest endurance races for machinery all season in a creditable seventh position, confirming the solid foundations on which to unlock further improvements. Faced with the unique demands of the former airfield terrain of the Sebring International Raceway, the only major issue for the duration of the 12 Hours was a loose door inside the final four hours with Grosjean at the wheel.

In GTD Pro, the #19 Iron Lynx partnership of Mirko Bortolotti, Franck Perera and Jordan Pepper claimed an unexpected last-gasp podium finish in third place, achieved on the final lap of the race due to a penalty for the #77 Porsche. The weekend was also a momentous occasion for Lamborghini, which was selected as the official safety car for the 12 Hours; the Urus Performante was a regular presence in the race with no fewer than 12 Full Course Yellow periods.

Free Practice and Qualifying

While the physically demanding Sebring International Raceway was not completely unfamiliar to the Lamborghini Iron Lynx team, the trio of practice sessions were always going to be a journey into the relative unknown for the SC63. The car’s first competitive outing on the notoriously bumpy circuit presented some early issues which were soon rectified; the #63 completed 18 laps and finished with the 10th quickest time. The team then undertook a qualifying simulation at the start of the second session, briefly taking the #63 to second in the standings with a best time of 1m49.492. Preparations were then wrapped up with a 90-minute third session under the lights.

Qualifying on Friday delivered another challenge as a lengthy red flag after the #6 Porsche crashed at Turn 1 meant that all but a few cars could only complete one flying lap. Cairoli was responsible for qualifying, and his best effort was good enough to put the #63 eighth on the grid for the 12 Hours.

The Race

Cairoli took the start and, despite dropping to the rear of the GTP field, stayed out of trouble on the opening lap and completed his first double stint aboard the SC63 in racing conditions. The early stages of the race were interrupted by several Full Course Yellow periods, but the reliability remained a strong point for the team as Cairoli, who had run as high as eighth, handed over to Grosjean in the third hour. With tire warming still a learning process, Caldarelli dropped some time to those ahead approaching the halfway stage but managed to keep the lap times of the #63 competitive.

A loose door forced the #63 into an unplanned stop with some four hours to go, momentarily going a lap in the process before gaining it back with a well-timed pit-stop during a FCY. Grosjean then fought valiantly to hold off the race-leading Porsche for around 10 laps to stay on the lead lap before coming in to switch with Caldarelli. Full Course Yellows continued to disrupt the rhythm in the final hour and helped the #63 to get back onto the lead lap once more. A further clean run in the last stint, and a spin for the Proton Porsche late on ensured the #63 finished a superb seventh place, just a few hundredths of a second behind the sixth-placed BMW.

Quotes

Matteo Cairoli: “I really didn’t expect this result, but I am really happy with what we achieved in this first official race for us in this car. I want to thank the whole team because they have never stopped working during the weekend. Finishing 20-seconds behind the winner, after 12 hours of racing and on a track like this, is an important result so we must enjoy it we will certainly be more competitive in the next rounds.”

Andrea Caldarelli: “It was a quite fun race, my first double stint we had a very good pace, and I was very confident with the car. At the end, I knew I would probably have to do a triple stint, so I took it quite easy to be sure and I didn’t know if we could make it to the finish but at the end, we were able to fight with the two cars in front of us which was a bit unexpected. To finish the race was our target, fighting was not really the target so to be able to do that is all down to the team.”

Romain Grosjean: “I am super happy with the result, we know that the Sebring 12 Hours is one of the toughest races out there, due to the track nature. It is a really positive step therefore, that we managed to finish the race and on the lead lap in P7. There is still a lot that we need to work on, and I am excited for the future.”

Rouven Mohr, Lamborghini CTO and Head of Motorsport: “First of all, let me say that I am delighted with the result of the #63, finishing seventh and on the same lap as the winner of the race is an incredible achievement. Of course, there is always things to do better, and we are aware that we need to close the gap to the front of the of the field, which is still quite far away at the moment. But we have put a lot of effort into this weekend and it has given us extra motivation to fight again in the next round. I want to give my congratulations also to the #19 car that achieved a podium in GTD Pro, thanks to their hard work and never-give-up approach.”

All content © 2024 Lamborghini Automobili

Video Highlights

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The Jaguar C-type holds profound significance in automotive history, epitomizing the golden age of sports car racing in the 1950s. Designed by Jaguar’s visionary engineer, William Heynes, the C-type introduced revolutionary aerodynamics and disc brake technology, setting new standards in performance and safety. Its sleek design and lightweight construction contributed to its dominance at prestigious races like Le Mans, where it secured consecutive victories in 1951 and 1953. Beyond its racing triumphs, the C-type’s enduring legacy lies in its influence on future Jaguar models and its status as an icon of British engineering excellence and motorsport heritage.

Chassis XKC 006 Highlights

• The first Jaguar C-Type for Ecurie Ecosse and Ian Stewart
• Victorious debut at the 1952 Jersey International Road Race
• Two successful period race seasons with Ecurie Ecosse
• Regular entrant at Goodwood Revival and more, prepared by CKL Developments
• Retains original engine and accompanying race engine
• First delivered to Ian Stewart, this was the first Jaguar C-Type for Ecurie Ecosse (Scotland’s world-beating privateer racing team) driven from the factory to the first of many victories at the Jersey International Road Race of 1952.

Ian Stuart

A true gentleman of the sport, Ian Stewart was one of the original three Ecurie Ecosse owner-drivers of 1951, with his XK120 being the first to carry the team’s attractive metallic blue. Born in Edinburgh to a family interested in farming and the licensed trade, his relaxed driving style was extremely quick, and he twice raced for the Jaguar works at Le Mans in 1952 and 1953, partnered with Peter Whitehead.

With his XK120 successes gaining the attention of Jaguar’s Lofty England (“a very polished driver and the most promising one on Scottish circuits”), Stewart was offered one of the first three customer C-Types to leave the factory. Not seeing how to pay, the offer was a “terrible dilemma” in Stewart’s account. However, with persuasion from Ecosse patron David Murray the XK was sold and the balance borrowed from Northwest Securities. Stewart was just 22 years old, recalling later that when his father found out he “went through the roof,” marching down to David Murray’s office and forcing him to buy the C-Type. With that fiscal contrivance, XKC 006 was dispatched on 4 July 1952 and registered JWS 353, becoming the first of the famous Jaguar C-Types of Ecurie Ecosse.

Pre-race shakedown

Mere days before its first race, Stewart had collected the new C-Type from the factory, painted racing green, completing the running-in on the Jersey backroads. In Stewart’s words: “I set off from the works with some trepidation. As I was driving off Lofty England said ‘See you win.’ I was filled with foreboding and determination, his words ringing in my ears, but this was soon forgotten in the joy of the drive. A brand-new C-Type smelling of fresh paint without a single rattle was quite something. I will never forget the noise – a combination of the deep exhaust note, and a peculiar ‘zinging’ resonance in the bodywork you don’t hear in other cars. I reached the ferry in a mood of complete euphoria…”

Maiden Voyage

On its racing debut in the Jersey Road Race, Stewart scored a roaring victory, seeing off competition including George Abecassis and Reg Parnell, each aboard a new Aston Martin DB3, and teammates Sir James Scott Douglas and Bill Dobson, close behind in their XK120s. A very successful 1952 followed for Stewart and XKC 006, including 1st places at Charterhall, Crimond, and Turnberry, in the Wakefield Trophy at the Curragh, Charterhall, Goodwood, and Castle Combe, where Stewart defeated Stirling Moss in another C-Type as well as Roy Salvadori in an Aston. Before the Goodwood race, Stewart’s C-Type was repainted in the team’s now-famous Flag Metallic Blue, in its early and deepest shade.

More victories in 1953

For 1953 XKC 006 continued her successes with Ecurie Ecosse and Stewart, also appearing with “Jock” Lawrence from Cullen, and Ninian Sanderson, a motor trader from Glasgow, and with Ron Flockhart, winner of the 1956 Le Mans 24H. Highlights for 1953 included wins at Charterhall, Ibsley, and in three races at Snetterton. She appeared with Sanderson in the Easter Handicap at Goodwood, placing sixth, and again at Charterhall in August. With Ecurie Ecosse acquiring the ex-works C-Types, JWS 353 was advertised for sale in November 1953. Sadly, Ian Stewart’s very promising career was cut short after an injury in Argentina drew an ultimatum from his father – racing or farming. Hanging up his helmet, his exceptional record established a solid claim to be the best Ecurie Ecosse driver until Jackie Stewart. Later in life, while managing the family businesses, he kept fast cars and became a northern agent for Maranello Concessionaires.

XKC 006 was acquired by Hans Davids of the Netherlands, a well-known motorcycle racer who became the Dutch national champion before the war. Davids continued her period competition history for the 1954 season, including a win at Spa (from which a splendid photo survives of the C-Type covered in silverware and garlands), with other appearances at Silverstone, Zandvoort, Oulton Park, and more.

1955 and beyond

By March 1955, this C-Type returned to Britain, with Brian Corser acquiring her for sprinting events and a further British ownership appearing in mostly hill-climbing events. An American sojourn followed from 1960, with David Bevier of New York and then Robert Allen, who apparently used her on weekends and for occasional drives to work.

She returned to Britain in 1973 via Dan Margulies, joining well-known collector Bill Lake, who commissioned a sympathetic but thorough restoration by Lynx around 1975, the first overseen by renowned expert Chris Keith-Lucas. Remembered as favorably original and complete, works included a return from green to Flag Metallic Blue, with the cellulose paint commissioned from original manufacturers Ault & Wyborg of Glasgow. With the precise shade oft-debated, XKC 006 is most likely to be right.

Remaining in family ownership for over three decades and later passing to Bill Lake’s son, she was eventually sold via a major auction house in the mid-2000s, essentially unchanged and unspoiled. Later, with American industrialist and financier Bill Binnie, she was race-prepared and gained a second engine, also offered today.

Fiskens stewardship

Acquired through Fiskens in 2010, XKC 006 joined one of the most prominent and outstanding collections of competition Jaguars and has again been seen competing at Goodwood and other events, seemingly “remembering her way round” the circuit she first raced in the early 50s. Wearing her two identifying “corporal” stripes across the nose and cared for by experts CKL Developments, she remains in outstanding order, presenting with an utterly seductive level of attractive patination.

Presented as part of our Ecurie Ecosse collection and with a fresh report by CKL’s Chris Keith-Lucas, this highly important Ecurie Ecosse C-Type would be a prize for any of the world’s greatest collections. Sure to draw admiring crowds at any of the best events, she is eminently suited for racing at Goodwood and other circuits.

All content © 2024 Fiskens Ltd.

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Revealed just three weeks ago alongside its ‘Brothers in Speed’ – the Vantage GT3 racer and AMR24 F1® challenger – the new Vantage is an authentic, unadulterated celebration of pure performance, engineered to deliver maximum thrills with maximum confidence and perfectly reflects the most dynamic period in Aston Martin’s 111-year history.

Marco Mattiacci, Global Chief Brand and Commercial Officer of Aston Martin

“The Vantage is the very essence of the Aston Martin brand, so to see the fastest, most driver-focused Vantage yet play such an important role in the prestigious FIA Formula One World Championship is a source of great pride for us. For brand awareness, there is no global, high-octane sporting series that can match F1®. Building on the natural synergies between the sport and Aston Martin, racing fans will not only see the Aston Martin Aramco Formula One® Team AMR24’s on track but also two of our most exciting performance models, Vantage and the award-winning DBX707.”

Twin-Turbo mill

Powered by a potent, hand-built 4.0 Twin-Turbo V8 engine, the new Vantage is the fastest of its breed, delivering a 30% increase on power over the previous model, ensuring the Vantage Safety Car is quick off the line, every time. Such is the performance of the new road-going Vantage, it required no engine upgrade, no changes to its cooling system and no upgrade in braking performance to adapt it for its role as FIA Safety Car. It was born for this role.

Bernd Mayländer, FIA Safety Car Driver, comments

“It is a pleasure to drive the Aston Martin Vantage. The car comes from an incredible bloodline and this newest version is the fastest yet. My first impressions were very positive as I could immediately feel the improvement in handling and, of course, power. We need a car that is fast and focused so we can respond quickly and safely when we receive the call for on-track deployment and Vantage provides that. I have enjoyed driving Vantage during the past three seasons and I’m happy to now be one of the first to drive the new Vantage and experience its full performance pedigree on the world’s greatest circuits.”

The new Vantage, the most sporting model in Aston Martin’s portfolio, has gone through a rigorous process to become an Official FIA Safety Car of Formula 1®. To provide maximum attack on the race track, this unique car has additional, modified underfloor aerodynamics, along with an extended and profiled front splitter. For extra downforce a new rear wing has been specifically fitted in a bespoke position with a tuned Gurney. The FIA lightbar has also received new aero-profiling as every millisecond of performance is vital whilst leading the pack of F1® cars with rapidly cooling tires.

Safety Systems

Inside the Vantage Safety Car sits a plethora of systems to assist the driver and passenger in their roles. The production seats have been replaced by Pole Position Seats to keep FIA Safety Car driver Bernd Mayländer and his passenger firmly in place as they circulate at speed. A bespoke center console is fitted with switchgear to work the FIA systems, along with screens showing live lap times, the track positioning of all of the cars, and a rear-view camera. Although functional, the Safety Car is still an Aston Martin so the interior has been finished in a unique Lime Essence trim in a nod to the marque’s own racing colours.

The Vantage Safety Car and DBX707 Medical Car will make their 2024 debut at this weekend’s FORMULA 1® STC SAUDI ARABIAN GRAND PRIX. As in previous years, the cars will be painted in the same Aston Martin Racing Green colors as the Aston Martin Aramco Formula One® Team cars.

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1952 and 1953 were watershed years for Scuderia Ferrari, notable not only for what the team was able to achieve, but also the surrounding circumstances. By the start of the 1952 season, the once-formidable Alfa Corse team had faded, and the British-based BRM remained the only credible challenge to an expected romp by Maranello. When BRM withdrew from competition early in the season, the FIA had little choice but to cancel Formula One altogether for the foreseeable future. Setting its sights on a new formula to commence in 1954, the FIA elevated Formula Two as the determining series for the World Drivers’ Championship for the years 1952 and 1953, making Formula Two the highest level of racing for those two years.

Enzo Ferrari was well prepared for this eventuality, for by late 1951 Maranello was already testing a new naturally aspirated 2-liter inline-four-cylinder engine in monoposto form, with very promising results. Chief engineer Aurelio Lampredi had steadily advanced the concepts of simplicity and reliability, and his latest engine was a masterful study in these qualities, featuring a 65% reduction in moving parts and weighing 92.8 pounds less than the outgoing Colombo-designed Tipo 166 V-12. Featuring dry-sump lubrication, the new Tipo 500 engine was ignited by dual sparkplugs powered by twin magnetos and fed by two twin-choke Weber carburetors, combining to develop an impressive 170 horsepower—an improvement of 15 horsepower over the outgoing Tipo 166. In short, the inline-four was lighter, more reliable, and more powerful than its predecessor.

The new 500 engine was mated to a four-speed transaxle and dropped into an equally simplified and reliable short-wheelbase chassis of 2,160 millimeters, equipped with independent double-wishbone front suspension, a De Dion rear axle, and capable drum brakes, all clothed in minimalist monoposto coachwork. Weighing a svelte 1,235 pounds, the new 500 F2 had a top speed of over 149 mph, making it a clear favorite among Formula Two competitors.

Highlights

• Ultra-rare early 1950s Ferrari Formula One example
• Sister car to Ferrari’s first World Championship-winning car, the extremely successful 500 F2, which took Alberto Ascari to back-to-back World Championships in 1952 and 1953
• Factory-upgraded to 625 F1 specifications in early 1954
• The first Ferrari campaigned by the Belgian national team Ecurie Francorchamps
• The only Ferrari monoposto ever raced by the legendary Marquis Alfonso de Portago
• Retained for over 15 years in the prestigious Bardinon Mas du Clos Collection
• Matching-numbers engine example recently emerging from over 20 years of single ownership
• Documented with Ferrari Classiche inspection report and history by Marcel Massini

The beloved Alberto “Ciccio” Ascari, one of the day’s most popular drivers, led a team consisting of Nino Farina, Piero Taruffi, and Luigi Villoresi, and during the next two years they established a dominance that has rarely been matched. During the 1952 and 1953 seasons the 500 F2 won an astounding 30 out of 33 races in which it participated, and Ascari became Ferrari’s first Drivers’ Champion—actually becoming a back-to-back Champion—while Farina and Taruffi finished 2nd and 3rd in Championship driver’s points in 1952.

Maranello built six of these remarkable factory team cars during the model’s two-year reign, all stamped with three-digit numbers ranging from 001 to 006. Midway through the first season the company began offering privateer versions to preferred racing clients, and five such cars were built with standard even-numbered competition chassis numbers. Referred to as “starlet” cars in Italy, these privateer examples performed nearly as well as the factory cars, exemplified by Rudi Fischer’s 4th-place standing in 1952 Championship driver’s points.

Within a couple years the factory had upgraded most of the 500 F2 examples with 2.5-liter engines, effectively rebranding them as 625 F1 monopostos, and these cars joined the new 553 Squalo in 1954 Formula One competition (only to be outclassed by the sensational Juan Manuel Fangio, who drove Maseratis and the revolutionary Mercedes-Benz W196 to the 1954 Drivers’ Championship). In addition to being the cornerstone of two of the Scuderia’s most successful years ever, the 500 F2/625 F1 examples were the forerunners of the inline-four-cylinder sports cars that performed so admirably during the mid-1950s, including the 500 Mondial, the 750 Monza, and the 500 and 625 TRC Spiders.

Chassis 0540

This incredibly rare early Formula One car began life as chassis number 0208F, the fourth of the five starlet 500 F2 examples. Purchased new by the future preferred client and Belgian marque distributor Jacques Swaters, the car was the first Ferrari ever raced by Ecurie Francorchamps. The 500 was campaigned in 17 events during 1952 and 1953, twice finishing as high as 2nd place (at the 1953 Helsinki Grand Prix and the 1953 GP Frontiers) and notching an impressive overall victory at the 1953 AVUS Grand Prix. For 1954, the Formula One championship had shifted back to F1 qualifications, and as a result most of the surviving 500 F2 cars were sent back to Ferrari and upgraded to 625 F1 specifications in order to participate in the various F1 events; such was the case for this car as part of its rebuild at Ferrari. Ecurie Francorchamps then ran the car at seven more races during 1954 before trading the car back to the factory for a 750 Monza.

All of the surviving Scuderia Ferrari Works 500 F2 cars were re-numbered from their three-digit Works chassis numbers to four-digit even-numbered cars and resold to privateers in 1954 in 625 F1 specification. This car followed a similar path and, according to the research of Ferrari Historian Marcel Massini, after being renumbered as chassis number 0540, the 625 F1 was sold to the legendary Marquis Alfonso de Portago in early 1955. Portago campaigned 0540 in four Formula One events during 1955, at Turin, Pau, Bordeaux, and Silverstone, finishing as high as 8th place at the Pau Grand Prix in April.

In late 1955 the Ferrari was purchased by the celebrated British engineer Donald Healey. Five years later he sold the 625 to fellow Briton Ian Sievewright, who campaigned the car once at the Shelsley Walsh national speed hillclimb in August 1964 before selling it in 1967 to the most prestigious Ferrari collection ever assembled, Pierre Bardinon’s Mas du Clos collection. After undergoing a partial restoration in the late 1960s, the car remained with Bardinon through the 1970s, and he sold the 625 in 1983 to Jacques Setton of Paris. Setton retained possession for 10 years before selling the car through Uwe Meissner’s Modena Motorsports to Pierre Fandel of Bitburg, Germany. Mr. Fandel then ran the Ferrari for three consecutive years (1994 through 1996) at the Meissner-Fandel meeting at the Nürburgring, the final year of which the car was piloted by former factory team driver Maurice Trintignant (who had won the 1955 Monaco Grand Prix in one of the sister cars).

Acquired by Carlos Monteverde in the late 1990s, the 625 was sold in 1998 to David Vine of Plymouth, England, and he enjoyed the car at various vintage events including the Goodwood Festival of Speed, the Goodwood Revival, the Monaco historic races, and Coy’s Historic Race Festival. In December 2000 the rare Ferrari was purchased by a collector based in Cologne, Germany, and he stewarded the car through 21 years of fastidious care, contributing to its current impressive state. In April 2022 the 625 was inspected by Ferrari Classiche, and the inspection report on file indicates that the car is stamped with the correct chassis and engine numbers, and that the gearbox is the correct type. It is rare enough to have an opportunity to purchase one of these extraordinary early Ferrari Formula One cars, and a car of this level of originality should be at the top of the most discerning collectors’ lists.

Representing one of the most dominant periods in Scuderia Ferrari history, including Ferrari’s first Drivers’ World Championship, and claiming important ownership provenance and racing use by Jacques Swaters’ Ecurie Francorchamps and the legendary Marquis de Portago, this extremely rare 625 F1 would make a fabulous addition to any collection. It is eligible for the some of the most exclusive vintage racing events worldwide, and can expect a warm welcome at premiere concours d’elegance. It invites admirers to indulge in its brilliant engineering mandate, fostered by the genius of Aurelio Lampredi, and employed to such overwhelming success by the luminary Alberto Ascari.

Now available

For more information, please go HERE

All photos Remi Dargegen © 2024 Courtesy of RM Sotheby’s

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Ettore Bugatti

Ettore Bugatti possessed such a mind. Born into a family influenced by the arts, design and creativity for centuries, Bugatti’s interests were numerous and diverse, and his knowledge was extensive. Although he had many successful projects to his name before he created the Type 35, Bugatti was not a trained engineer.

Perhaps, in the case of the Type 35, the lack of formal training was an advantage, not an obstacle. If Bugatti had been tutored in traditional automotive engineering, he might not have pushed the boundaries quite so far with the Type 35. And he would certainly not have created the beautiful design attributes integral to each technical innovation on the car. That the Bugatti Type 35 did break new ground to such startling and never-before-seen depths was instantly apparent to all observers in 1924.

Technical Innovation

Where other cars towered high above the ground, the Type 35’s bodywork sat low and sleek; where other cars sported wired wheels, the Type 35 rode on cast alloys – to reduce unsprung mass – with the brake drum mounted integrally in an equally revolutionary manner; and where other cars had their rear suspension exposed, on the Type 35, it was neatly encapsulated within the aluminum alloy paneled ellipsoid body. Although aerodynamics may have been a little understood science at the time, this pioneering approach further enhanced the low-drag nature of the bodywork.

Eight-Cylinder Mill

The Type 35 debuted with a 2.0-litre in-line eight-cylinder, thin-wall 24-valve engine, which was subsequently enlarged to 2.3-litres and supercharged. The pioneering application of an aluminum crankshaft supported by two roller bearings and three ball bearings enabled the engine to rev up to 6,000 rpm and deliver 90 PS – class-leading performance for the day.

Weight Reduction

Ettore Bugatti was acutely aware that superior performance was generated not solely by the addition of horsepower but also by the removal of weight. His dedication to ensuring every component was fabricated as light as possible without compromising functionality or reliability led to a vehicle weight of just 750 kg. The numerous measures Bugatti took to achieve his goal included the development of a new lightweight hollow front axle with sealed ends. The configuration of the rear axle was equally game-changing. Unlike conventional axles, it did not run ‘straight’ but dipped in the middle to fit around the chassis, rising at its ends to connect with the wheel hubs.

More agile than before

Such innovations helped keep both the car’s height and weight low. Combined with the precision-engineered and calibrated steering system and a lightweight chassis incorporating the engine as a stressed load member, the Type 35 unlocked never-before-seen levels of agility, response and sheer driving pleasure.

Beautifully balanced cable-operated drum brakes and a petrol tank pressurized to optimize fuel flow were further elements engineered by Bugatti to enable drivers to exploit every ounce of the Type 35’s performance on the road and track and show the chasing pack a clean pair of heels on more than 2,000 occasions and counting.

Conclusion

At its launch in 1924, the Bugatti Type 35 served as a lodestone for the automotive industry, utterly transforming how vehicle design and engineering were perceived. A century later, its impact and allure have not diminished. The Type 35 is central to the marque’s DNA, along with the Bugatti Atlantic and the Bugatti Royale. Every automobile that Bugatti builds holds true to the design and engineering values of Ettore Bugatti so exquisitely expressed in the Type 35 one hundred years ago.

All content © 2024 Bugatti

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• Four-cylinder engine with a displacement of 21.5 liters and 147 kW (200 hp)
• Magic mark of 200 km/h is broken at Brooklands in 1909
• In 1911 a new world record in the USA
• With 228.1 km/h twice as fast as an airplane of the time

Join us as we take a brief look at some of the more intriguing aspects of this record-setting automobile.

Arrow-shaped

Powerful and fast – that’s how the Benz 200 PS “Blitzen-Benz” looks. The designers made the bodywork as aerodynamic as possible nearly 115 years ago without the benefit of a wind tunnel. Its basic shape resembles a cigar. The rounded radiator grille divides the airstream at the front, and it flows smoothly over the elongated rear end. The driver crouches low down in the cockpit. Slim is the seat for the riding mechanic, slim are the tires on the wooden spoked wheels with aerodynamic cladding. Other features are also suitably streamlined.

Powerhouse

Four large-diameter exhaust pipes protrude from the bonnet. They suggest an ample power output. Exhaust silencer? No chance – the fast “Blitzen-Benz” is thunderously loud. Large gear wheels and strong chains transmit the power to the rear wheels. The engine is started using a crank handle at the front of the vehicle.

Pushing boundaries

Redefining the limits was the task of the Benz 200 hp “Blitzen-Benz” in 1909. It was the first combustion engine car in the world to break the magical 200 km/h barrier and set the world speed record for road vehicles. This and subsequent achievements made it world-famous. Only six examples of the “Blitzen-Benz” were built. Four still exist. The Mercedes-Benz Museum has one on display in Legend Room 7:  Silver Arrows – Races and Records.

Success

At the turn of the 19th to the 20th century, Benz & Cie. was the largest car manufacturer in the world. The vehicles from Mannheim enjoyed an excellent reputation. They were considered suitable for everyday use, reliable and affordable – requirements personally laid down by Carl Benz himself. He thought they did not necessarily have to be the fastest and most powerful. However, the competition, and not least Daimler-Motoren-Gesellschaft, saw things differently. DMG skilfully exploited the racing success of its vehicles for advertising purposes. Benz was in danger of losing market share.

Major rethink

The company decided to make a U-turn. With a clear objective: the fastest car in the world was to come from Mannheim. Faster than any other means of transport at the time – including the railway and the airplane. Expressed in figures, this meant that the vehicle should be easily capable of exceeding 200 km/h; after all, record-breaking trains were already travelling at 210 km/h in 1903. And, in 1906, a steam car managed 205.44 km/h. The Blitzen-Benz was to first surpass these figures and then completely eclipse them.

Powerpack

Work on the new car commenced in early 1909. It was to be based on the engine of the Benz 150 hp Grand Prix racing car, but that was not enough for this ambitious project. The displacement of the four-cylinder engine was therefore increased to 21.5 litres. It ultimately delivered 147 kW (200 hp) at 1,600 rpm – the gigantic power unit weighed 407 kilograms. Following the company’s convention at the time, indicating the power rating in horsepower, the racing car was named the Benz 200 PS.

Setting records

The feverish effort was rewarded. 205.666 km/h over half a mile and 202.648 km/h over one kilometre, both with a flying start – these average speeds were achieved by works driver Victor Hémery on 8 November 1909 on the racetrack in Brooklands. The magic 200 km/h barrier was broken for the first time in Europe, and for the first time ever with an internal combustion engine. Brooklands had been opened in 1907 as the world’s first purpose-built motor racing circuit, with banked curves.

All change

The Benz 200 PS used at Brooklands still had the bodywork of the 1908 Grand Prix car. But the car is already pushing the known boundaries. It soon became clear that the racetracks in Europe were not suitable for the speeds that the overpowered car with its new streamlined body was aiming for. The “Blitzen-Benz” needed very long straights to show its potential. So Benz & Cie. went to the USA.

Attraction

In 1910, the record-breaking car was shipped to America. Its owner Ernest “Ernie” Moross called it the “Lightning-Benz”. Translated into German, the name “Blitzen-Benz” established itself soon afterwards. On 16 March 1910, Barney Oldfield reached 211.97 km/h over the mile with a flying start on the dead straight Daytona Beach track. Afterwards, Oldfield used the Blitzen-Benz at show events and demonstrated it to thousands of spectators in America.

More to come

The Benz 200 PS could do even more. On 23 April 1911, also in Daytona Beach, Robert R. “Bob” Burman achieved 228.1 km/h over the flying mile with the further improved racing car. Another world record. It was twice as fast as an airplane back then and faster than any car or rail vehicle of the time. The “Blitzen-Benz” remained the fastest car in the world for another eight years. The record established by the famous vehicle from Mannheim was not broken until 1919.

The post The “Blitzen-Benz” remembered appeared first on Sports Car Digest.

The Mercedes-AMG PETRONAS F1 Team and Lewis Hamilton will part ways at the end of the 2024 season. Lewis has activated a release option in the contract announced last August, and this season will, therefore, be his last driving for the Silver Arrows. The news brings an end to what is currently a 17-year relationship in F1 with Mercedes-Benz and an 11-year partnership with the works team.

Toto Wolff, Team Principal & CEO, comments

“In terms of a team-driver pairing, our relationship with Lewis has become the most successful the sport has seen, and that’s something we can look back on with pride; Lewis will always be an important part of Mercedes motorsport history. However, we knew our partnership would come to a natural end at some point, and that day has now come. We accept Lewis’s decision to seek a fresh challenge, and our opportunities for the future are exciting to contemplate. But for now, we still have one season to go, and we are focused on going racing to deliver a strong 2024.”

Lewis Hamilton comments

“I have had an amazing 11 years with this team and I’m so proud of what we have achieved together. Mercedes has been part of my life since I was 13 years old. It’s a place where I have grown up, so making the decision to leave was one of the hardest decisions I have ever had to make. But the time is right for me to take this step and I’m excited to be taking on a new challenge. I will be forever grateful for the incredible support of my Mercedes family, especially Toto for his friendship and leadership and I want to finish on a high together. I am 100% committed to delivering the best performance I can this season and making my last year with the Silver Arrows, one to remember.”

Official Ferrari statement

“Scuderia Ferrari is pleased to announce that Lewis Hamilton will be joining the team in 2025, on a multi-year contract.”

Photos courtesy © 2024 Mercedes-AMG-Pertronas F1 / Ferrari S.p.A

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Success on track

The 250 TR achieved many racing successes, with variations winning 10 World Sports Car Championship races, including the 24 Hours of Le Mans in 1958, 1960, and 1961, the 12 Hours of Sebring in 1958, 1959 and 1961, the Targa Florio in 1958, the 1000 Km Buenos Aires in 1958 and 1960 and the Pescara 4 Hours in 1961. These results led to World Sports Car Championship constructors’ titles for Ferrari in 1958, 1960, and 1961.

Limited production

In total, thirty-three 250 TRs of all types were built between 1957 and 1962. Included in this total are 19 “customer versions” of the 250 TR sold to independent racing teams. All customer cars had left-hand drive Scaglietti “pontoon fender” bodies and live rear axles. They did not benefit from the continual improvements to Scuderia Ferrari cars, although many independent teams modified their 250 TRs or purchased ex-Scuderia Ferrari cars in order to stay competitive.

Engine

The 250 Testa Rossa engine was based on a Colombo-designed 3.0L V12 used in 250 GT road and racing cars. No less than six two-barrel Weber 38 DCN carburetors were used to mix air and fuel. The cylinder heads used single overhead cams, two valves per cylinder, and helical double-coil valve springs (a first for Ferrari). The helical valve springs were much smaller than previously used torsion springs, allowing the cylinder heads to be strengthened and secured with 24 studs rather than 18 in the previous 250 engines. The cam covers were painted bright red, the source of the name “Testa Rossa” (literally, “Red Head”). This tradition and name originated with the 500 TR.

Chassis, brakes and suspension

The 250 Testa Rossa used a tubular steel spaceframe chassis similar to that used in the 500 TR. All 250 TRs used independent front suspension with coil springs. All customer cars had live rear axles. Pre-1960 factory team cars used either live or de Dion rear axles, while the 1960 250 TRI60 and 1961 250 TRI61 used independent rear suspension.

1957 and 1958 250 TRs were equipped with drum brakes on all four wheels. Enzo Ferrari insisted on the use of drum brakes in the early 250 TRs as he believed they were more reliable and predictable in how they faded compared to more powerful but relatively new disc brakes. Drum brakes were unpopular with drivers as they required tremendous physical exertion to operate due to the lack of servo assist and the extremely hard, long-lasting pads used for endurance races. Despite the extensive air cooling used in the 1958 “pontoon fender”-bodied cars, drum brakes were still subject to heat-induced fade and were finally replaced with Dunlop disc brakes in all Scuderia Ferrari cars for the 1959 race season.

Bodywork and interior

For the 1958 250 TR, new bodywork was developed in collaboration between Scaglietti and Chiti with several innovations on the previous 4-cylinder Testa Rossa body. Instead of the conventional fully enclosed front end, the new body had a distinctive cut-away nose reminiscent of a Formula 1 car. The protuberant central air intake was now flanked by deep channels and the headlights were set into nacelle- or pontoon-like fenders that enveloped each front wheel. The purpose of this design was to funnel cooling air inwards towards the brake drums, mitigating the persistent problem of heat-related fade. The lower body was recessed inwards behind the front wheels to vent heat from the brakes and exhaust.

The distinctive cutaway-nose bodywork of the 1958 cars became the most iconic 250 TR style and was used on all cars sold new to private customers. This resulted in the colloquial name for early Scaglietti-bodied 250 TRs: “pontoon fender.” Despite their radical appearance, racing and test runs soon showed that this design generated a significant amount of aerodynamic drag and high-speed instability. This was especially noticeable when competing on high-speed courses such as the Circuit de la Sarthe against more aerodynamic cars such as the Maserati Tipo 61 and Jaguar D-Type. As a result, the Scaglietti bodywork was soon revised and various alternative styles were created from 1958 through 1961. Even during 1958, some Scuderia Ferrari cars were equipped with more conventional bodies in the style of the 1957 prototype.

Now available

This particular 250 Testa Rossa, chassis no. 0738 TR, is one of only 19 special examples bodied by the renowned Italian coachbuilder Sergio Scaglietti. With nearly 20 period races and four overall victories, 0738 TR was active in competition for over a decade. In recent years, it has benefited from a full restoration at Ferrari Classiche, where it was granted full Red Book Certification. It is one of few TRs retaining its matching engine and gearbox.

With a valuation between $34,000,000 and $38,000,000, this automobile is surely destined for the world’s most distinguished collections. To ensure discretion and confidentiality, we are hosting this exclusive event through Sotheby’s Sealed, allowing clients to bid competitively in a private setting. The auction will take place 21-23 February via Sotheby’s Sealed.

For more information on this exceptional offering, please go HERE

All content © 2024 Sotheby’s Sealed

Various Ferrari 250TRs reviewed on YouTube

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A fixture in development and ambassador to the U.S.

Herbert Linge has been, and will always be, an integral part of Porsche’s history. He was one of the company’s very first apprentices and in the late 1950s was the man who suggested to Ferry Porsche that a site near his hometown of Weissach and the neighboring settlement of Flacht be used for testing and development.

“We are saddened by the news of Herbert Linge’s death,” says Michael Steiner, Member of the Executive Board for Research and Development. “Not only was he a Porsche man from the very beginning, but also a friend for many decades. We would like to thank him for his commitment as a racing and rally driver, as a source of ideas and as a technician. Linge was a visionary and one of the great characters of the Weissach Development Centre. He played a leading role in establishing an aftersales network in the US and was particularly committed to safety in motorsport. We and the global Porsche family will never forget him.”

Dr Wolfgang Porsche, Chairman of the Supervisory Board of Porsche AG, adds: “Herbert Linge knew my grandfather personally. Thanks to colleagues like him, Porsche was able to re-establish and internationally expand its business activities in Stuttgart with my father Ferry. For that, we are very grateful. Our thoughts are with his family.”

Early beginnings

Born on 11 June 1928 in Weissach, Herbert Linge received his first Porsche ID card on 7 April 1943 at the age of 14. Six years later, he was the first mechanic employed by Porsche after it moved from Gmünd to Stuttgart. Until his death, Linge was one of the few remaining people to have known Ferdinand Porsche personally. He was involved in the development of the first Porsche 356 built in Stuttgart. The company’s early sports cars were not delivered until Linge had test-driven them. From 1952 onwards, he travelled regularly to the US to set up a nationwide aftersales network. As many employees were encouraged to make the most of their various skills in the early years of the sports car manufacturer, Linge was able to prove himself as a development driver. He was valued by racing drivers and colleagues as a gifted mechanic and analyst as well as showing a talent for racing himself. His co-drivers would rave about the precision with which he drove sports cars, while others admired him for his level-headedness and the fact that nothing could rattle the swift Swabian.

Iconic races and a stint as a double for Steve McQueen

Herbert Linge was awarded the Mexican Order of Merit for three consecutive class victories as a co-driving mechanic in the Carrera Panamericana from 1952 to 1954. Seated alongside Hans Herrmann, the pair secured a class victory in a 550 Spyder at the Mille Miglia in 1954 – a race that would become the stuff of legends after the duo were forced to duck down to pass under the closing barrier of a railway crossing. Linge went on to celebrate further class wins not only at the Mille Miglia, but also at the Targa Florio. He finished as the overall winner of the 1954 Liège-Rome-Liège Rally, the 1960 Tour de Corse and the 1967 Marathon de la Route at the Nürburgring. He started 11 times at the 24 Hours of Le Mans, with eight rankings and several class wins. In 1965, together with Peter Nöcker, he won the Index of Performance award at Le Mans for the most economical ratio of fuel consumption to engine capacity. That same year, Linge and the then future Porsche racing director Peter Falk finished fifth in the Monte Carlo Rally – the first major motorsport success for the early 911.

In 1970, he took part in the 24 Hours of Le Mans in a Porsche 908 that had been converted into a camera car for filming, and he afterwards doubled for Steve McQueen in the racing scenes for the ‘Le Mans’ film. “Porsche and McQueen had an extremely good relationship. Our racing director at the time was fully behind the film and we supported McQueen wherever we could,” Linge once recalled. “Steve couldn’t take part in the real race himself for insurance reasons and didn’t have a car that complied with the official regulations. But he wanted the real pictures for his film – and I got them for him with the 908.”

Honored with the Federal Cross of Merit

With improving safety in motorsport high on his personal agenda, Linge founded the safety arm of Germany’s Supreme National Sports Commission for Motorsport (ONS) in 1972. Together with those who drove them, these safety cars fitted with fire extinguishers saved the lives of numerous racing drivers in the 1970s and 80s. Ten years after the creation of ONS-Staffel, Linge was awarded the Federal Cross of Merit in honor of his lifetime achievement. Incidentally, his first ONS service car was a Porsche 914/6 GT, which took part in the 1971 Monte Carlo Rally. The car, equipped with safety apparatus and a fire extinguishing system, became known as the ‘fastest fire engine in the world’.

After retiring from his role as Operations Manager at the Weissach Development Centre in 1987, Linge continued to work as a motorsport consultant. A true visionary, he would go on to head a racing series from 1990 that celebrated worldwide success: the Carrera Cup. The honored citizen of Weissach remained closely associated with Porsche in the decades that followed. For many years he continued to travel with Porsche, making appearances at motor shows and events marking various milestones in the company’s rich history. Fans loved to hear the anecdotes of the modest Swabian, whose life at and with Porsche wrote many special stories.

All content© 2024 Dr. Ing. h.c. F. Porsche AG

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Audi was the first manufacturer to develop a T1U model for the Dakar Rally. The aim: for an electrically powered prototype is to prove that a low-emission vehicle can master one of the toughest motorsport events and be competitive at the same time. “The Audi RS Q e-tron rally car has already caused quite a stir in its first two Dakar appearances,” says Rolf Michl, Head of Audi Motorsport. “Audi was once again a technological pioneer in its outstanding motorsport history. We have initiated a paradigm shift. The combination of an electric drivetrain and a reFuel-powered energy converter is unique and very efficient. We know what we have already achieved. At the same time, we are looking forward to the next Dakar Rally with respect. It represents a major challenge.” As was the case the past two years, Audi is relying on the Q Motorsport team of experienced team principal Sven Quandt.

Dakar Rally with a total distance of approx. 7,900 kilometers

The drivers, co-drivers, and management of Team Audi Sport agree: A particularly challenging edition of the Dakar Rally lies ahead of all participants. Twelve special stages during 14 days in Saudi Arabia cover 4,727 kilometers. Including all of the liaison stages, the route results in a total distance of 7,891 kilometers. The teams often have to complete more than 400 kilometers a day on the special stages. “That’s why it’s important not to lose your stamina during the rally,” emphasizes Stéphane Peterhansel. “I have trained a lot on my bicycle. We have to be able to rest well during the nights, and we also pay attention to our diet.” One of the special challenges this year is a 48-hour stage. It takes place on January 11 and 12 and forms a joint stage – the sixth of twelve.

The organizers have chosen the Empty Quarter with its seemingly endless sea of dunes as the venue. As the motorcycles and quads are on different routes, the leading crews in the cars and racing trucks will not have any tracks in the sand on these two days. In addition, the participants have to do without the regular service from the team and are only allowed to help each other. That night, however, they are spread across multiple bivouacs. They are also unable to perceive and assess the performance of their opponents. “This will be a big strategic challenge,” says Peterhansel’s co-driver Edouard Boulanger. “But the second week will also be tough, because this year the rocky stages only come at the end. Then things can still change.”

Detailed development work on the Audi RS Q e-tron

The development team led by Dr. Leonardo Pascali has improved the RS Q e-tron in many areas compared to last year’s model. “The new set-up improves comfort and is also very efficient,” emphasizes Carlos Sainz, who has optimized many rally cars in his almost 40 years as a professional driver. Mattias Ekström adds: “For me, it’s all about how we use the car perfectly in the sand. It helps that we can drive over the dunes without needing to change gears.” Edouard Boulanger notes a shift in the emphasis of individual topics: “At the beginning of the project, the focus was on the fundamental development of the complex drivetrain technology and the car. In the meantime, we have also found the time to improve many aspects of the cockpit. We can better control the noise levels and the effects thereof, and the driver and co-driver are also better protected against the effects of hard impacts and extreme loads. The technicians have worked hard on this during the past year and made real progress. A big compliment for that.” The electric drivetrain of the RS Q e-tron with a high-voltage battery draws its power from an energy converter. Audi has been relying on residue-based reFuel for its operation since the last Dakar Rally. The regulations limit the output of the electric drivetrain to 286 kW in January 2024, distributed between the front and rear axles. Many other new details reduce maintenance times for the team and make the prototype safer, more reliable, and more comfortable.

Team Audi Sport is part of a strong field of entrants

343 participants have registered for the 46th edition of the Dakar Rally. They will start with 72 cars in the T1 and T2 classes, 42 additional models in the T3 class, 36 smaller SSV vehicles, 46 trucks, as well as 137 motorcycles and 10 quads. “We are up against very strong and experienced competitors,” Rolf Michl is sure. “As every year, we expect that the relative strengths of the competition will only really become apparent during the rally.” Carlos Sainz recognizes the strong competition: “Definitely Dakar winner Nasser Al-Attiyah and world rally champion Sébastien Loeb in the Prodrive Hunters are among them. Toyota also has a former winner in Giniel de Villiers and a number of good younger drivers in its line-up. And we certainly won’t underestimate our new opponent, Ford, with former winner Nani Roma.”

For the third year in a row, Team Audi Sport is entering the event with its unchanged driver line-up. As a DTM champion, World Rallycross champion, 24-hour race winner, and champion of an electric touring car series, Mattias Ekström probably brings the greatest variety of experience and success to the table. “I’ve learned a lot since I first competed as a rookie in 2020,” says Ekström. “Our rivals are experienced and fast. I’ve been training and competing as much as possible in order to be ready. My co-driver and I have continued to increase our speed and our understanding of the sport.” His navigator is fellow Swede Emil Bergkvist, who has quickly adapted to the Dakar Rally. “I’m already looking forward to the next edition, because our learning curve continues to point upwards,” says the co-driver, who only switched from the driver’s to the co-driver’s seat since working with Mattias Ekström.

As a 14-time winner, Frenchman Stéphane Peterhansel is the lone record holder at the Dakar Rally. He relies on the guidance of his compatriot Edouard Boulanger, who has already accompanied him to victory. Two-time World Rally champion Carlos Sainz is a giant of his sport. He first drove with Lucas Cruz as his co-driver in 2009, and the two Spaniards have together won the Dakar Rally three times to date. They are the longest-standing driver and co-driver combination at Audi. “The upcoming Dakar will be tough, but we have prepared thoroughly for it,” says Lucas Cruz confidently. “Physically, my program included cycling and jogging in the mountains, plus exercising in the gym. Mentally, I prepare myself with a sports psychologist. This helps my reaction times and with multitasking.”

Coordinated team as a key strength

The foundation of such a complex, varied and high-stress environment as the Dakar Rally is a reliable team. Team Audi Sport has cooperated with Q Motorsport from Trebur, Germany since day one. Sven Quandt, who won the T1 Marathon Cup in cross-country rallying as a driver in 1998, has long been a successful team principal. He has already won the Dakar Rally six times with his X-raid team and the World Cup for cross-country rallies eleven times. “Experience is the key to success in our sport,” emphasizes Stéphane Peterhansel. “Sven Quandt and his team have shown that they can overcome all challenges. With such a good team behind us, we sleep more soundly at night and go into the stages with more confidence.” His co-driver Edouard Boulanger adds: “We have a lot of new members who have joined Team Audi Sport. They have done an excellent job in familiarizing themselves with the subject matter over this year and have driven the project forward in a good direction with their contributions. That gives me confidence.” Nevertheless, Mattias Ekström speaks for everyone when he says: “I have learned to remain humble in this sport. There are incredibly long days and so many of them …”

With the combined experience of drivers, co-drivers, the entire team, and the further developed RS Q e-tron, Rolf Michl has one wish above all: “We want to experience the Dakar Rally as smoothly as possible to show what we can do.”

All content © 2023 Audi

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The top-finishing AF Corse car, the Ferrari 296 GT3 number 25, which started from eighteenth place overall on the grid, came back to finish fourth in the same class. Alessandro Cozzi, Giorgio Sernagiotto, Marco Pulcini and Alessio Rovera took turns at the wheel, with the Prancing Horse official driver taking over the car for the final stages, finishing fourth in class and eleventh overall.

The race of the third Ferrari 296 GT3 in the Pro-Am class, the number 26 of Racing One, ended before the checkered flag came into sight. Omar Jackson, Axcil Jefferies, Ramez Azzam and Zaamin Jaffer, who started from fifteenth on the grid, finished in twentieth place overall and eighth in the Pro-Am.

Three Maranello-brand cars also competed in the Am class, all driven by AF Corse. The Ferrari 296 GT3 number 20 achieved the best result, crossing the line fifth in class and sixteenth overall. Christian Colombo, David Tjiptobiantoro and Stephane Lemeret shared the wheel of the Prancing Horse’s new GT3, which set off from twenty-first on the grid, before handing over the steering wheel for the final stint to the young Frenchwoman Lilou Wadoux, also an official Ferrari driver.

The Piacenza-based team’s other cars were less fortunate. Both were forced to drop out of the challenge prematurely but were still classified. The Ferrari 296 GT3 number 61 with Laurent de Meeus, Jean-Claude Saada, Conrad Grunewald and Miguel Ramos crossed the line in nineteenth, seventh in class, while the only 488 GT3 Evo 2020 in the race, the number 51 crewed by Nicola Marinangeli, Kriton Lendoudis, Christoph Ulrich and ‘Alex Fox’ closed in twenty-first place overall, eighth in the Am category, forced to retire after a collision damaged its rear axle.

All content © 2023 Ferrari SpA

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