An artist will look at an object and see the art in its design that some may not, whether it be a building, a piece of furniture or in this case, an automobile. This Citroën DS19 has fascinated one artist for over 40 years, appreciating it like a work of art and coveting it like the Goddess it is.

The French have a reputation for creating unusual and sometimes avant-garde designs, producing interesting and unusual automotive shapes. The coachwork of Saoutchik, Figoni et Falaschi, Franay and of course, Chapron come to mind, just to name a few. These coachbuilt bodies were expensive and flamboyant, created for the chosen few on the chassis of high-end luxury cars like Delahaye, Delage, Bentley and Tabo Lago. They were designed to attract attention and create a sensation when seen for the first time.

Citroën was not a luxury car brand, but what they debuted at the 1955 Paris Salon, in October of 1955, certainly created a sensation with both the public and the automotive press. Enough so that Citroën had 749 firm orders for the new car by 9:45 am, and 12,000 orders by the end of the day. The new car was called the DS19, or Desiree Speciale 19. The word for goddess in French is Déesse, and sounds like DS when spoken in that language. A goddess had been shown to the automotive world, and there were many ready and willing to worship it then, and they still do today.

The artist that owns this 1964 DS19 is Arthur Stern. Stern specializes in architectural glass art, as well as sculpture and paintings, and his award winning work can be seen in public buildings and residential projects all across the country. His first encounter with a Citroën was while he was studying Architecture at the University of Illinois in Champaign-Urbana, in 1972. A fellow student had inherited a 1969 Citroën DS21 from his father, but he was leaving to study in Europe for a year, so he offered the car for sale.

Being three hours away from the closest Citroën dealer, an ad for the strange looking French car in the local newspaper yielded no calls except from Stern. “I had seen a few Citroëns on the road while visiting California and thought that they were cool.” Stern recalls, “I bought the car for a great price and drove it across the country.

I was headed to the San Francisco Bay Area to continue my studies at CCAC in Environmental design. It was a wonderful car and I got it for a price I just couldn’t pass up. I soon realized what a fabulous car it really was, very comfortable, the suspension was like floating on air. The steering and brakes were exceptional. While it was a bit eccentric looking, it suited my sense of design.”

The design of the DS19 is largely due to the efforts of Citroën’s chief stylist, Italian born Flaminio Bertoni, (not to be confused with Giovanni Bertone of Carrozzeria Bertone, to whom he was not related), and Citroën engineer André Lefébvre. Both men also worked on designing the legendary front-wheel drive Traction Avant, the first volume-produced monocoque (unitized) body car, introduced in 1934. The Traction Avant was discontinued in 1957. Although the DS19 was a completely new design, it carried over the now perfected and proven reliable front-wheel drive and 1.9-liter engine from its predecessor. The 19 in DS19 refers to the 1.9-liter engine displacement.

Compared to many of the chrome laden cars of the era, the design of the DS19 was sleek and clean, devoid of any unnecessary and non-functional styling embellishments. With its shark-nose front, sans grill, long swept-back plunging hood and smooth sides tapering back to the rear, it not only looks futuristically sleek, but it is significantly more aerodynamically efficient than most cars produced for 20 years after its debut.

The front to back inward taper of the body is accentuated by the rear track being almost eight inches narrower than the front. The rear wheels are located very far back on the chassis, giving it long a 123-inch wheelbase and allowing for a generous amount of interior space. Only available as a four door sedan initially, a station wagon was added to the D Series lineup in 1958. A convertible would come later.

Stern had driven across the country in his 1969 DS12 when he first laid eyes on a DS convertible. While getting the oil changed in his DS station wagon for the first time at Executive Motors, the premier Citroën dealership in San Francisco, he walked into the waiting room. “There was Jack Casady, bass player for the Jefferson Airplane and Hot Tuna, reading a Zap magazine, waiting for his car,” explains Stern. “ When his car came down the ramp it was a Citroën DS convertible, the first one I had ever seen….I didn’t even know they made convertibles.” It was love at first sight. He knew he had to have one.

The world first laid eyes on Citroën DS19 convertible or decapotable, in 1958, when Henri Chapron, an independent coachbuilder located in Paris, debuted his La Croisette Cabrioet at the Paris Auto Show. The modified convertible was not authorized by Citroën, instead Chapron purchased a new DS19 and made the modifications at his shop. Chapron continued to build DS19 convertibles for his well-heeled clientele, and public demand was great.

Chapron’s success with these custom-made convertibles did not go unnoticed by Citroën, and in 1960 a deal was struck between Chapon and Citroën to produce a factory, or Usine, convertible. Knowing that cutting the roof off a sedan would compromise the structural integrity of the body, a station wagon was used to start with, as it was already structurally beefier than a sedan and additionally reinforced by Chapron. From the cowl back, the entire body was unique to the convertible.

The rear seat was narrowed to allow for the convertible top to be lowered down into the body, flush with the beltline. There was no quarter glass, making the top wrap around to the door glass instead. The car looks quite elegant with the top up, but visibility is compromised considerably.

Chapron sold a few handmade convertibles before a production model was ready to be shown to the public in October of 1960. Citroën began selling the production convertible modified by Chapron the following year. Sales of the convertibles were limited by the time it took Chapron’s shop to create one. The process was very labor intensive and costly.

The price of a new Chapron convertible was double the cost of a comparable DS sedan, priced around the same as a new Cadillac convertible in America, at about $5600. The cost and production time kept sales low, but the company gained prestige when open air versions of DS Citroëns started showing up in movies and at night clubs, sometimes with celebrities behind the wheel.

The Goddess Appears

For Arthur Stern, the search was on for a DS convertible. There were only a handful of convertibles in the Bay Area, and Stern approached the owners whenever he saw one in for service at the dealership or elsewhere. The Chapron convertible is rare, especially in the U.S., but Stern kept looking. After two years of searching, a 1964 DS19 convertible was traded in at Executive Motors by its original owner on a Citroën-Maserati SM and offered for sale.

This was at last Stern’s chance to acquire his dream car. He had traded his DS21 sedan for the 1972 DS station wagon and now he traded in his clean, low mileage wagon in on the convertible. “I traded my nice low mileage wagon and all the money I had, to buy the Chapron-bodied DS cabriolet with over 150,000 miles on it. I just had to have it,” tells Stern. “I was in graduate school at the time and working part-time for architects and interior designers as a draftsman.

I had just enough money left to buy a bottle of French champagne as a gift to the owner of Executive Motors as a token of my appreciation, as I had finally bought the car I had dreamed about. The Citroën DS Decapotableas the French call it, is in my opinion one of the most beautiful four-seat convertibles ever made. An eccentric and beautiful car, perfect for an artist!”

Stern was just about to open Arthur Stern Studios when his dream car became his. He used it everyday for transportation for several years before the Goddess became tired and started showing her age. No longer useable as an everyday car, Stern parked it in his studio. The car sat for several years until he could afford to undertake a restoration. “Starting out as an artist means there were going to be many financial ups and downs”, says Stern.

“A commission would come in, and I would have some money, then it would slow down again, and I thought I would go broke. I must admit I was tempted to sell the car during a few of the slow times. People always wanted to buy it from me. In fact, they still do today. But then a nice commission would come in and I would decide to keep it.”

After sitting for seven years, Stern brought the car to Jacque Abot‘s shop in Santa Cruz, CA. Abot and his mechanic Lon Price have a reputation for restoring convertibles and took it on as their back room project. Stern paid them whatever he could afford on a monthly basis for several years until the mechanical restoration was complete. Now with the car back in fine running order, it was time to tackle the cosmetics.

Over the next few years, Stern spent money on the restoration when he could afford it. A new top one year, a new interior the next, and so on. When it was time for paint, Stern brought the car to Henry Hanzel. He was considered a marque expert, and ran a third generation body shop in Oakland, CA. Hanzel’s father was one of the first Citroën dealers in the Bay Area.

The restoration was completed there and Hanzel became Stern’s Citroën mechanic for decades, sometimes joining Stern on Citroën club tours with his own DS. Before Hanzel retired, the Goddess was treated to one last beauty treatment that included a fresh paint job to remove the chips and scratches acquired over a few decades of driving for pleasure. The car is currently maintained by Lon Prince once again.

Driving a Citroën DS is truly a pleasure indeed. So much so that comedian, noted car collector and Citroën DS owner Jay Leno recently stated: “When you get behind the wheel of a DS you literally fall into a big easy chair that wraps itself around you.” Leno gives this advice: “If someone offers you a ride in a DS, take it. It’s the most comfortable motoring experience you can have.” This journalist decided to heed the advice of Mr. Leno and take up Mr. Stern’s offer to ride in his beautiful 1964 DS19 convertible.

Sitting in the DS19 is indeed very comfortable. The position of the seat is much like a chair, meaning your seating posture is more upright, with your legs hanging down with feet flat on the ground, as opposed to stretched straight out like most modern cars. The flat floor also provides plenty of legroom and the interior feels spacious overall. The steering wheel is most interesting, having just one spoke affording an unobstructed view of the gauges, and looks futuristically cool.

The column mounted, gear shift lever for the 4-speed manual, front-wheel drive transmission is very smooth. Shifts are made effortlessly but compulsorily leisurely with no jerking or lurching, enough so that a passenger blindfolded could be fooled into thinking the car has a fully automatic transmission. Braking is excellent, with inboard discs in the front and drums in the rear. Steering is a rack and pinion design, and is smooth and effortless as well.

The clutch, brakes and steering are all aided by the DS19’s amazing central high-pressure hydraulic system. (A semi-automatic, hydraulically assisted “Citro-Matic” transmission was also offered on the DS19 as an option). The 4-cylinder, 83 horsepower, 1.9-liter engine feels adequate, but brisk acceleration is not this car’s forte. Once the car achieves freeway speed, its aerodynamic shape helps the car cruise effortlessly. The most noticeable feature while riding or driving in the DS19 is the ride itself.

The four-wheel, fully-independent suspension is supported by hydropneumatic spheres filled with pressurized nitrogen gas above a supply of mineral oil and divided by a flexible diaphragm. There is a belt driven pump that feeds the spheres, regulated by various valves and sensors. All this creates an incredibly smooth, yet not mushy, ride. The DS19 glides over potholes and railroad tracks smoother than any modern car that comes to mind. In April of 1958, Motorsport magazine tested a DS19 sedan and had this to report: “In spite of the softness of the suspension, the Citroën rolls only slightly in normal fast cornering, although rally-type tests cause it to heel over rather a lot.

Not only on account of its all-independent suspension but because, as a glance at the car reveals, Citroën have adhered to their policy of ‘a wheel at each corner,’ the DS19 is a commendably stable, safe car, which can be cornered exceedingly fast once the driver is accustomed to the light, high-geared steering action. On wet or icy roads the car shows up to advantage, nor is the driver conscious of the front-wheel-drive affecting control, either on drive or over-run. “

The testers were impressed, further stating, “Naturally most people, when invited to ride in the DS19, pay close attention to the suspension. Although it is not perfect, quick negotiation of hump-back bridges having the same effect as on a vehicle with ordinary springing, except that the car lands squarely and without subsequent pitching, and bad road irregularities causing shock to be transmitted, the sheer merit of the hydro-pneumatic system is revealed by driving at, say, 80 m.p.h. over roads which shake up the occupants of normal cars, even those considered to be well sprung, at anything over 35 m.p.h.

Moreover, in spite of this ability to absorb bad surfaces the Citroën does not suffer from undue sponginess, dipping its bonnet but slightly under emergency braking, wallowing very little when driven rapidly over inhuman pot-holes, and refusing completely to pitch.” Parking the DS19 is easy as well, despite its long wheelbase, it can be turned around in less than 37 feet, with just under three turns, lock to lock.

After parking a DS19, the suspension will slowly drop all the way down, making it look even more exotic when parked. When restarted, it will automatically return to driving height. The suspension may also be raised or lowered manually via a lever on the dash. To change a tire, just raise the car all the way up, place the factory provided jack stands on one side and lower down, leaving both wheels on the one side in the air.

Now with close to a quarter of a million miles on the car, it still feels solid and rattle-free, a testament to the car’s engineering and design, plus the loving care bestowed upon it by its owner for over 40 years. In recent years, Stern’s Goddess is showcased with his art at his studio in Benicia, California. In the last decade, Stern has enjoyed displaying the car at Citroën club events and Bay Area Concours shows, winning many awards as a result.

Most recently, it was awarded the Michael Furman Artist’s Choice Award at the 2017 Carmel by the Sea Concours on the Avenue. “Mr. Furman and I agree that it is a car that exudes design and aesthetic excellence that satisfy an artist’s eye.” Says Stern, “I’ve had the Chapron-bodied Citroën for 41 years now, it proudly sits in my studio like a sculpture waiting to be driven on special occasions.”

SPECIFICATIONS

1964 Citroën DS19

• Engine: 4-cylinder inline
• Valvetrain: Overhead valve
• Displacement: 1.9 liter
• Bore/Stroke: 78×100 mm (3.07 x 3.94)
• Horsepower: 83 bhp @4500 rpm
• Torque: 105 lb-ft @3500 rpm
• Carburetion: 1 Weber carb
• Transmission: 4-speed manual
• Drive: Front engine, front-wheel drive
• Wheelbase: 123 inches
• Length: 189 inches
• Width: 70.5 inches
• Height: 57.8 inches
• Curb weight: 2,822 lbs
• Brakes: Four-wheel disc / power assisted via central hydraulic system
• Top Speed: 103 mph
• 0-60 mph: 17.7 seconds (sedan)
• Factory Production: 184 in 1964, 1365 total 1960-1971

Club affiliation: http://citroencarclub.us/

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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

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For Example…

This year’s Quail showcased cutting-edge automotive technology and design, featuring 21 vehicle debuts and demonstrations from top manufacturers and designers. Among the global unveilings were the Lamborghini Temerario, Maserati GT2 Stradale, Rimac Nevera R, Cadillac Opulent Velocity Concept, Acura Performance EV Concept, Integra Type S HRC Prototype, and the Hennessey F5 Stealth Series. Other highlights included the Rolls-Royce Phantom Scintilla, Automobili Pininfarina B95 Gotham and Battista Targamerica, Pagani Utopia Roadster, Porsche Sonderwunsch 993 Speedster, RUF Rodeo, GuntherWerks GWR, Touring Superleggera Veloce12, Karma Automotive Ivara, Meyers Manx 3-Cylinder Radial Engine, and the KALMAR Automotive 9×9. The Bugatti Tourbillion and Gordon Murray T.50s Niki Lauda and T.33 Spider also made their North American debuts at the show.

Celebrating Automotive Icons

The event also featured four special classes that added to the celebration. The 30th Anniversary of Koenigsegg highlighted the brand’s commitment to building some of the fastest and most advanced hypercars in the world. The 50th Anniversary of the Porsche 911 Turbo (930) honored the German sports car that changed the industry. The 100th Anniversary of MG celebrated the British brand that helped shape modern sports cars. The Tribute to World Rally Cars brought attention to the legendary rally machines from one of the most challenging racing series in motorsport. The Quail, A Motorsports Gathering, also included seven traditional classes that displayed vehicles from the past and present, as well as futuristic concept cars.

And, of course, Best of Show

A 1937 Delahaye Type 135 earned “Best of Show” at the 2024 The Quail, A Motorsports Gathering. Owned by Sam and Emily Mann, the winning vehicle was inducted into the prestigious Rolex Circle of Champions on the pristine greens of The Quail Golf Club. At the 21st annual event were automotive enthusiasts, significant industry figures, and other motorsport greats. The 1937 Delahaye Type 135 was joined by dozens of individual class winners who highlighted diverse vehicles from various brands and eras.

The 1937 Delahaye Type 135 was originally constructed as an open-wheel race car to challenge contenders from Mercedes and other European marques. The vehicle’s revolutionary 12-cylinder engine was capable of 240 horsepower, and is believed by Delahaye Club historian Andre Vaucourt to be the car driven by Renee Dreyfus in the Prix du Million, 1938 Pau Grand Prix and Cork Grand Prix. It was later sold to Marius Franay to have new sports car coachwork built on the racer chassis, completely enclosing its original racing mechanicals. After its completion, the vehicle later won the “Prix du Honneur” at the 1947 Paris Salon.

Sports Car Digest Gallery

Award Recipients

Rolex Circle of Champions Best of Show

• Car: 1937 Delahaye Type 135
• Owner: Sam & Emily Mann

Spirit of The Quail

• Car: 1949 MG TC/PBS & Sons
• Owner: Aaron Shelby

Hagerty Drivers Foundation Award

• 1963 Jaguar E-Type FHC
• Buzz & Julia Lynn

30th Anniversary of Koenigsegg Automobile

• Car: 2005 Koenigsegg CCR
• Owner: Glenn Yuen

50th Anniversary of the Porsche 911 Turbo Type 930

• Car: 1975 Porsche 911 Turbo Type 930
• Owner: Dr. Ing. h.c. F. Porsche AG

100 Years of MG

• Car: 1925 Morris MG 14/28 Bullnose Supersports
• Owner: Michael Dacre

Tribute to World Rally Cars

• Car: 1985 Audi S1 E2
• Owner: Stephen Rimmer

The Evolution of the Supercar

• Car: 2002 Mercedes-Benz CLK-GTR FASTRRR
• Owner: Damon Sueter

The Great Ferraris

• Car: 1952 340 Mexico
• Owner: Brian Ross

Pre-War Sports and Racing

• Car: Bugatti Type 57
• Owner: Bernard Kress

Post-War Racing

• Car: 2001 Chrysler Viper GTS-R
• Owner: Florent Moulin

Post-War Sports 1961-1975

• Car: 1967 Lamborghini Muira
• Owner: Tom Price

Post-War Sports 1945-1960

• Car: 1957 Mercedes-Benz 300SC
• Owner: Vin DiBona

Custom Coachwork

• Car: 1934 Ford Model 40 5 Window
• Owner: Coby Gewertz

Sports and Racing Motorcycles

• Motorcycle: 1930 Indian Four Cylinder
• Owner: Mike Lynch

ArtCenter College of Design Award

• 1964 Alfa Romeo Giulia Sprint Speciale
• Owner: Scott Leibow

The Art of Bespoke Award presented by Magneto Magazine

• 1975 Ferrari 365 GT4 2+2 Croisette Shooting Brake by Felber
• Owner: Andreas Wuest

Kai Lermen, Director, comments

“The Quail, A Motorsports Gathering is the epicenter of automotive excellence and luxury, and the diversity of our featured and traditional classes showcases our commitment to honoring all aspects of the industry. I’m proud to say that this was the best one yet,” said Kai Lermen, managing director of The Quail Golf Club. “We thank our sponsors, entrants, vendors, and beloved guests who travel from all over the world for their support in making The Quail, A Motorsports Gathering the most anticipated event of Monterey Car Week.”

Culinary Globe Trotting & more

Guests also enjoyed various culinary delights from five gourmet pavilions, award-winning wine and champagne vendors, and live music and entertainment. The popular Fireside Chat, moderated by Philip Kadoorie, featured renowned car collector and enthusiast Magnus Walker. Attendees were also invited to attend the 27th Annual Bonhams “The Quail Auction,” the longest-standing auction held during Monterey Car Week.

Bonus Gallery

Looking Ahead

The 2025 edition of The Quail, A Motorsports Gathering, is scheduled for Friday, August 15, 2025. Please visit the event website for more information and follow The Quail Events on Facebook and Instagram to stay current on the event activities and announcements.

KSBW Coverage

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The “Maharajah “ SJ Duesenberg is one of the many and renowned Duesenbergs of the Lyon Collection (one of the world’s largest and most famous arrays of the famed Indianapolis marque). Commissioned in 1935 by the 28yr old Maharajah Holkar of Indore, this Deusy was built upon the 153.5” .25”walled/8” deep frame chassis #2614 (the highest numbered Duesenberg chassis) and is the last of the 36 SJ Duesenbergs (propelled by the supercharged 7ltr DOHC 4V I-8 320hp engine # J-585).

This chassis/drivetrain was shipped to the Gurney-Nutting coachbuilders of London for their spectacular one-of-a kind speedster design that included: a concealed top, dual fuel tanks, svelte single-bar bumpers, both an integrated rumble seat and a trunk, chrome pennant masts, wicker steering wheel trim, and red/blue fender marking lights (to indicate whether the Maharajah or Maharenee was at the wheel).  Tipping the scales at over 5,500 lbs and measuring 19 feet in length, one would expect the car to appear massive and ungainly, but the flowing design is so captivating and proportionate that it exudes elegance from every angle.

The Best Car in the World starts with Optima Batteries

Sitting in the battery compartment of the Lyon Collection’s “Maharajah” SJ Duesenberg Gurney-Nutting Speedster are two Optima Red Top 6V batteries. Similarly, Optima Batteries power the entire renowned Lyon Automobile Collection–which has garnered many concours top honors, including multiple Best of Shows.

Additionally, the Optima powered “Maharajah” Duesenberg SJ was just named by the ultimate car award event—the Peninsula Classics annual Best of the Best –as THE singular Best Car in the World for the 2023 Concours Season.

This evaluation was made by an esteemed panel of venerable car authorities which includes the likes of Nick Mason, Jay Leno, Flavio Manzoni, Gordon Wagner, Chris Bangel, Ralph Lauren, Anne Ansensio, Henry Ford III and Pete Brock. There were eight beautiful automobiles competing for this unique distinction, all winners of the top concours around the world in 2023.

Optima has been undertaking a multi-year project documenting the great cars that are powered by their batteries, entitled “The Best Cars in the World Start with Optima Batteries” and now that moniker has been independently, officially and objectively certified.

Stunning Pre-war Performance

The magnificent, graceful A. F. McNeil penned alloy speedster body, rendered in sunglow orange and black reinforces the 104 MPH in 2^nd gear and 140+MPH top end performance of this acclaimed ultimate Duesenberg SJ—and now of Best Car in the World fame.  Upon accepting the spectacular award, Bill H. Lyon, the late General Lyon’s son, remarked, “My family is so honored to participate in this car’s incredible legacy.  Witnessing Gurney Nutting’s design being recognized just miles from where this work of art on wheels was constructed in Chelsea almost 90 years ago is a memory my family will cherish forever.”

After completion, the car was displayed at the 1936 London Auto Show before being shipped from London to New York and then driven to Indianapolis by Duesenberg staff—and ultimately delivered to the Maharajah’s American estate in Orange County, California (to avoid the WWII turmoil affecting India at the time). Lost for a number of postwar years it was rediscovered in Pakistan in 1959 and purchased by William Brester of Connecticut from its third owner for 6 pairs of socks, 3 neckties, 4 shirts, one new Chevrolet Impala, and some money.  In 1988, it made its way into the burgeoning collection of Maj. Gen. William Lyon (USAF, Ret.) who purchased it from Tom Perkins with Tom Barratt as the broker.

Under the Lyon Collection’s doting care the “Maharajah” Duesy has graced the most renowned concours in the world with its most recent victory being Best of Show at the 2023 Concourso D’Eleganza Villa D’Este in Lake Como, Italy.  And just when such a lofty award would seem impossible to beat, the Optima powered, Lyon Collection “Maharajah” Duesenberg is now officially proclaimed The Best Car in the World.

All content © 2024 Royce Rumsey. Special thanks to Bill Lyon of the Lyon Collection.

Gallery

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“We are proud to still be producing our super sports car models in the place where the Countach was created,” commented Ranieri Niccoli, Lamborghini’s Chief Manufacturing Officer. “Production has radically changed since then and there was a marked transformation of many aspects starting with the production of the Countach right through to today’s models. Today our production is very different from 1974, but it retains the best aspects and brings together the manual skills of our operators and the best available technologies, giving rise to the so-called Manifattura Lamborghini Next Level. The common denominator between the production of the Countach and our cars today is attention to detail.”

Evolution of the Countach

The Lamborghini Countach LP 500 was presented at the Geneva Motor Show on 11 March 1971, as an idea car, and its immediate success decided to make it a production car an easy one. It took several prototype cars and three years of technical development and intense road testing to get the production model, the Countach LP 400, ready. While the car was being developed, work was going on at Sant’Agata Bolognese to create the production line where the Countach would be produced. This was another way in which the Countach was revolutionary: for the first time in Lamborghini’s history, the bodywork would be made in-house. Up to that point, Lamborghini cars had been made in two different places, with the mechanical parts produced by Lamborghini, and the bodywork built by external coachbuilders and then sent to Sant’Agata Bolognese to be put together with the frame and mechanical parts. The decision to bring the production of the bodywork in-house at the Lamborghini factory had an immediate and significant impact on the company’s growth.

No.1 Countach Assembly Line

The original Lamborghini factory comprised a 12,000 m2 covered area, with construction starting in 1963 and finishing in 1966, the same time as the gearbox and differential also started to be produced in-house. The factory included the production area, offices, testing rooms and service workshop. Production included two production lines: one for the engines and mechanical parts and the other for car assembly. On 18 October 1968, Lamborghini announced the forthcoming completion of the construction of three new industrial buildings, adding 3,500 m2 of covered area. Today the factory is quite different, covering an area of 346,000 m2, but the area where the Countach was assembled, known as the No.1 Countach Assembly Line, remains the same, and is now where the Revuelto, the new Lamborghini 12-cylinder plug-in hybrid car, is produced. During the Countach years, the assembly line was simple and small scale, with all the operations carried out manually.

The bodywork panels were beaten and then checked on a wooden template before being welded together and adjusted on the car body mold. This final processing was essential, given that each part, having been produced and assembled by hand, appeared identical to the others but in reality each was slightly different. The complete body, still in raw aluminum, was then combined with the frame. This unit, sitting on an industrial trolley that ran on rails, traveled between the various assembly stations where the different mechanical parts were fitted. The Countach was also the first to involve the Lamborghini Upholstery Department, which in the beginning was only for the fitting and assembly of the interiors in partnership with external suppliers. It eventually became completely autonomous, including in terms of leather upholstery and stitching, becoming an essential part of the personalization still offered today by Lamborghini to its clients through the Ad Personam program. Today, the production line has changed, as has the machinery and materials used and is much more organized, efficient and ergonomic. While in the 1970s aluminum was used, now there is carbon fiber, which is also produced at the Sant’Agata Bolognese site. What hasn’t changed is the passion and care with which the operators produce the new cars.

Continuity between the Countach and Revuelto

Half a century separates the Countach and Revuelto, and during this time the volumes have also changed: in the 16 years of production of the Countach, 1999 units were produced; the 11 years of production of the Diablo generated 2903 units; the nine years of the Murciélago produced 4000 cars; and the 11 years of the Aventador over 11,000. Despite these differences, united by the production site, there are many common features between the Countach and Revuelto. First of all, the general technical set-up is the same, with a 12-cylinder rear engine in the longitudinal position. However, on the Revuelto there is also the battery pack, which led to the shifting of the gearbox to the rear of the V12 engine. The driving set-up is the same, as are the “Scissor” doors, which were first seen on the Countach before becoming a distinctive feature of Lamborghini V12 cars. What’s more, in the stylistic features, which showed extraordinary continuity from the Countach to the Diablo, then to the Murciélago and Aventador, the subtle visual line that runs between the front fender and the cockpit roof, ending with the rear spoiler, is in fact known as the “Countach line”.

All the Countach models

The first version of the Countach, with 152 units produced, was the LP 400 (1974-1978), featuring fenders without extensions and the roof with central recess designed for the rearview mirror, which earned it the nickname “Periscopio”. The LP 400 S (1978-1982), with 235 units, was derived directly from the special LP 400 that the Canadian enthusiast Walter Wolf commissioned at Lamborghini. The LP 400 S was characterized by the adoption of Pirelli low-profile tires, wheel arch extensions, “phone dial” wheels and the aerodynamic appendage positioned below the front part. This configuration, albeit improved and better integrated in later versions, became the distinctive feature of the Countach for the following decade. The 5000 S (1982-1984), produced in 323 units and with few changes in terms of aesthetics, featured a V12 with increased displacement of 4.8 liters.

The Countach Quattrovalvole that followed (1985-1988), with 631 units, was visually characterized by the “hump” on the hood, necessary to contain the 5.2-liter engine, equipped with a 4-valve timing system for each cylinder. The Countach 25th Anniversary (1988-1990), with 658 units, was created to celebrate 25 years since the foundation of the company, and involved a total overhaul of the Countach’s aerodynamic appendages. The air intakes on the rear fenders and some panels, such as those on the hoods, also changed, and were made of carbon fiber for the first time. It is worth noting how the commercial success of the Countach was always on the rise and how it was the last two versions that were produced in the greatest numbers, benefiting from the type-approval obtained for sale of the Countach on the American market.

During the years it was marketed, the Countach was the model that, as well as ending up on the walls of an entire generation and being used in dozens of films, enabled Lamborghini to be competitive by the mid-1970s until 1990 and to definitively become a legend.

Lamborghini Countach LP 400 Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 82 x 62
• Capacity: 3929 cc
• Compression ratio: 10.5:1
• Power: 375 CV at 8000 rpm
• Distribution: double overhead camshaft with chain control. 2 valves per cylinder.
• Fuel system: 6 Weber 45 DCOE twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum bodywork panels
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2450
• Track mm: front 1500; rear 1520
• Tires: Michelin XWX front 205 X 14, rear 215 X 14
• Curb weight kg: 1065 kg

Lamborghini Countach LP 400 S Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 82 x 62
• Capacity: 3929 cc
• Compression ratio: 10.5:1
• Power: 353 CV at 7500 rpm
• Distribution: double overhead camshaft with chain control. 2 valves per cylinder.
• Fuel system: 6 Weber 45 DCOE twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum bodywork panels
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2450
• Track mm: front 1492; rear 1606
• Tires: Pirelli P7, front 205/70-15, rear 345/35-15
• Curb weight kg: 1200 kg

Lamborghini Countach LP 5000 S Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 85.5 x 69
• Capacity: 4754 cc
• Compression ratio: 9.2:1
• Power: 375 CV at 7000 rpm
• Distribution: double overhead camshaft with chain control. 2 valves per cylinder.
• Fuel system: 6 Weber 45 DCOE twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum bodywork panels
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2450
• Track mm: front 1492; rear 1606
• Tires: Pirelli P7, front 205/50-15, rear 345/35-15
• Curb weight kg: 1490 kg

Lamborghini Countach Quattrovalvole Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 85.5 x 75
• Capacity: 5167 cc
• Compression ratio: 9.5:1
• Power: 455 CV at 7000 rpm
• Distribution: double overhead camshaft with chain control. 4 valves per cylinder.
• Fuel system: 6 Weber 44 DCNF twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum bodywork panels
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2500
• Track mm: front 1536; rear 1606
• Tires: Pirelli P7 F, front 225/50-VR15, rear 345/35-VR15
• Curb weight kg: 1490 kg

Lamborghini Countach 25th Anniversary Data Sheet

• Engine: 60° V12, in aluminum
• Bore x stroke mm: 85.5 x 75
• Capacity: 5167 cc
• Compression ratio: 9.5:1
• Power: 455 CV at 7000 rpm
• Distribution: double overhead camshaft with chain control. 4 valves per cylinder.
• Fuel system: 6 Weber 44 DCNF twin carburetors
• Wet-sump lubrication
• 5-speed Lamborghini manual gearbox + R
• Clutch: dry, single plate
• Chassis: Tubular with aluminum, fiberglass and carbon fiber bodywork panels (front engine hood and luggage compartment)
• Suspension: Front and rear independent suspensions with parallelogram action, coil springs and telescopic dampers
• Brakes: ventilated disk
• Wheelbase mm: 2500
• Track mm: front 1536; rear 1606
• Tires: front 225/50-ZR15, rear 345-35/ZR15
• Curb weight kg: 1490 kg

The post 50 years since the first Lamborghini Countach appeared first on Sports Car Digest.

Featured Classes for 2024

Every year is an opportunity to highlight milestones in the world of automobiles. As a fan of Packards and Maserati, there was no shortage of distractions to yield to as I strolled the 18^th fairway, once again in awe of this annual spectacle. Even if you’re unfamiliar with this year’s featured classes, strolling through the displays was a true education and reminder that the more you know, the more you don’t know.

Packard 125th Anniversary

From 1899 to 1958, the Packard marque epitomized American luxury. Given the level of attention to detail and materials used, it’s no surprise the esteemed marque has earned Best of Show at Pebble Beach four times. This year’s tribute included everything from single-cylinder horseless carriages to the impressive Dominant Six of 1915. Also on display was a curated display of models from the 1930 Packard 734 Speedster Series, originally available in five distinctive body styles, including the iconic boattail.

Maserati

The Maserati brothers created their first racing car in 1926, and the performance and acclaim of their competition models quickly became legendary. Their cars were highly regarded by drivers and owners alike and earned immense respect from formidable competitors such as Alfa Romeo and Ferrari. In 1948, under the stewardship of the Orsi family, Maserati began manufacturing sports cars and GT models which have become sportscar icons worldwide.

Frua Coachwork

Designer Pietro Frua is considered one of the main influences and authors of Italy’s golden era of design and coachbuilding.  From the curvaceous forms of the early 1950s to the streamlined, angular designs of the 1960s, Frua mastered a broad spectrum of styles. His designs were often striking yet consistently tasteful and inherently beautiful. He began his career with Farina before establishing his own design studio, which he later sold to Ghia.

Wedge-Shaped Concept Cars & Prototypes

Several prototypes from the 1950s hinted at wedge-shaped designs, but during the 1960s, 1970s, and 1980s, these forms truly gained prominence, particularly in concept cars. The Ghia Gilda Streamline X began this trend, further developed in iconic vehicles such as the Alfa Romeo Carabo, Ferrari Modulo 512, and Lancia Stratos HF Zero. These radically innovative designs profoundly influenced production models like the Lamborghini Miura and Countach, DMC DeLorean, Lotus Esprit, Fiat X1/9, Lancia Stratos, and Vector W2.

1990s BPR & FIA GT Race Cars

As legendary sports cars like the Jaguar E-Type, Ferrari 250 GT, and Shelby Cobra migrated to the racetrack in the 1950s and ’60s, the successful BPR Series aimed to bring iconic supercars to the track in the mid-1990s. The McLaren F1, Ferrari F40, Bugatti EB110, Mercedes CLK GTR, and Porsche 911 GT1 competed on tracks worldwide. The series, named after its founders Jürgen Barth, Patrick Peter, and Stéphane Ratel, was established in 1994 and later evolved into the FIA GT Series in 1997.

Best in Show – A First for Preservation

While this historic Concours has typically favored Pre-War Classic Cars with long, gracious fenders and nickel-plated grills, I commend the board’s ability to embrace change with an open mind. As the morning clouds surrendered to blue skies, the focus shifted to the awards ceremony, highlighting one of the automotive world’s most esteemed honors: Best of Show. This year, the coveted award went to the 1934 Bugatti Type 59 Sports, marking a historic moment as the first preservation car to win Best of Show in the event’s history.

This Type 59 was the outright winner at the Belgian Grand Prix in 1934, driven by Rene Dreyfus, and went on to take third at the Monaco Grand Prix the same year. Ettore Bugatti then sold four of his Type 59 factory racers but kept this car, the first built, removing the supercharger and converting it to a sports car with a new two-seater body with motorbike wings and side doors. Registered as a Type 57 (chassis number 57248) the newly dressed racer snatched victories from the Delahayes and Talbots at Pau in 1937, followed by a win at the Algerian and Marne French Grand Prix, driven by Jean-Pierre Winulle. King Leopold III of Belgium then acquired the Bugatti and redressed it in black with the Belgian yellow stripe, as it still appears today, original and unrestored.

Annual Event Poster

This year’s Concours poster highlighted the Italian luxury marque Maserati and the renowned Italian coachbuilder Pietro Frua. The artwork featured two stunning Maseratis positioned gracefully by Carmel Bay, with The Lodge at Pebble Beach and its iconic golf course in the background. In the foreground is a 1955 Maserati A6GCS Spyder, one of only three ever made and one of just two still in existence. Often regarded as Frua’s magnum opus, this car boasts an impressive collection of Concours awards. Behind it stands the 1956 Maserati A6G Berlinetta, a Zagato-bodied masterpiece and the final example of the 21 Zagato Berlinettas ever produced.

35th Anniversary of the Concept Lawn

I’m guilty for taking the Concept Lawn for granted, but it wasn’t always a part of the Pebble Beach Concours. In 1985, a spectacular display of Bugatti Royales was showcased on the practice putting green situated at the Lodge’s front door. A special GM Design Display consisting largely of Corvettes followed in 1987. The Concept Lawn formally launched with a display of historic Dream Cars showcased in 1989. It was so popular that similar displays occurred in 1990 and 1992, featuring everything from early icons such as the Buick Y-Job, the Phantom Corsair, and the Raymond Loewy Lincoln Continental to exciting mid-century creations such as Ghia’s Streamline X “Gilda,” GM Firebirds I, II and III, and the Oldsmobile F-88, to 1960s fan favorites such as the Dodge Dart Daroo II and Peter Brock’s Triumph TR250K. This year’s Concept Lawn continued the “Concept” tradition with numerous cars making their North American debut.

Gallery

Above content © 2024 Rex McAfee

Relive the magic!

Bonus Rolex Gallery

Complete List of 2024 Winners

BEST OF SHOW

1934 Bugatti Type 59 Sports

The Pearl Collection/Fritz Burkard, Zug, Switzerland

BEST OF SHOW NOMINEES

1948 Talbot-Lago T26 Grand Sport Saoutchik Fastback Coupé

Robert Kudela, Chropyně, Czech Republic

1934 Packard 1108 Twelve LeBaron Sport Phaeton

Harry Yeaggy, Cincinnati, Ohio

1970 Lancia Stratos HF Zero Bertone Coupe

Phillip Sarofim, Beverly Hills, California

ELEGANCE AWARDS

Gwenn Graham Most Elegant Convertible

1934 Packard 1108 Twelve Dietrich Convertible Sedan

The JBS Collection/Jack Boyd Smith Jr., Elkhart, Indiana

B. & Dorothy Nethercutt Most Elegant Closed Car

1934 Packard 1108 Twelve Dietrich Sport Sedan

Lehrman Collection, Palm Beach, Florida

Jules Heumann Most Elegant Open Car

1955 Maserati A6G/54 2000 Zagato Spyder

Chris Shane, Manhattan Beach, California 

Strother MacMinn Most Elegant Sports Car

1955 Maserati A6GCS Frua Spyder

Jonathan & Wendy Segal, San Diego, California

SPECIAL AWARDS

Alec Ulmann Trophy

1934 Hispano-Suiza J12 Vanvooren Cabriolet,

The Hon. Sir Michael Kadoorie, Hong Kong

Ansel Adams Award

1962 Land Rover Series IIA 109” Special Station Wagon,

Anne Brockinton Lee/The Lee Collection, Sparks, Nevada

ArtCenter College of Design Award

1956 Maserati A6G Zagato Berlinetta,

Jonathan & Wendy Segal, San Diego, California

Briggs Cunningham Trophy

1934 Packard 1108 Twelve Dietrich Convertible Sedan,

The JBS Collection/Jack Boyd Smith Jr., Elkhart, Indiana

Center for Automotive Research at Stanford (CARS) Award for Automotive Innovation

1934 Bugatti Type 59 Sports,

The Pearl Collection/Fritz Burkard, Zug, Switzerland

Chairman’s Trophy

1967 Ferrari 330 GTC Coupe Speciale,

Heinecke Family, Bangkok, Thailand

Charles A. Chayne Trophy

1931 Marmon Sixteen LeBaron 2-4 Rumble Seat Coupe,

Gary Severns, Long Beach, California

Classic Car Club of America Trophy

1930 Packard 734 Speedster Eight Victoria Coupe,

The Nethercutt Collection/Helen & Jack Nethercutt, Sylmar, California

Dean Batchelor Trophy

1966 Cannara Roadster,

Guy Dirkin, Clermont, Florida

Elegance in Motion Trophy

1954 Lagonda V12 Race Car (DP115/2),

Lawrence Stroll, Warwickshire, United Kingdom

Enzo Ferrari Trophy

1973 Ferrari 365 GTB/4 Scaglietti Competizione Berlinetta,

David MacNeil, Fort Lauderdale, Florida

FIVA Prewar Trophy

1928 Aston Martin Sports Model “Feltham Flyer” Bertelli Two Seater,

Paul & Deirdre Lee, Studio City, California

FIVA Postwar Trophy

1964 Ferrari 250 GT Scaglietti Berlinetta Lusso,

Earl Waggoner & Tony Owen, Manhattan Beach, California

The French Cup

1937 Bugatti Type 57SC Corsica Roadster,

John Rich, Gilberton, Pennsylvania

Gran Turismo Trophy

1970 Lancia Stratos HF Zero Bertone Coupe,

Phillip Sarofim, Beverly Hills, California

Lincoln Trophy

1930 Lincoln Model L Locke Sport Roadster,

Stan Lucas, Long Beach, California

Lorin Tryon Trophy

Phillip Sarofim, Beverly Hills, California

Lucius Beebe Trophy

1931 Rolls-Royce Phantom II Continental H.J. Mulliner Close-Coupled Weymann Saloon,

Rajiv Kehr Aditya Dispomed Products Pvt. Ltd., IMT Manesar, India

Mercedes-Benz Star of Excellence Award

1928 Mercedes-Benz 710 SSK Corsica Drophead,

William E. (Chip) Connor, Hong Kong

Montagu of Beaulieu Trophy

1993 Jaguar XJ220C Le Mans Coupe,

Henry Pearman—Historic Classics Collection, Heathfield, United Kingdom

The Phil Hill Cup

1957 Maserati 450S Zagato Berlinetta,

Rob Walton, Scottsdale, Arizona

Tony Hulman Trophy

1956 Maserati 250F Open Wheel Race Car,

Lawrence Auriana, Greenwich, Connecticut

CLASS AWARDS

A-1: Antique

1st: 1916 Pierce-Arrow 48 B-4 Vestibule Suburban, Bradley & Andrew Greene, Portola Valley, California

2nd: 1906 Mercedes 70 HP Rothschild & Fils Triple Phaeton, The Keller Collection at the Pyramids, Petaluma, California

3rd: 1909 Alco 40 HP Runabout, Wynn McCaw, Bellevue, Washington

A-2: Packard Early (Pre-Twin Six)

1st: 1914 Packard 4-48 Seven-Passenger Touring, Ross & Beth Myers, Boyertown, Pennsylvania

2nd: 1903 Packard Model F Rear Entrance Tonneau, Joe & Janice Conzonire, San Marino, California

3rd: 1907 Packard 30 Runabout, Steven Adler, New Vernon, New Jersey

C-1: American Classic Open

1st: 1933 Chrysler CL Imperial Custom LeBaron Phaeton, Academy of Art University, San Francisco, California

2nd: 1937 Cord 812 Phaeton, Donald & Paula Beck, Tulsa, Oklahoma

3rd: 1931 Stutz DV-32 LeBaron Speedster, Larry Carter, Los Gatos, California

C-2: American Classic Closed

1st: 1934 Packard 1108 Twelve Dietrich Sport Sedan, Lehrman Collection, Palm Beach, Florida

2nd: 1934 Nash 1297 Ambassador Eight Brougham, Nicola Bulgari/The NB Center for American Automotive Heritage, Allentown, Pennsylvania

3rd: 1937 Chrysler Imperial C-15 LeBaron Town Car, Howard & Roz Kroplick, East Hills, New York

D-2: Packard 125th Anniversary Open Custom Coachwork

1st: 1934 Packard 1108 Twelve LeBaron Sport Phaeton, Harry Yeaggy, Cincinnati, Ohio

2nd: 1934 Packard 1106 Twelve LeBaron Runabout, Harry Yeaggy, Cincinnati, Ohio

3rd: 1933 Packard 1006 Custom Twelve Dietrich Convertible Victoria, The Singleton Collection, Newport Beach, California

G: Duesenberg

1st: 1933 Duesenberg SJ LaGrande Phaeton, Thomas Maoli, Whippany, New Jersey

2nd: 1932 Duesenberg J Rollston Victoria Coupe, Donald Ghareeb, Vestavia Hills, Alabama

3rd: 1935 Duesenberg J Walker Torpedo Phaeton, Anne Brockinton Lee/The Lee Collection, Sparks, Nevada

H: Rolls-Royce Prewar

1st: 1938 Rolls-Royce Phantom III James Young Coupe, Stephen F. Brauer, St. Louis, Missouri

2nd: 1927 Rolls-Royce Phantom I Piccadilly Roadster, Kendall Rosemeyer, Prescott, Arizona

3rd: 1925 Rolls-Royce Silver Ghost Oxford Touring, Heather & Harry Clark, Paradise Valley, Arizona

I: Mercedes-Benz Prewar

1st: 1928 Mercedes-Benz 710 SSK Corsica Drophead, William E. (Chip) Connor, Hong Kong

2nd: 1936 Mercedes-Benz 540K Special Roadster, William U. Parfet, Hickory Corners, Michigan

3rd: 1935 Mercedes-Benz 500/540K Cabriolet A, John D. Groendyke, Enid, Oklahoma

J-1: European Classic Touring Early

1st: 1923 Hispano-Suiza H6B Fernandez et Darrin Cabriolet, Sam & Emily Mann, Englewood, New Jersey

2nd: 1934 Hispano-Suiza J12 Vanvooren Cabriolet, The Hon. Sir Michael Kadoorie, Hong Kong

3rd: 1932 Röhr 8 Type F Streamliner, Mary & Ted Stahl, Punta Gorda, Florida

J-2: European Classic Touring Late

1st: 1938 Delage D8-120 Letourneur et Marchand Aérosport, Dana & Patti Mecum, Geneva Lake, Wisconsin

2nd: 1938 Bugatti Type 57C Gangloff Aravis, Gwen & Tom Price, Belvedere, California

3rd: 1939 Lagonda V12 Drophead Coupé, Nishant Dossa, Mumbai, India

J-3: European Classic Sport

1st: 1933 Bugatti Type 55 Roadster, Robert Bishop, Palm Beach, Florida

2nd: 1926 Bentley 3 Litre Super Sport Surbico Tourer, Miles Collier Collection @ Revs Institute, Naples, Florida

3rd: 1936 Delahaye 135 S Figoni et Falaschi Coupé, David F. D’Addario Family, Jupiter Island, Florida

L-1: Prewar Preservation

1st: 1934 Bugatti Type 59 Sports, The Pearl Collection/Fritz Burkard, Zug, Switzerland

2nd: 1938 Mercedes-Benz 770 Pullman Limousine, VA Collection, Battenberg, Germany

3rd: 1928 Aston Martin Sports Model “Feltham Flyer” Bertelli Two Seater, Paul & Deirdre Lee, Studio City, California

L-2: Postwar Preservation

1st: 1965 Serenissima 308V Fantuzzi Spyder, Tom McGough Sr./Tom McGough Jr., Shoreview, Minnesota

2nd: 1967 Lamborghini Miura P400 Coupé, Nicholas & Shelley Schorsch of the Audrain Collection, Newport, Rhode Island

3rd: 1962 Land Rover Series IIA 109” Special Station Wagon, Anne Brockinton Lee/The Lee Collection, Sparks, Nevada

M-1: Ferrari Early

1st: 1954 Ferrari 375 MM Ghia Coupe, Tom & Jill Peck, Irvine, California

2nd: 1952 Ferrari 212 Inter Ghia Coupe Speciale, Dennis & Susan Garrity, De Pere, Wisconsin

3rd: 1951 Ferrari 212 Export Vignale Cabriolet, Michael & Jillion Weisberg, Los Angeles, California

M-2: Ferrari Late

1st: 1962 Ferrari 250 GTO Scaglietti Coupe, Tom Hartley Jnr., Swadlincote, United Kingdom

2nd: 1958 Ferrari 250 GT Pinin Farina Cabriolet Series I, Jerry Roehl, Los Ranchos, New Mexico

3rd: 1959 Ferrari 410 Superamerica Pinin Farina Coupe, Sam Lombardo, Vero Beach, Florida

O-1: Postwar Sports Racing

1st: 1955 Jaguar D-type Race Car, Mark Haddawy, Los Angeles, California

2nd: 1956 Fiat 8V Zagato Berlinetta, Private Collection, Knokke, Belgium

3rd: 1960 Porsche 356B 1600GS Carrera GTL Abarth Coupe, Jack & Kingsley Croul, Corona del Mar, California

O-2: Postwar Sports

1st: 1971 Lamborghini Miura P400 SV Bertone Coupé Speciale, Devon MacNeil, Wellington, Florida

2nd: 1967 Bizzarrini 5300 GT Strada Series I Coupe, William H. & Cheryl K. Swanson, Pebble Beach, California

3rd: 1960 Aston Martin DB4 Coupé, Richard & Peggy Preiser, Delray Beach, Florida

O-3: Postwar Touring

1st: 1948 Talbot-Lago T26 Grand Sport Saoutchik Fastback Coupé, Robert Kudela, Chropyně, Czech Republic

2nd: 1956 Mercedes-Benz 300 SC Cabriolet, Todd Blue/LAPIS, Malibu, California

3rd: 1947 Bentley Mark VI Figoni et Falaschi Grand Touring Coupé, John Shaloub, Festus, Missouri

P-1: Maserati Road Cars

1st: 1955 Maserati A6G/54 2000 Zagato Spyder, Chris Shane, Manhattan Beach, California

2nd: 1972 Maserati Ghibli 4.9 SS Ghia Coupé, Peter Wilde, Brookline, Massachusetts

3rd: 1965 Maserati Sebring II Vignale Coupé, John Clark & Gayle Pirie, Berkeley, California

P-2: Maserati Race Cars

1st: 1956 Maserati 300S Fantuzzi Spyder, Robert Davis, New York, New York

2nd: 1960 Maserati Tipo 61 Birdcage, Thomas Mittler, Santa Fe, New Mexico

3rd: 1957 Maserati 450S Spyder, Bruce McCaw, Bellevue, Washington

Q-1: Maserati Frua

1st: 1951 Maserati A6G 2000 Frua Spyder, Henrik Jorst/Cool Classics International, Reno, Nevada

2nd: 1964 Maserati Mistral Frua Coupé, Timothy G. & Cara R. Hoxie, and Michael Rubinstein, Orinda, California

3rd: 1955 Maserati A6G/54 Frua Berlinetta, Lawrence Auriana, Greenwich, Connecticut

Q-2: Frua

1st: 1973 Momo Mirage Frua Coupe, Peter Kalikow, New York, New York

2nd: 1953 Nardi 750 Frua Barchetta, Edward Gregory, Bernardsville, New Jersey

3rd: 1946 FIAT 1100 C Frua Barchetta, Don Bernstein & Patt Taylor, Clark’s Summit, Pennsylvania

R: 1990s BPR & FIA GT Race Cars

1st: 1996 Ferrari F40 GTE Michelotto, Jacob Brunsborg, Silkeborg, Denmark

2nd: 1995 Bugatti EB110 Sport Competizione, Chris Hrabalek, Berlin, Germany

3rd: 1997 Mercedes AMG CLK GTR Coupe, The Irish Family, Los Angeles, California

V-1: Wedge-Shaped Concept Cars & Prototypes Early

1st: 1970 Lancia Stratos HF Zero Bertone Coupe, Phillip Sarofim, Beverly Hills, California

2nd: 1955 Ghia Streamline X “Gilda” Coupe, Bradley & Buzz Calkins, Englewood, Colorado

3rd: 1960 Plymouth XNR Ghia Roadster, Linda & Paul Gould, Pawling, New York

V-2: Wedge-Shaped Concept Cars & Prototypes Late

1st: 1979 Aston Martin Bulldog, Phillip Sarofim, Beverly Hills, California

2nd: 1993 Vector W8 Coupe, Private Collection

3rd: 1991 Lotec C1000 Coupe, Jonathan Weizman, Mountain Lakes, New Jersey

2025 Pebble Beach Concours d’Elegance

Go HERE for information

The post 73rd Pebble Beach Concours d’Elegance appeared first on Sports Car Digest.

That car was a red Lotus Elan +2. I had never heard of, or seen, a +2, and I wondered if it was too late to exchange our Europa for one of those sleek beauties – it was. For nearly 50 years, the thought of that car remained lurking in my brain. As I aged, I wondered if I could get in and out of one. In April 2017, I found out, thanks to the excellent forums on the Lotus Ltd. Club website. I posted that I wanted to do an article on a +2 and found two nice ones in Colorado – one original and the other upgraded to a Zetec engine and Spyder chassis.

The Type 50, or Lotus +2 as it was called in factory brochures, had a run from 1967 to late 1974. Nearly 5,200 were produced during that time. It was the first pure Lotus to have more than two seats, and it was the first Lotus without a kit version being offered. It was predated by the Lotus Cortina, but that was a Ford saloon modified by Lotus. The +2 was to be a “family” car, with seats for two children in the back, or in our case, one 5’6” woman sitting cross-wise. The +2 had a chassis that was 1-foot longer, track 7-inches wider, and overall length 23-inches more than the Elan.

It had the same engine, comparable suspension and a similar, albeit longer, steel backbone chassis as the Elan. It was also 315 pounds heavier, but the effect on performance wasn’t nearly as bad as it might have been because the car was much more aerodynamic (Cd=0.30) than its smaller sister. Carburetion was initially by twin Webers and then by twin Dellortos at the end of production, although the U.S. federalized versions used Strombergs.

As their “family” car gained in sales, the factory began emphasizing comfort and luxury over performance when the +2S came out in 1969. Still, they didn’t forget performance, because later that year they began putting the Lotus Big Valve engine in the cars. By 1971, all the +2S 130 models had the big valve engines with a 25% increase in power over the original engine. These cars are usually recognized by their metallic silver roofs, although a solid color car could be special ordered. A late addition was a 5-speed, overdrive transmission introduced in October 1972.

1969 Lotus Elan +2

I had plans to profile several cars in New Mexico and Colorado, so I added the +2s to my trip. First stop was to meet Jeff Krueger in Sedalia, Colorado, and experience his original Elan +2. It seems that most Lotus owners, have owned a series of cars of the marque. Krueger had an Esprit and Seven clones until he found the +2. He has two kids—seven and eight-years old—so the +2 was a perfect Lotus for his family. His car is a stock 1969 with all original Lotus components. It is a very nice car, but Krueger is in the process of building an improved version of the +2, much like the car I was able to experience a day later.

Thanks to Krueger, I was able to determine that I can enter and exit a +2 with relative ease….and what a joy to drive. The car started easily and we were off. It has excellent gauges, and the seats are very comfortable. Steering wheel and shifter fall right to hand. Big feet can be a problem in any Lotus, so even with a larger car one must be careful not to cover the gas and brake pedals at the same time.

Krueger lives in a valley, with mountains only a couple miles away, so the test drive included an excellent mountain road with curves of all sorts and steep climbs and descents – a great road to try out a Lotus. A friend, David Allin, who has driven my “camera car” for me on a number of occasions, was with me for the ride. We chatted as I drove the car up grades and through corners. At one point, while talking about the car’s incredibly flat cornering, I tried to sum up its handling with, “What can I say? It’s a Lotus!”

It was that good! The only downside was that there are a lot of revs lost when shifting between 2^ndand 3^rd. This combined with a lack of torque from the engine at lower revs meant a lot of stirring of the shifter on some of the uphill stretches. I’ve long had “Lotus Lust” deep in my heart, and this drive brought it to the surface.

1972 Lotus Elan +2 Zetec

Next stop was Colorado Springs, where Ross Robbins has what may be a very unique +2 for the U.S. Robbins has had 13 Lotus cars of various types. He was bitten by Lotus Lust when he sold several cars, including his Sprite racecar and his big Healey to buy an Elan racecar. Robbins drives his cars. He has bought a number of Lotus cars online, flown to get them and driven them home. He drove his first +2 from New York, a Europa from Wisconsin, and an M100 from Washington, for example. He’s even written a book about his road trips, available as a trade paperback on Amazon. His desire to drive his Lotus everywhere led him to call a fellow he met at a Lotus Owners Gathering in Orlando.

The car was a modified +2 with a chassis built by Spyder in England, a fuel-injected Zetec engine and a 5-speed transmission. The owner had decided to sell the +2 only two days before Robbins called. The deal they reached was more than Robbins had expected—he got the +2, but he also had to take a rolling chassis, a stripped chassis, a Spyder chassis, and boxes and boxes of parts. The car he wanted without all the extras would cost $5000 more than if he took it all. Getting all that back to Colorado is an adventure story best heard in person.

When asked why the Zetec car, Robbins replies that “Ann (his wife) and I love to travel, almost all summer, so we wanted a car with air conditioning. This car has the a/c ducts nicely integrated into the dash, has an XM radio, and five-speed transmission that allows us to cruise at 75 at 3100 rpm – and you can hear the radio! It’s nice to be able to cruise when crossing the country.” He added that it, “drives like a Lotus, but it’s a version for a mature driver.”

The Zetec gives 160 hp and has a lot more torque, which comes in early, where the stock Lotus doesn’t get on its torque curve until about 3500 rpm. All Robbins’ comments became real when I got the chance to drive the car. We took it on the highway and on wonderfully curving roads. The extra power was great on the hills and for merging with traffic on the highway. The gears were very comfortably spaced, and few revs were lost when shifting, while going uphill. Together with the torque of the Zetec, this car is a much better driver than the original. It does everything an original +2 does, only better. It truly is an improved car.

So, after driving both these cars, which do I prefer? I have to say that I loved them both, and they have really gotten my Lotus Lust beating hard in my breast. The Zetec +2 is the better car, but if Krueger decides to sell his original when he gets his Zetec done, I am very interested. Oh my, yes I am.

Many thanks to Krueger and Robbins for allowing me to drive their cars. They are two fine guys who have a couple of wonderful cars.

https://www.youtube.com/watch?v=VKapn0s7UDg

Original Specifications

The post Lotus Lust—A Tale of Two Plus 2s 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

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Large and imposing, this Pierce-Arrow Model 48 commanded attention when it arrived back in 1916, and still does today over a century later. A chance to see one of these magnificent machines does not come along often. The chance to ride in one is even rarer.

The post 1916 Pierce-Arrow Model 48-B-4 Vestibule Suburban appeared first on Sports Car Digest.

Events

• Immaculately restored 1961 S2 Drophead Coupe becomes first Bentley-entered car into Pebble Beach Concours d’Elegance
• New Continental GT Speed coupe and Convertible make US public at Monterey Car Week
• Speed Six Continuation Series makes on-road debut
• Bentley Environmental Foundation announces new kelp forest initiative with partner SeaTrees

Debut

The new, fourth-generation Continental GT Speed made its US debut at the event, with a personalized example from Bentley’s bespoke and coachbuilding division, Mulliner, spearheading a fleet of more than 30 pre-production examples at the event. Journalists and customers could sample the new GT Speed on the road for the first time anywhere globally, ahead of demonstrators being made available across Bentley’s worldwide retailer network.

The Continental GT Speed was not the only Bentley Grand Tourer making a debut at Monterey Car Week. Following a two-year, bare-metal restoration, Bentley’s own 1961 S2 Drophead Coupe – one of just 15 examples created by Mulliner in the 1960s – became the first Bentley ever entered into the Pebble Beach Concours d’Elegance by the marque itself. Monterey Car Week was the first time the car, registration UFF 366, has been presented by Bentley after a painstaking rebuild as part of the three-year rejuvenation of Bentley’s Heritage Collection.

The S2 Drophead Coupe is a forebear of the new Continental GT Speed Convertible that also appeared in the US for the first time in two distinct ways. The new Continental GT Speed family utilizes Bentley’s new Ultra Performance Hybrid powertrain – created around an all-new V8 engine paired to an electric motor – becoming the next member of a Bentley V8 bloodline that started with the S2, which introduced a 6.23-liter V8 to replace the straight-six engine of the S1.

Meanwhile, the new GT Speed returns Bentley’s design DNA to a clean pair of large headlamps, replacing the previous use of four smaller units that have defined the face of the Continental family – and indeed every mainstream Bentley – since 1963. The S2 was the last Bentley to use this elegant design.

One of Twelve

The latest project from Mulliner’s Classic division, the Speed Six Continuation Series, was also used on the road for the first time. An exact continuation of the Speed Six which won the 24 Hours of Le Mans in 1930, Speed Six ‘Car Zero’ is a newly-built example crafted by hand to the original drawings, original materials and using original manufacturing techniques. The car has been driven for several thousand miles during engineering development and sign-off ahead of the trip to Monterey to offer an authentic Speed Six experience to Mulliner customers who have ordered one of the 12 examples to be created.

Bentley’s presence at Monterey Car Week continues to be one of the most comprehensive of any brand. Nearly 90 Bentleys were brought together on the Peninsula for the week, and Bentley hosted more than 3,000 customers and friends across different events and evenings. The Quail, A Motorsports Gathering formalized the arrival of the new Continental GT Speed in the USA, alongside a new Bentayga S Black Edition finished in satin silver with orange accents. The Friday evening saw Bentley return to Seal Rock for its iconic Beach Dinner, in conjunction with brand partner The Macallan, at which it was announced that the Bentley Environmental Foundation will fund a US kelp forest initiative with its partner SeaTrees, restoring vital CO2-absorbing kelp forests along key coastal sites.

Pebble Beach

Several hundred VIPs joined Bentley’s famous Signature Party on Saturday night, and Bentley again guests at The Bench for the Pebble Beach Concours d’Elegance on Sunday – where a small group of Bentley executives served as Honorary Judges and the 1961 S2 Drophead was showcased, while a new Continental GTC Speed appeared on the Concept Lawn. Meanwhile, a pair of Mulliner designers hosted specification sessions with clients across the events, with scores of new Bentleys imagined.

UFF 366

The Bentley S2, which succeeded the first-generation S-Type, was hailed as one of the world’s most luxurious and innovative saloons at its launch in 1959. On this platform, Mulliner created the rarest version – the S2 Drophead Coupe, of which only 15 examples were built. Bentley’s S2 Drophead Coupe was acquired from a French owner in 2022, as part of the work to rebuild the in-house Heritage Collection. However, the car was in poor condition and needed two years of restoration work with Bentley Heritage partners P&A Wood to bring it to Concours condition.

UFF366 was originally delivered in 1961, finished in Regal Red with a tan interior and a gold fine line. While originally being built as right-hand drive, at some time in its life the car was converted to left-hand operation and repainted in dark blue. During the restoration, the body was stripped to bare metal, and previous poor-quality repairs were cut out and rebuilt correctly. Meanwhile, the engine, gearbox, and rear axle were completely stripped, worn parts replaced, and the systems rebuilt. The wiring was rebuilt from scratch, using the original drawings and even identically colored wires as per the original specification.

Specialists restored the wood set, while the interior was retrimmed in Connolly Vaumol leather to match the original light tan using a shade called Fawn. The decision was taken to keep the car blue but repaint it in an original 1960s Bentley color—the lustrous Ming Blue. The original gold fine line was then reapplied by hand, along with blue and gold trims to the hub caps.

Pebble Beach Concours Highlights

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Drift Kings!

Drifting is the most popular on-track event during the weekend. It brings a different crowd to the park than some of the other more orthodox racing events and in a way it is refreshing. Formula Drift legends such as Chris Forsberg, drifting his NOS sponsored Nissan 300z, Nate Hamilton, driving his new Toyota GR86 drift car, and even world-renowned motorsport photographer, Larry Chen, completed multiple drift sessions driving his camera-rigged Toyota GR Corrolla Circuit Edition.

A youthful, fun feeling is in the air every day. Drifting at Lime Rock attracts an incredible display of vendors, brands, and automotive legends. A notable name being TPain. As well as being a Grammy award-winning artist, he is also a regular at Gridlife Circuit Legends and drift driver himself. TPain attended the event this year with his brand, Nappy Boy Automotive, as well as popular automotive content creator, HertLife, who also found himself behind the wheel of a drift car this past weekend. On top of these two icons, popular european autoparts supplier, FCP Euro, arrived with an arsenal of modified vehicles that were a spectacle to behold, most notably, and my personal favorite of the fleet, the Mercedes 190E DTM recreation, a true masterpiece.

Nappy Boy Automotive: TPain and HertLife

Since his debut in 2004, T-Pain has significantly influenced pop, hip-hop, and R&B music, selling over 50 million singles, earning six GRAMMY® Awards, and achieving global success with countless sold-out shows. His voice has always been iconic, collaborating with world-class artists such as Chris Brown, Flo Rida, and Kanye West. In addition to his music career, T-Pain is a popular Twitch streamer, where you can watch TPain practicing his drifting skills on Assetto Corsa. He is also the founder of Nappy Boy Entertainment and Nappy Boy Automotive and an automotive enthusiast who began drifting six years ago. His goal with Nappy Boy Automotive is to make the automotive space more inclusive and accessible.

Focusing on drifting, Tpain and his team are changing the automotive world. T-Pain selected HertLife as a critical partner for Nappy Boy Automotive due to Hert’s deep passion for cars and his unique content creation skills. Hert’s automotive journey began with a love for video cars and content creation, eventually leading him to work at Enjuku Racing to create drifting content that gained recognition from Hoonigan Industries. After ten years at Hoonigan, Hert teamed up with T-Pain in 2018, contributing his expertise to Nappy Boy Automotive.

The two automotive legends found themselves at Lime Rock Park over the weekend to drift during Gridlife Circuit Legends. TPain attended the event in his custom Nissan 240sx drift car fitted with a Rocket Bunny (Pandem) widebody kit and wrapped in his infamous Pickle Rick livery—a perfect attention-grabbing combination of half bright pink and half bright green. Hert slid around the track in his copper and gold colored 240sx, possibly the most photogenic car in the drift sessions.

Although their paddock area was usually shrouded in a circle of people, the duo still found time to interact with and talk to enthusiasts who looked up to them. Having interviewed TPain a year ago, I figured he might not remember me; however, he instantly recognized me and started a conversation, showing how down-to-earth and friendly those at Nappy Boy Automotive are. It was indeed an honor to have watched two icons drive around my home track in a small town in Connecticut and form a connection to the track and those who attended the event.

FCP Euro and Their Masterpiece

Sunday hosted a rainy morning motoring meet presented by FCP Euro; this rain-soaked show focused on BMW, Audi, and Volkswagen. As per tradition, FCP Euro arrives on the track with its fleet of inspiringly unique vehicles, such as a rally-built Porsche 718 Cayman, a track-ready Volvo 740 turbo wagon, and most impressive, in my opinion, their DTM-inspired Mercedes 190E track weapon. FCP focused on paying tribute to the iconic 190E 2.3-16 that once reigned supreme in the DTM racing series of the late 1980s. This ambitious project combines the classic charm and engineering excellence of the original W201 chassis with cutting-edge modern performance enhancements that would make this project a track weapon even by today’s standards.

The journey began with selecting the W201 190E chassis, renowned for its robust engineering and motorsport pedigree. The team agreed that the model perfectly encapsulated the essence of late 80s DTM “war-room” engineering, making it the ideal platform for the build. Although it is difficult to beat the original Cosworth-tuned M102 engine in the original race car, the team decided to install the 375 horsepower M133, commonly found in the current CLA 45 AMG.

Reaching its peak power at 6,000 RPM, delivering a notable 350 ft-lbs of torque at just 2,250 RPM, as well as taking into account the incredibly quick spooling of the turbo to provide boost early in the rev range, the M133 is a perfectly adequate powertrain for a modern rendition of a hay-day DTM car.

As much as it is aggressive on the inside, the classic boxy and angular lines of the 190E are highlighted by brand new cream livery. The last time I saw the FCP 190E, it still bore the original white and green livery with bronze alloy Rotiform wheels. Now, the car bears its newly iconic cream base supported by a bottom layer of yellow, tattooed in FCP Euro details and sponsors, supported by color-matched aero wheels also provided by Rotiform.

It truly is a sight to behold, and I am more than lucky that this past rainy Sunday allowed me to take a closer look out on the track instead of its parking place on the midway surrounded by vendor tents. Of the fleet of FCP Euro vehicles, and with DTM holding a special place in my heart, this 190E is on the list of some of my favorite cars that I see regularly at Lime Rock Park and possibly on the list of my favorites of all time.

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The Bugatti factory in 1927 was at the peak of its automobile production with multiple lines to handle the demand for the various Type 35 Grand Prix models; the blown and unblown Type 37 Sports and GP models; the Type 38, Type 38A, Type 40 and 40A touring cars, as well as the Type 43 Grand Sport and, later in the year, the Type 44. It also followed the year in which Bugatti began to manufacture their own sports-touring bodies, initially for the four-cylinder Type 40 Grand Sport followed by the Type 43 Grand Sport; before this point, completed chassis were delivered to any one of many domestic or foreign coachbuilders in or near Western Europe.

The introduction of the Bugatti Type 43 Grand Sport, however, created a sensation as it was the first true sports car with a genuine 100 mph capability, coupling a slightly detuned Type 35B 2.3-liter supercharged Grand Prix engine with a shortened and “waisted” T38 touring chassis frame contoured to the shape of the standard Grand Sport coachwork. Ettore Bugatti had created one of his masterpieces; indeed, the noted author and marque specialist, the late H.G. Conway said of the T43 over 60 years ago that “it was the model to be aspired to in the 1927–1932 period as a Ferrari may be today, as a road car with the qualities of its racing sister.”

Because of the roller-bearing crankshaft, the car was quite a bit more expensive than the plain-bearing Type 38 and 44 touring cars which overlapped production on either end of the Type 43, and shared many features–such as the radiator, front axle, gearbox, and back axle–with the 2-liter Type 38. Similarly, the axles and gearbox were utilized in the successor 3-liter Type 44 touring model, but the 385 units of the Type 38 and 1,095 units of the Type 44 far outsold the 160 units of the T43, particularly as world economies began to suffer from the fallout of the crash of the American stock market.

In 1929, Bugatti introduced the Jean Bugatti-designed roadster for the late Type 40 and 40A and the Type 43A, which many felt resembled some of the roadsters being built in America. Some have speculated that the Type 43A Roadster was intended for the American market, but of the mere 19 examples built, only two went to the US before WWII. Several remained unsold at Molsheim as sales slowed due to the economic uncertainty. Nevertheless, the total production eventually found new owners with some orders being filled from existing stock as late as 1935.

Chassis 43309

The example on offer is one of the last two T43s delivered, the chassis of which was constructed in April 1929 and the Jean Bugatti roadster body in December 1932; however, the completed car was not delivered to its first owner, Edouard Michel of Paris, until May 3, 1934, and registered “4848 RJ” the following day. M. Michel purchased the roadster in its original and very striking yellow and black livery, and at only 40,000 French francs, the car was sold for a “clearance sale” price.

Highlights

• Among the Most Rare and Desirable of All Bugatti Automobiles
• One of 10 Known Surviving Examples of the 19 Jean Bugatti Type 43A Roadsters Built
• Exceptionally Original and Well Preserved with One Repaint Many Years Ago
• Retains Matching-Numbers Frame, Lower Crankcase, Cambox, Gearbox, and Rear Axle per Accompanying History Reports by David Sewell, Mark Morris, and Kees Jansen
• Exceptional Condition and Features including Unique Dashboard Layout

Mechanical Specifications

• 2,262 CC SOHC Inline 8-Cylinder Engine
• Single Zenith 48K Carburetor
• Roots-Type Supercharger
• 120 BHP at 5,000 RPM
• 4-Speed Manual Gearbox
• 4-Wheel Cable-Operated Mechanical Drum Brakes
• Front Solid-Axle Suspension with Semi-Elliptical Leaf Springs
• Rear Live Axle with Reversed Quarter-Elliptical Leaf Springs

Ownership

Michel’s ownership was not lengthy and in 1936, chassis 43309 was sold to Jacques Dubois in Glageon, France, the grandson of the founder of the industrial glass manufacturer Edmond Dubois & Cie, and later Gaston Dubois et Cie (Gaston being Jacques’ father). Jacques would later manage the company from 1948 until its closure in 1966.

From Jacques Dubois, the Type 43A was sold to Denyse Rogeau acting for her husband, Louis Rogeau, on September 15, 1939, along with three other Bugattis: a Type 37 (chassis 37385), a Type 44, and a Type 49. They lived at 7 Boulevard Victor Hugo in Lille, France, where they operated a small garage. After the war, it was revealed that M. Rogeau had collaborated with the Nazis beginning in 1941 and bought cars which he then sold to the Germans. He consequently spent six months in jail, had his goods confiscated, and paid a fine of 120,000 French francs and suffered the inevitable disgrace and social ostracism.

The next known owner was Antoine Thibeau in Roubaix who purchased the Type 43A on May 31, 1944. M. Thibeau was an engineer from Arts et Metiers and son-in-law of Albert Motte of the well-known Motte textile family. During his ownership, 43309 was re-registered as “5400 BE 59” in the new system on June 28, 1955. The Thibeau family would own the car until they offered it to Serge Pozzoli for his proposed museum in Montlhéry. In the 1962 H.G. Conway Bugatti Register and Data Book, the Montlhéry Motor Museum was listed as the owner and noted that the car was now a two-tone gray and in excellent condition. It was right around the time of the 1962 register listing that the color scheme of the car was changed for the first and only time, as it appears with this paint today. Another special feature to be noted is that in place of the standard wooden dashboard is a two-piece aluminum dashboard. It is beautifully constructed, shifting all of the gauges from the center of the dash to a panel surrounding the steering column, giving unrestricted access to the centrally-mounted magneto ignition.

Mr. Pozzoli was one of the leading French collectors of his time and he amassed a considerable number of prewar Delage, Delahaye, Alfa Romeo, and Bugatti automobiles as well as many other more obscure French makes. This “museum” was filled with old and, in many cases, unwanted prewar cars under the banked track of Montlhéry, and he can be credited for undoubtedly saving a large quantity of these cars from an uncertain fate.

Around 1978, Mr. Pozzoli traded the Type 43A to the well-known Bugatti collector and historian, Uwe Hucke of Nettelstedt, Germany, for a Bugatti Grand Prix car built from parts. Mr. Hucke and his wife, Monica, cherished the unrestored, preserved Type 43A, but chose to sell the car after nine years of ownership to Dr. Joachim Jantzen of Essen who would actively use the car in numerous events, including the 1987 International Bugatti Rally based in Münster.

After 15 years of active use, Dr. Jantzen sold 43309 to another German collector, Manfred Dolleschel, who used it in several rallies. In 2009, at the International Bugatti Rally in Italy, the car went off the road and suffered damage to its front end. The car was carefully repaired and subsequently sold to the well-known British property developer and classic car connoisseur William Ainscough. After a four-year spell in Mr. Ainscough’s dynamic collection, it finally joined the stable of Jack Braam Ruben, noted dealer and collector of fine automobiles with a strong Bugatti emphasis. During Mr. Braam Ruben’s ownership, further detail and repair work was done by Bugatti specialist Simon Klopper.

Unquestionably one of the most original and best preserved of almost any model Bugatti in existence today, 43309 is offered with its original engine (no. 106), gearbox (no. 107), rear axle (no. 108), and frame (no. 114), per the accompanying reports by David Sewell, Mark Morris, and Kees Jansen on file. As only one of 10 survivors of the 19 Type 43A roadsters built, this offering from The Jack Braam Ruben Collection represents a rare, if not once-in-a-lifetime, opportunity to acquire one of the most desirable sports-touring Bugatti models ever produced.

Provenance

• Edouard Michel, Paris, France (acquired new in 1934)
• Jacques Dubois, Glageon, France (acquired from the above in 1936)
• Denyse and Louis Rogeau, Lille, France (acquired from the above in 1939)
• Antoine Thibeau, Roubaix, France (acquired in 1944)
• Serge Pozzoli, Montlhéry, France (acquired from the above circa 1960)
• Uwe Hucke, Nettelstedt, Germany (acquired from the above circa 1978)
• Dr. Joachim Jantzen, Essen, Germany (acquired from the above in 1987)
• Manfred Dolleschel, Germany (acquired from the above in 2002)
• William Ainscough, Jersey, UK (acquired from the above circa 2009)
• Jack Braam Ruben (acquired from the above in 2014)

Available now

Gooding & Co is now proud to offer this rarity at their London auction.  Information is available HERE.

2023 London auction Highlights

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Testing in North America

The 355 by Evoluto® attended exclusive events and wowed the public in Carmel, Monterey, and 17 Mile Drive. Starting in Los Angeles the week before for private customer previews, the trip was part of an important milestone and the beginning of dynamic road testing ahead of final validation in the coming months, ahead of the first customer builds starting in Q1 2025.

While in Monterey the 355 by Evoluto® and team from DRVN Automotive Group attended three exciting events, opening the week at Motorlux, then enjoying the tranquil setting of The Preserve Concours and Cocktails at Santa Lucia, ending the week celebrating car culture with tens of thousands of fans at Exotics on Broadway. While attending these events the team met with new fans of the brand and valued customers.

Dynamic road testing took place on the famous Pacific Coast Highway, in the canyons of Carmel Valley and downtown in Monterey and Carmel. Amjad Ali, Technical Director of Evoluto Automobili explains “Testing on the roads of California is an important step forward in the development of our car. Los Angeles and California give the opportunity to test on very different road types in a very short distance and time frame. This car is all about Peak Analogue® and the driving experience. Ensuring it can carve a canyon road and maintain a pure driving experience at any speed and on any surface ensures we deliver our promise. California and Monterey Car Week has given the team the chance to feed back a lot of different experiences. The next part of our development program sees us finish the fine-tuning of the car’s dynamic package and set up”.

Hampton Court

This week, attention turns back to the UK, where Evoluto Automobilli and other DRVN Automotive Group brands will attend the prestigious Concours of Elegance at Hampton Court Palace. As part of the event, the Members Enclosure will be presented by Boreham Motorworks. Boreham Motorworks specialises in the design, manufacture and distribution of Ford Motor Company’s Road, Race and Rally Icons. As the official license partner of Ford Motor Company, Boreham Motorworks is dedicated to delivering a Peak Analogue driving experience throughout all their vehicles, ensuring every model delivers stunning performance, authenticity, and driving pleasure.

Iain Muir Chief Executive Officer, DRVN Automotive Group, notes: “DRVN Automotive Group are excited to present a wide line up of DRVN brands at the Concours of Elegance, Including Boreham Motorworks, Evoluto Automobili, Alan Mann Racing and Koenigsegg London. After returning home from Monterey Car Week, we are excited to continue with the forward momentum as we introduce as many people as possible to our products. During Monterey Car Week we spoke with hundreds of interested petrol heads from all over the world. We expect the Concours of Elegance to offer a unique experience where members of the public and press will get exclusive access to our now world-famous brands.”

Above content © 2024 Evoluto Automobile S.p.A. reviewed and edited by Rex McAfee

Need Cars video review

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If you’ve not heard of the Concours d’Lemons, it’s a tongue-in-cheek car show that takes place during Monterey Car Week.

This unique event celebrates the “oddities, the mundane, and the truly awful” of the automotive world.

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Throughout history, French manufacturers have created some of the most unusual automotive designs ever made. Most will agree that many of them had brilliant engineering, however the French approach to styling, especially in the mid-century era, is interesting to say the least. Weird, beautiful, ugly, strange, fantastic, modern, and eclectic are words than could be used to describe the Matra M530, depending on who you ask. One thing is for certain, this car is unique and to many, obscure.

Early History of Matra

In 1945, Matra (Mécanique Aviation Traction) was founded. The new French company’s first project was participating in the development of an advanced twin-engine aircraft, constructed to be the fastest prop-driven plane in the world. In 1951, a plane using a Matra-built engine succeeded in breaking the sound barrier in Europe for the first time.

Later on, Matra was selected to be the first prime contractor for satellites in France and became involved in the early European space program in 1961. French businessman Jean-Luc Lagardere became the CEO of Matra in 1961.  At the time of Lagardere’s appointment, Matra had about 1,450 employees.

In 1964, Matra acquired car manufacturer Automobiles René Bonnet, who produced light-weight, front-wheel drive and mid-engine sports cars with very aerodynamic fiberglass bodies mainly powered by upgraded Renault engines.

Back in 1962, René Bonnet debuted its Djet (pronounced jet) model, (generally considered by today’s collectors as a Matra). 198 Bonnet Djets were sold between 1962 and 1964 the majority of which were the 65-hp base-model “Djet I”. The company maintained a racing team, entering in the Le Mans 24 Hours race in 1962, 1963, and 1964. Focusing on the racing team was expensive and may have contributed to the company’s cash flow problems, resulting in poor retail sales during this period, as their cash was running out.

Matra Gets in the Car Business

Rene Bonnet worked increasingly close with its principal investor Matra.  Although Matra was busy with defense contracts, they were also very interested in the future of fiberglass technology, in which Bonnet was a pioneer. A former fighter pilot and national politician named André Moynet had an important role in bringing Bonnet’s business and Matra together. Matra’s swiftly developed partnership with René Bonnet’s automobile manufacturing firm was the beginning of what would become the Matra Automobile Division in October 1964. For a time, Matra was largely centered around its vehicle division, Matra Automobiles.

The first road car marketed as Matra was the Renault-powered Matra Djet, which was a revised version of the Bonnet Jet.  An additional 1,491 cars would be sold as “Matra Djets” between 1965 and 1968. The earlier Rene Bonnet-based cars (Missile and Le Mans) were discontinued after Matra assumed ownership.

In 1965, Matra began development on a successor to the Matra Djet. A fresh and modern road car design was needed that could be marketed to the non-racing public – or voiture des copains (car for chums). This would be the first sports car engineered and designed by Matra and not by Djet designer René Bonnet.  Designed by former Simca designer Philippe Guédon, the new sports car was named after Matra’s R.530 missile and officially called the Matra M530.

The M530 was constructed on a steel frame with polyester body and a mid-engine layout similar its Djet predecessor. In order to accommodate 2+2 seating, a mid-mounted engine and a reasonable amount of trunk space, several different engine options were considered by Matra engineers. The drivetrain that was eventually chosen was sourced from Ford in Germany, which was the “high compression” 1699-cc Ford Taunus V4 engine, as well as a gearbox from the Taunus 15M TS. This combination would make the production car capable of a top speed of 109 mph. This combination was also close-packaged enough to fit between the rear seats and the trunk.

The first 530 (badged Matra Sports M530A) was debuted to the public on March 7, 1967 at the Geneva Motor Show. Production commenced a month later, incorporating modifications which included the addition of a chrome bumper bar to provide much-needed protection from parking hazards for the front grill, a modification of the dashboard to give the passenger slightly more knee room, and the repositioning of the ignition key for more accessibility.

For the first two production years, the chassis was constructed by Carrier in Alençon, with the assembly work being done by French coachbuilder Brissonneau et Lotz at Creil. An interesting quirk of the early 530 model was that accessing the engine bay could only be done by removing the acrylic glass rear window.

Other unique features of the M530 are the mechanically pedal operated pop-up headlights and the two-piece removeable targa top. The styling was unusual to say the least and considered avant-garde for the time.

French artist Sonia Delaunay painted a 530A at the special request of Matra’s CEO Jean-Luc Lagardère in 1968. That same year, Carrozzeria Alfredo Vignale presented a custom-bodied 530 coupé at the Geneva show (the car would appear again in Turin with some modifications and a different paint scheme).

Matra Motorsports

Matra’s CEO Jean-Luc Lagardére, recognizing the promotion value of the motorsport sector for garnering sales, decided that the company ought to be involved, leading to the creation of Equipe Matra Sports, which entered the French Formula 3 during 1965. Throughout the mid-1960s, Matra enjoyed considerable success in Formula 3 and Formula 2 racing with its MS5 monocoque-based car, winning both the French and European championships. Matra competed as a constructor in Formula One from 1967 to 1972 and as an engine supplier between 1975 to 1982, winning the drivers’ and constructors’ championships in 1969.

Those familiar with Formula 1 history may know that Lotus adopted aviation engineering principles to build racecars. Not to take away from Colin Chapman’s winning ingenuity… but Matra was about to do in a few short years, what took everyone else decades to accomplish. As soon as Matra began building formula cars they immediately started to dominate in the lower F2 and F3 series with their fantastic monocoque chassis designs.

In 1968, they took the big step up to Formula 1 and secured Jackie Stewart behind the wheel. After nearly winning the Formula 1 championship in their rookie year, they dominated and took victory the following year—rather remarkable after just two years in F1. It was the first time a French-built car had ever won a modern Grand Prix much less the championship, and gave Jackie Stewart his first drivers’ championship.

The next year, 1970 saw the introduction of the glorious Matra V12 engine. While that beast of an engine didn’t suit the Grand Prix sprint-style racing, it happened to pack very nicely into Matra’s sports prototype race cars. Having been victorious all over the world in sports car racing, it was time to make a serious effort at Le Mans: enter the mighty Matra MS670.

With its aggressive open top design, that fabulously engineered V12 in the back, and Matra’s now world famous monocoque designs, the MS670 was unstoppable, ending Porsche’s winning streak and defeating Ferrari, not once, not twice, but three years in row (1972-1974). Matra also took the World Championship for Makes in 1973 and 1974.

France and Matra in just 6 short years had beaten everyone at their own game, won the Formula 1 championship, dominated Le Mans, and racked up countless victories along the way. French national pride had been restored. Interestingly, at the end of the 1974 season, Matra announced that it had decided to withdraw from all participation in motorsports.

This Car

This 1969 Matra M530 was part of well-known Southern California collector Bruce Milner’s collection, who acquired the car about 25 years ago from a broker in Texas. It sat in disrepair as part of his collection for over a decade before it was restored about 10 years ago. It’s current owner, Rodney Grabinski, purchased it in the summer of 2018.

“It needed a lot of sorting to get it running well,” Grabinski recalls.  “Electrical faults, carburetion and ignition issues, exhaust header repairs, clutch hydraulics replaced, it needed tires (that sounds easy… it is not!) water pump, etc..  Mostly all the sorting from a freshly assembled car that was never done because he never really drove it other than around the block occasionally.”

“I had been looking for a vintage car for some time and nearly bought a range of cars, Elan, Elite, Montreal, Junior Z.  – nothing really came together. When I came across the Matra that Bruce listed on BaT, I just connected with it. I knew about Matra, the M530 vaguely, and while doing more research learned more and more about Matra and the M530. I become more and more entranced with the history, innovation and their racing successes.

I just had to have it and I was high bidder but at RNM.  Bruce and I stayed in touch for about year until we finally struck a deal and trailered the car home to San Diego and went about getting it ready to take up to Monterey. I was supposed to be there in 2018 but there was just too much to get the car suitable for the 500-mile drive and there was no way I was going to trailer queen it up and back, I wanted to drive it the whole way.

So, 2019 is when the car and I made it. That drive up and down the coast – Big Sur, Carmel on the Avenue – is the big trip. I take it to our local “cars and coffee” in Rancho Santa Fe and we have various weekend drives to the canyon and mountains and will take it to local wineries. I’m not all that much into the car show scene – I like to drive and enjoy it.”

To own a car like a Matra, it helps to have a sense of humor, which Grabinski does. When asked what sort of reaction he’d get when people saw it for the first time, he said “People see the car and say ‘What IS that?… that is just… umm wow, ok… it’s so ugly!… amazing!… honey hide the children!’. After the spectrum of wild comments work their way out of bystanders pointed fingers, gapping mouths, and bugged out eyeballs the inevitable question is always “Why?”. Why did you buy that …thing?”

When asked to explain why he wanted to own such a car, his explanation was passionate and enthusiastic.  “‘Why Buy a Matra?’ the better question is why doesn’t every sports car and racing enthusiast want a Matra? So, when a car built by one of the world’s greatest racing marques appeared on the auction website Bring a Trailer, I had to have it.  This was my chance to scratch that vintage car itch and have a part of history too. This particular car was also a 1969, the same year and factory that built Jackie Stewart’s championship car.

I like to imagine Jackie Stewart, walking past the parts of my very car on some disorganized French assembly line on his way to see the updates for his next racecar in the race factory. I own and race vintage formula cars, spent years working in engineering, I love old cars, and come from a family of artists. This Matra M530 is everything I could want. Style? Excessive. Brand History? Epic. Engineering? Cutting edge. Affordable? Check and take my money please.”

“I enjoy displaying the car, talking with everyone about it and being a sort of self-proclaimed Matra spokesperson. I’ve noticed that if someone hangs around long enough, even those with initial negative opinions about the car, they start to develop more of an acquired taste about it. They notice the clever door handles, curious about how you get to the engine, or even where the darn engine is? What’s under the hood then? What are those holes for? That oval steering wheel, what does that 4^th pedal do?

It is like a mystery novel and each chapter is another twist and turn of the story towards the surprise ending of ‘very cool car’. The car is an event, not a dramatic rock concert type event, more like a stroll through a museum with a quartet playing event. Satisfyingly challenging and memorable. I wanted the car because Matra fulfilled history with the greatest racing championships in the world. What I didn’t realize is that they knew more about life than just racing, and built a car to fulfill that too.”

Driving Impressions

Gabinski is an accomplished Formula Ford and Formula B racer. In 2013, he placed overall 2^nd place Club Ford with “Formula Ford the Series”, and won the Bill Breach Memorial trophy in 2014, the Vintage Auto Racing Association Champion Modern Formula Ford and the Formula Ford Drivers Club Champion Modern Formula Ford in 2019. He recently acquired an historic Brabham BT29 to race in as well.

“If anyone survives the visual onslaught of my car, and the subsequent history lessons, the conversation turns from what is wrong with you dear sir? To what is it like to drive? The answer should surprise no one – it is Matra – the handling is sublime. The seating position and large windows gives a commanding view of the road all around, and the race winning pedigree is evident.

Fast sweeper? Don’t lift, just delicately turn the (weird, of course) oval steering wheel in and the chassis gently loads up the wheels that need the grip the corner apex, settling back down on exit. When you need to clamp on the brakes, the car rewards a finessed aggression. Brake late, the car transfers weight onto the front wheels to turn in with more speed than you first judge.

“The Matra engineers, 50 years later are still trying to teach you how to drive smoother and faster. Jump on the throttle and you hear everything from that funky Ford V4 engine that is literally in the cabin with you, covered up by what is essentially half a briefcase. Everyman’s sports cars of this era were never meant to be powerful – they were meant to be pleasurable, capable, affordable, usable.

Nothing could be better than the M530 with its lift back rear ‘glass’ (its polycarbonate, again because Matra!), giving access to the engine and back seats. Perfect for a weekend getaway in the countryside, The Matra M530 has a strange magical way of making you like your destination more because of the experience getting there.”

 Matra Epilog

The Bagheera was released as a 1974 model-year car, with production continuing until 1980. The Matra Murena was another mid-engined, rear wheel drive sports car that was produced from 1980 through 1983. During the early 1970s, Matra sold its car division to Chrysler Europe.  Matra Automobiles was subsequently sold by Chrysler Europe to Peugeot.  In 1983, Lagardere arranged to buy the division back. Shortly thereafter, a partnership was formed between Matra and Renault, resulting in the development of the Espace minivan.

During 2001, production of the Renault Avantime, which was co-designed and built by Matra Automobiles begain, however it was not a sales success and was widely regarded as a failure. By the early 2000s, Matra was reportedly preparing to end its involvement with the automotive industry. Following the discontinuation of the Avantime, on 27 February 2003, Matra Automobiles announced it was closing its Romorantin car factory just one month later.

The dismantling of the division was necessitated by Matra Automobiles having been declared bankrupt.During September 2003, Pininfarina SpA acquired Matra Automobile’s engineering, testing and prototype businesses and the company was renamed Matra Automobile Engineering. In January of 2009, Pininfarina sold its share in Matra Automobile Engineering to Segula Technologies.

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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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The Concorso Italiano at Blackhorse and Bayonet Golf Course is an annual celebration of Italian automotive design and culture, held in Seaside, California.

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The Porsche Werks Reunion 2024 celebrated its 10^th anniversary during Monterey Car Week along the coastal peninsula. The gathering brings together Porsche enthusiasts and showcases a stunning array of classic and modern Porsches.

Hosted by the Porsche Club of America, this reunion takes place at the Monterey Pines Golf Course and is known for showcasing some of the finest examples of Porsche’s automotive history. The cars are often highlighted for their historical significance, engineering excellence, and significant impact on the history of Porsche. Seeing a well-preserved or restored example of these models at such a gathering is a treat for Porsche enthusiasts.

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Motorlux, now owned by Hagerty Insurance, once again served as the iconic party that set the stage for Monterey Car Week at the Monterey Jet Center on Wednesday, August 14, 2024. The luxury event represented the best of the best, including 225 enthusiast vehicles and 14 aircraft, all surrounded by the finest culinary creations and cocktails served by 25 local chefs.

The first day of the Broad Arrow Auction was held during Motorlux. The innovative collector car auction was one-of-a-kind, introducing a fashion show-inspired runway format complete with dual viewing galleries allowing bidders and audience members to immerse themselves in the automotive auction energy set against the backdrop of a festive party.

Vehicles making their global or North American debuts included the Kindred Motorworks EV Bronco, Meyers Manx Tarmac Touring Edition, McMurtry Sparrow and Evoluto 355. Displayed alongside the new were dozens of established icons including a Lancia Stratos, Lamborghini Essenza SCV12 and McLaren Speedtail.

Highlights

More than 4,100 attendees experienced automotive installations, each paired with specialty food and drink, including:

• ‘Adventure Machines’, which hosted overland vehicles
• ‘American Graffiti’ that paid tribute to midcentury hot rods
• ‘British Invasion’ highlights the British impact on the world of sports cars and automotive culture
• ‘Honoring Marcello Gandini’ which highlighted the life of one of Italy’s greatest car designers

Aircraft

Aircraft are a unique fixture at Motorlux which hosted over a dozen, including vintage fighters, private jets and helicopters. Among them was a P-51D Mustang known as “Plum Crazy” which boasts a history of air racing and air shows as well as a Citation 560XLS in a unique floral livery.

Comments

“Motorlux exemplifies the perfect blend of luxury and community spirit,” said Peter Fink, Hagerty Vice President of Events and Experiences. “We are honored to unite thousands of automotive and aviation enthusiasts to enjoy the world’s finest cars, aircraft, local cuisine, and refreshments. We are grateful to our partners, sponsors, and guests and thank the generous drivers and pilots who showcased their remarkable machinery.”

Auction

Broad Arrow returned to the Jet Center for its third annual Monterey Auction, August 14 and 15. The two-day sale totaled $71.5 million*, with 85 percent of all lots sold. The auction culminated in selling the 1997 Porsche 911 GT1 Rennversion, a highly regarded and superbly preserved example, at a final $7,045,000**. Additional highlights include five auction records, led by a rare 1998 RUF CTR 2 at $2,095,000, representing a new record for any RUF at auction. The CTR 2 crowned a trio of highly desirable RUF models at the sale, all of which found new homes at solid prices.

“We would like to thank the guests who joined our third annual Motorlux event and auction at the Monterey Jet Center. We had record attendance and a record number of first-time registered bidders,” said Kenneth Ahn, President of Hagerty Marketplace and Broad Arrow. “Despite a greater bifurcation in the market across Monterey Car Week, Broad Arrow saw engaged and active bidding on many lots, especially for more modern, next-generation enthusiast cars. Broad Arrow’s success in this next-gen segment, including our market leadership of marques like Porsche and RUF, is well-illustrated by our Monterey auction results and beyond.”

Giving Back

Motorlux is proud to benefit the CHP 11-99 Foundation, a 501(c)(3) non-profit dedicated to helping families of California Highway Patrol officers in times of need. The event also supports the Navy Post Graduate School Foundation, from which young men and women of the school’s Car Club will assist at Motorlux and serve as car pushers for the Broad Arrow Auction. Motorlux returns to Monterey Jet Center on August 13, 2025.

Above content © 2024 Hagerty reviewed and edited by Rex McAfee

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Words & Images by: Glen Smale

The official Ferrari Museum website refers to the Maranello Museum, as the ‘Home of a dream’. And that’s basically what it is, the ‘home of dreams’, for every young boy around the world. It’s quite amazing, run a bunch of images of sports cars in front of an 8-year old, and most of them he wouldn’t be able to put a name to, but show him a Ferrari image, and he will immediately identify it as such. If he is car-savvy, he might identify a Porsche too, but with Ferrari there is no mistaking it.

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It’s a classic car club meet-up, a new car showcase, with a wide variety of food trucks, all surrounded by a race car track in Denmark’s capital city. Velkomst to the Copenhagen Historic Grand Prix!

The Copenhagen Historic GP is staged annually at Bellahøj Park, about 6 km from the city center. The streets around the park are transformed into a temporary track, a city circuit that’s more like Marina Bay than Monaco. With concrete barriers lining the walls, the racing is both tight and dicey.

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Donington Park has traditionally held the Masters Historic race weekend in the early Spring, but a move to a mid-summer slot on the calendar. Hot on the heels of the announcement, alongside the already diverse grids which run in the Masters series, a new category for Group C cars which competed in the World Sportscar Championship between 1982 and 1993 will run under the governance of Masters Historic Racing at selected events in 2025. One would hope that the undeniable popularity of these cars, and the era of Sportscar racing which they represent, will see renewed interest in the already popular and well supported Masters events.

Donington Park, the fifth event on the calendar for the Masters Historic series, arrived after a brief summer break, following their return to Brno in Czechia. A familiar circuit to many of the drivers, with Donington a well-established fixture on the calendar, and host to the pre-season test day for competitors. The undulating, twisty circuit represents the sum of some of the best component parts in UK circuit racing, a test and thrill for drivers, and a circuit which offers great spectating opportunities for the crowds.

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Amid all these exceptional and spectacular factors that surrounded the 97’ championship, one of them can certainly be highlighted: the promotion of the Luxembourg Grand Prix, on the mythical Nürburgring circuit. Carried out only due to a very specific combination of factors, which include the will of the track promoters and representatives of Formula One Management (FOM) and F.I.A. in keeping one of the most profitable races on the calendar, but without having the right to use the German GP banner (which for 97 belonged to Hockenheim), the Luxembourg GP became one of the exceptional cases in the history of F1: from a country that hosted a GP of the category outside its territorial borders.

Although the 1997 and 1998 editions (which also took place under the same regime) are the best known in the history of the Luxembourg GP, this would not be the first time that the Grand Duchy would host competitive single-seater races. The true story of the Luxembourg GP began more than 45 years earlier, with the likes of Stirling Moss, Peter Collins, Johnny Claes and John Cooper navigating through some of the country’s most treacherous streets.

Luxembourg GP: Origins

The context of the emergence of the Luxembourg Grand Prix is ​​similar to that of several other races in the post-WW2 European environment: after years paralyzed by the conflict, all that the motorsport drivers at the time wanted was to compete in as many races as possible, wherever possible. Since there was no shortage of machines and people interested in participating in these events, promoters and organizers were quick to take advantage of the opportunity that existed at the time.

On the other side of the spectrum, governments and sports associations also believed in the potential of motorsport as a complete tool, within its economic and social plans: promoting races proved to be cheap to do, due to the few investments that (still) were needed in their organization. Furthermore, such events were a form of propaganda, painting an attractive portrait against a backdrop of desolation that followed the global conflict. Intertwined with this, motorsport became a cheap and accessible form of entertainment for the public, who were looking for leisure after the years of war deprivation.

Thus, events in the most traditional international automobile hubs, such as the United Kingdom, Germany, Italy, France and Belgium, soon returned to the international racing calendar. In addition to these, other peripheral countries, such as Austria, Czech Republic, Switzerland and Spain, also rejoined the agenda, contributing with some other traditional events.

Other countries, on the other hand, took advantage of this opportunity to definitively place themselves on the international map of high-performance motorsport: for example, Finland, which before the war already hosted GPs of a reasonable scale, but only after the conflict ceased began to be frequented more regularly by high caliber pilots. As another positive example, the Netherlands also deserves to be highlighted. Before WW2, the dutchman were in the shadows of the traditional events held in neighboring Belgium. But the end of the conflict presented the opportunity that the country was looking for to expose itself, and after that, the Low Countries would become one of the most traditional stops in world motor sport.

Seeing the (re)birth of motor sport in its closest neighbors and also contemplating the possibilities of such a choice for the future, the Grand Duchy of Luxembourg also decided to participate in this wave of resurgence, seeking to promote its national Grand Prix for the first time. This would be the necessary exclamation that the small country needed to give in the European scenario at the time; Therefore, it is worth remembering that Luxembourg was one of the areas most affected by the Second World War, being one of the countries with the longest Nazi occupation (from May 1940 to February 1945), in addition to being the scene of several battles – especially the Battle of the Bulge, which transformed the small country into a large battlefield, destroying much of the civil infrastructure that existed in the Grand Duchy.

This would be practically a new experience for the Automobile Club du Grand-Duché de Luxembourg (A.C.L.) as the association had previously hosted only 1 major event in its entire history: this was the Grand Prix du Centenaire, held in 1939 in honor of 100 years of the Grand Duchy’s independence. Open to Sports Cars and featuring drivers such as G. Farina, E. Villoresi, C. Biondetti and P. Lavegh, the race was won by the charismatic Jean-Pierre Wimille, aboard a Bugatti T57.

For 1949, Sports Cars would be brought back again, as a form of the A.C.L. continue to acquire the necessary experience so that, one day, it could finally bait the desired single seaters. The chosen location for the race would be the small village of Findel, 8 kilometers northeast of the center of Luxembourg City. The main reason for this choice was that the location was just a few meters away from the only reasonably sized airport in the country, which would greatly facilitate the flow of people and teams through the location.

Measuring exactly 3,764 meters, the Findel circuit was almost triangle-shaped, formed by what is today the Neudorf and Trèves streets, on the outskirts of the airport. The most technical points of the track were the sequence of zigzags on Rue de Neudorf, in addition to the sharp final curve of the track (which is in front of where the administrative buildings of Cargolux and Luxair are currently located). There was a small amplitude on the circuit, as the track was separated into the ascending (Trèves) and descending (Neudorf) sectors.

As was to be expected in any race in the 40s/50s, safety was a word almost ignored by everyone, and some other problems were immediately recognizable in the design of the Findel circuit. The first was the lack of visibility in critical parts of the track: in some places, the problem was the blinding sun; in others, it was trees; and at some points, it was both! The lack of separation between the public and the track was already common and accepted by all parties involved, but the trees on both sides of Rue de Neudorf meant that the margin for error was almost non-existent – ​​if that wasn’t enough, the problems on the track surface in this section of the track were clearly visible, due to several undulations in the asphalt (this fact was reported by various media outlets at the time).

Despite this, on May 15, 1949, the I Grand Prix du Luxembourg was held, with the organizers managing to attract representatives from Belgium, France, England, Italy and Luxembourg, totaling 12 drivers. In the end, it was Ferrari who triumphed in the race, with Luigi Villoresi becoming the first champion of the Luxembourg GP, aboard a Ferrari 166 MM, entered by the Italian manufacturer itself.

The moderate success of the 1949 edition of the GP was enough for the Automobile Club du Grand-Duché de Luxembourg to become enthusiastic about the idea of ​​promoting an international race for racing cars on an annual basis and, in 1950, the II Grand Prix du Luxembourg was contested (which coincidentally also had 12 drivers on its entry-list). This ended up being another race dominated by Ferrari, with the official Scuderia duo of Alberto Ascari and Luigi Villoresi taking the first two places in the race. And it was just by a minimal margin that the first three spots on the podium weren’t taken all by 166MMs, as for a matter of seconds, Herman Roosdorp, in a private-entry Ferrari, was beaten by Jacques Swaters for third place, in a Veritas.

Even though they did not attract the expected number of competitors, the 1949 and 1950 editions of the Luxembourg GP served the purpose of giving the A.C.L. the necessary know-how so that the institution could promote a larger-scale event in the near future. And, without waiting for any further delay, the organization decided to take the big step, finally replacing the Sports Car regulations with one for single-seaters. However, these would not be the much-coveted F1 or F. Libre cars; and yes, those of a new category, which had become a European sensation in the early 1950s: Formula 3.

500cc Formula 3: A Motorsport Revolution

Despite gaining widespread attention at the beginning of 1949, when races in Brussels, Zandvoort and Oslo became the first semi-official Formula 3 events on continental European soil, the history of the 500cc F3 actually had its origins 10 years earlier, in the country that would really popularize and spread this category: England. More specifically, the origins of the 500cc regulations would come from a small group of amateur drivers from the city of Bristol, in the period of uncertainty before WW2.

With a limited budget, what this group wanted was what almost every amateur driver looks for: a low-cost high-performance category, that did not require a large commitment of time and resources to have a competitive vehicle. The solution found to this dilemma was the combination of cheap and abundant chassis, like those of Austin Sevens and Fords of the Models T, A and B (all manufactured in the UK itself), with motorcycle engines, notably more economical than those that equipped the cars of the time.

The combination was to prove incredibly successful in the short time it could be applied, with global conflict putting a stop on this promising development. Luckily, a few years later, as the war was heading towards its final moments, the structure of the 500cc formula could finally be reactivated, and the creative process was reignited as quickly as it had been extinguished in 1939.

The 500cc F3 proposal seemed to be a flawless concept, and, obviously, it didn’t take long for it to start spreading across England. Well-known motorsport places in the British Isles, such as Shelsley Walsh and Prescott, were the first places outside Bristol to accept 500cc single-seaters on their entry-lists, as early as 1946. Names such as John Cooper, Eric Brandon and Frank Aikens were the ones who more marked this first phase of F3, which would last until the beginning of 1948.

At this time, a sequence of changes occurred, which would shape the category until practically the end of the 50s. The first was that the amateurism began to give way to tones of semi-professionalism in F3: the “poor man’s racing car”, as the 500cc F3 cars were known until then, would be replaced by increasingly refined machines, especially those created by the Cooper Car Company, founded in late 1947.

Dividing his duties between driver, team owner and car manufacturer, John Cooper hoped that 1948 would provide his newly launched brand with a great moment of prominence – and expectations were duly fulfilled. The manufacturer’s first official car, the Cooper MKII T5 (equipped with a 500cc J.A.P. engine), proved to be a revolutionary machine in the category, demonstrating a disproportionate level of superiority in the hands of several drivers. Built in just 12 units, the MK.II T5 was the starting point for several British pilots in pursuit of their dream of becoming world-class pilots; the main exponents being Stirling Moss and Peter Collins.

Another important step was the rupture in the hierarchy that managed the 500cc Formula 3 until now. Til the middle of 1948, much of the structure of the category’s races was based on the regulations stipulated by The Bristol Airplane Company Motor Sports Club (BACMSC), birthplace of the 500cc F3, and which had the function of organizing and framing the category within the British national calendar. However, it wasn’t long before the British Automobile Racing Club (BARC) began to enter the F3 scene, claiming the need to sanction (on a more regular basis) 500cc F3 events. And, until early 1949, almost all British national-level events were sanctioned by BARC, with the support of local clubs.

1950 marked the definitive consolidation of Formula 3 in several aspects: Cooper had demonstrated itself to be the most competent manufacturer in the category, with the old MK.II model now being joined by the more modern MK.III and MK.IV (equipped with either a J.A.P. engine or a Norton engine), which proved to be almost unbeatable in the category. This did not stop other automakers from trying their luck in the category, such as Emeryson, Turner-Kieft and J.B.S. (which also offered J.A.P. or Norton engines as options).

Another point that demonstrates the solidification of F3 was the definitive expansion across Europe, with British drivers having their first real contact with their counterparts on the other side of the English Channel. The Coopers, Kiefts and Emerysons were soon joined by the French D.B.s, which proved to be the best continental cars in F3, equipped with 35HP Panhard engines.

Other countries also had their representatives in the category, such as Germany, whose main exponents were cars manufactured by Monopoletta (equipped with BMW engines) and Scampolo (carrying DKW machinery). Italy, as always represented in any automotive environment, also participated in F3, with the highlight being the Giaur ‘500’ F3 Sport, which fitted an engine derived from the FIAT Topolino. Netherlands, with their aluminum bodied Beels/J.A.P.s, was also a country that commonly appeared in the entry-lists of European F3 races.

The acceptance by the F.I.A., at the beginning of 1950, that the 500cc regulation could be used as a standard Formula for several countries, was the final detail that Formula 3 needed to carry out its final expansion across Europe. The recognition of the highest motorsport entity finally gave a tone of legitimacy to the various races contested on this formula, which now reached several locations that were previously unimaginable for a single-seater category.

Therefore, it was from 1951 onwards that the 500cc F3 entered its boom period, which would last until 1960. Cooper was the first to unveil its model for the now ‘official’ Formula 3, which, it hoped, would continue with the absolute dominance that the manufacturer had managed to maintain since mid-1948. The Cooper MK.V (T15) redesigned a good part of the lines that, until now, marked the lineage of the F3 Coopers. More streamlined and aerodynamic, the big new feature of the car was the possibility of removing the fairing that protected the engine without great effort, allowing quick repairs to be made in a normal racing situation.

Equipped with reliable J.A.P. or Norton engines, these models have become the most coveted vehicles in the category; but, unlike the MK.II, .III and .IV, which were widely sold on the market to privateers, the MK.V models were almost exclusively used by teams linked to the construction company itself. The Cooper Racing Team represented the official effort of the Cooper Car Company, and featured some of the best British semi-professional drivers of the time. On the other hand, Ecurie Richmond was considered a Cooper satellite team, and therefore had also managed to acquire the MK.Vs for the 1951 season.

James Bottoms and Sons, known simply as J.B.S., also presented its model updated to 1951 specifications, with a complete overhaul of the front suspension system and chassis rigidity. Instead of Cooper, which placed its bets on two teams truly prepared to win victories, J.B.S. bet on the strength of smaller teams and privateers, who would flood the grids with cars built by the manufacturer. For example, at some race or other (particularly in England, Belgium or Holland) it was not uncommon to see a parity between Coopers and J.B.S.s.

Another company that did not want to be left behind in this race for technological development was Turner-Kieft, which, after the moderate success of the MK.I model, was looking for inspiration for its newest project. It was found in a young and ambitious Stirling Moss, who was looking for a new F3 machine after his days driving Coopers. The final result of the partnership between Kieft-Moss was the CK 51, which solved several problems present in the first model produced by the Wolverhampton manufacturer.

The weight distribution problems were almost all resolved, with a new suspension set, which made the car much more balanced and responsive in racing situations. Another novelty that helped considerably to solve this problem was the new layout of the vehicle, with the cockpit being placed well in front of the machine’s center of gravity and considerably balancing the weight inequality between the engine and the pilot. This solution was also mainly responsible for giving the CK 51 its most striking feature, which was its teardrop-shaped bodywork and very low-profile.

Despite being the most modern car on the grid, few orders reached the company, which meant that the majority of cars were entered by the constructor’s own team, Kieft Racing Cars. One reason for the little interest from third parties in Kieft cars was that, despite being more refined (aerodynamically speaking) than their competitors, they presented a more disadvantageous cost-benefit ratio compared to the J.B.S. and Coopers.

For example, in 1951, a Kieft CK 51 could be ordered for £782, fully equipped with a J.A.P. engine and Norton gearbox. On the other hand, a J.B.S., also fully equipped, could be purchased for around £600; and a Cooper MK.V, also ready for racing, could be purchased outright for £582. The values ​​are even lower if one takes into account that most transactions at the time for F3 cars involved second-hand cars, much cheaper than the ‘machines of the year’.

Another factor that also compromised the Kieft’s greatest sales success was the sequence of delays that surrounded the project. Originally scheduled to enter operational status at the beginning of 1951, the first CK 51 only participated in an official race in mid-May. This meant that Moss, who had been quite committed to the project, would have to settle for an MK.I when he embarked on his Luxembourg adventure.

1951: The First Luxembourg GP For Single Seaters

With the exception of support events for the renowned Pau GP, the Luxembourg GP would basically be the kickoff of the F3 seasons across continental Europe, given that only in England had activity in the category resumed after the interseason. On the island, activity had been frenetic since early March, when the first regional B.A.R.C. races for Formula 3s were held.

However, F3 officially began in England in 1951 with the Earl of March Trophy, held at Goodwood and won by Alf Bottoms, in a J.B.S./J.A.P – a victory that served mainly to demonstrate that Cooper would finally have a worthy opponent in the year that just had begun. Afterwards, other stages of reasonable size took place in Castle Combe and Brands Hatch, with J.B.S., Cooper and Kieft constantly taking turns at the top of the podium in these events. However, at the beginning of May, the time had come for the cream of British drivers to head towards little Luxembourg, in what would be the first international meeting recognized by the F.I.A. for Formula 3.

More than 25 entries were received by the A.C.L., with English pilots joining representatives of Belgium, the Netherlands, France, Italy and Luxembourg itself. Despite this plurality, it was undeniable that the British had the absolute upper hand on this face-off, whether in terms of team structuring or in other more subjective and interpretative aspects.

The British legion was captained by Cooper, which deployed its two ‘teams’ for the event in Luxembourg: the Cooper Racing Team had sent three representatives, all of them equipped with the recently introduced Cooper/J.A.P. MK.V: John Cooper himself would lead the trio of drivers, accompanied by the experienced Ken Carter (British national F3 champion in 1950) and the young promise Bill Whitehouse.

Ecurie Richmond, founded at the end of March 1951, had also managed to send a delegation to continental Europe: Alan Brown and Eric Brandon would also drive the new Cooper MK.V; but these, unlike the factory team vehicles, were equipped with Norton engines, which performed almost equally to the J.A.P. In any case, Ecurie Richmond was an attraction in itself, because despite appearing to be an almost professional team by F3 standards, it was nothing more than a private (and wild) venture, founded in partnership by Alan, Eric and Jimmy Richmond. However, this did not stop Ecurie Richmond from quickly standing out in the competitive F3 scene.

Kieft Racing Cars has selected two of its most promising drivers for the race: the aforementioned Stirling Moss would be joined by Ian Burgess (who would become best known for his appearances in F1 for Scuderia Centro Sud, at the end of the 1950s). Because of unexpected problems that delayed the final development of the CK 51, both Moss and Burgess would have to do the best they could with Kiefts MK Is, equipped with Norton engines.

The last representative of the major English car manufacturers was the J.B.S. Team, which would have just one driver as its representative: the son of James Bottoms (owner of J.B.S.), Alf Bottoms. The pilot would have at his disposal his father’s newest creation, a lighter and more powerful version of the J.B.S. ‘500’, which was derived from another 500cc F3, the Cowlan 500. Alf had already demonstrated the car’s potential in the first British F3 races of 1951, and he hoped that an international success could be excellent for his father’s firm’s business.

In addition to these, other English representatives submitted their entries, mainly as privateers: Don Parker, one of the most successful F3 drivers to date, had registered a brand-new J.B.S./J.A.P., which replaced his venerable Parker Special, which had almost 2 years of continuous services in its back. Two other pilots were also equipped with James Bottoms and Sons vehicles: Ron Dryden, who had an older model of the J.B.S. equipped with a Norton engine, and Frank ‘Winco’ Aikens, a former RAF bomber pilot, who would pilot a J.B.S. equipped with a rare Triumph Speed ​​Twin engine.

As always, British privateer Coopers also showed up in reasonable numbers for the race, representing a wide gamma of vehicle variants in Luxembourg: Alan Rippon would drive an old MK.III/J.A.P.; Austen May and Ray Merrick each piloted a MK.IV/J.A.P.; Meanwhile, Sir Francis Samuelson would have at his disposal one of the few MK.Vs sold to third parties – and also equipped with a J.A.P. engine.  And, closing the English entries, the only Emeryson in the race, driven by Ted Frost (equipped with a Norton engine).

In response to this British invasion, the main European countries involved in Formula 3 mobilized the best they had within their borders: three D.B./Panhard ‘500’s were sent from France, to be driven by Michel Aunaud, Francis Liagre and Fernand Chaussat. Representing Deutsch & Bonnet itself, these cars were certainly the ones that would pose the most danger to the British elements on the grid; From Italy, two cars also came, the GIAURs from Squadra Taraschi, driven by Bernardo Taraschi (the famous Italian car designer) and Filipo Hercolani.

However, the majority of European representatives would come from West Germany, where a strong movement in favor of F3 had been developing since 1948. Both Scampolo and Monopoletta sent 2 representatives each, totaling 4 entries of an entirely Germanic nature. The Scampolo cars would be driven by Hellmut Deutz (in a version equipped with a DKW engine) and Walter Komossa (this one equipped with a BMW engine), while the Monopolettas (all equipped with BMWs) would be driven by Karl Schermer and Walter Schlüter.

Both Belgium, the Netherlands and Luxembourg would have one representative each in the race: from the first came the registration of the well-known and experienced Belgian driver Johnny Claes, who gave a positive nod to compete in the race with a Cooper MK.IV/J.A.P., and which would run under the auspices of the driver’s private team, the Ecurie Belge. Representing the Netherlands was Ecurie Internationale, owned by the Chief Executive of Goodyear in Belgium, George Buijtendijk. Once again, the team owner also played the role of driver, with Buijtendijk having a Cooper/J.A.P. MK.IV at his disposal.

The most unique case, however, was that presented by the registration coming from the country hosting the event itself. Since 1949, a project had been underway in Luxembourg to build a national competition vehicle, headed by the great name of motorsport in that country: Jos Zigrand. Zigrand was a well-known racing driver in the region between Germany, France and Belgium, and, in addition to being a pilot, he worked in parallel as an official representative of Bugatti in Luxembourg.

Having as his great ambition the creation of a product that truly represented his country on the track, Zigrand set to work on creating the first vehicle designed in Luxembourg – and, using all the contacts he had made over the years in his automotive career, the pilot managed to complete this task just in time to present the machine, called ZIG, at the 1950 edition of the Luxembourg GP.

At first glance, the car looked like an indigenous copy of a Cooper MK.II, with the car lines closely resembling the British machine. However, some details clearly stood-out in the design, especially due to the limitations imposed by the machine’s birthplace: for example, due to the scarcity of aluminum and other essential materials for the construction of the vehicle in Luxembourg (still a reflection of WW2), many of the components used in the construction of the ZIG were reused from other secondary sources: for example, the car’s bodywork was built with aluminum panels reused from Second World War planes, while the gauges were borrowed from other existing vehicles.

The initial rustic appearance of the vehicle was slowly refined throughout 1950, until the car was finally ready for its debut, in 1951. To this end, Jos Zigrand had built a second prototype, which would be the vehicle that would represent the Grand Duchy in its national GP. Unlike the ZIG (1), the ZIG (2) had more subtle lines, in addition to more important mechanical modifications – the main one was the replacement of the BMW engine, which had proven insufficient in tests, with a brand new J.A.P., much more powerful and reliable.

For personal reasons, Zigrand could not drive the vehicle in the race, and Paul Ries, the greatest promise in Luxembourg motorsport at the time, was assigned to his place. Even so, Zigrand participated in another important step towards making his dream come true: the formation, around the ZIG, of the Ecurie Luxembourg – which would in fact become the first Luxembourgeoise team to participate in an international Formulas race.

1951: The Race

The Luxembourg GP traditionally took place on Himmelfahrtstag (Ascension Day) which, in 1951, fell on May 3rd. Due to this peculiar date, many of the British drivers who would take part in the race in the Grand Duchy preferred to skip one of the smaller stages of the British F3 national championship (in Gosport – which would take place on April 29th), preferring to avoid any setbacks that might occur. could hinder their arrival in Luxembourg. Because of this, a peculiar picture was formed, with most of the pilots being present at the site even before the start of the sporting activities.

However, due to the location of the circuit, which was on the only access route to or from the Findel airfield (as already mentioned, the only large airport in Luxembourg), it took a while for pilots could be released to carry out their first track activities (which practically only started to happen on May 2nd).

As soon as the cars completed the first laps around the 3764-meter-long circuit, one thing became pretty clear: all the continental cars were off the pace set by the Coopers and J.B.S.s, which were traveling much more swiftly and naturally around the track. The Monopolettas, Scampolos and Giaurs suffered on the way up Trèves Street, in addition to being much slower in terms of final speed. The D.B.s performed a little better, with Aunaud being the main highlight of the French team.

Even so, all this effort was insignificant compared to the ease with which the Coopers dominated the curves of the Findel circuit. The Cooper Racing Team and Ecurie Richmond demonstrated superiority in the new Cooper Mk V, while the older Mk IV and Mk III also followed suit with their younger counterparts. But the big surprise was the J.B.S., which, until the moment of free practice, were the fastest cars on the track.

Much of this performance was due to Alf Bottoms, who led almost every timed session before the race. However, a disaster would put an end to what looked like it would be a brilliant weekend for the driver. In one of the training sessions on Wednesday, Bottoms would suffer a fatal accident aboard the J.B.S., almost completely destroying the machine in the impact.

According to what was reported at the time, the accident happened on the final curve of the track, the harpin that connected Neudorf and Trèves streets. Instead of the driver slowing down to make this tight turn, the car was seen accelerating more and more, with Bottoms desperately trying to stop his machine. As a desperate measure, the Brit tried to throw the J.B.S. to the outside part of the track, with the aim that the vehicle decelerates naturally rather than mechanically.

The problem is that the pilot did not expect a civilian car to be parked at the scene and it was too late to avoid the collision. J.B.S. entered under the parked car and Bottoms died instantly on impact. In subsequent investigation, the theory was accepted that the entire accident was due to one of Alf’s shoes, which probably got stuck in the vehicle’s accelerator while he was trying to brake the machine.

The shock was immediate, with the news of the driver’s death reaching the paddocks almost immediately. The location of the accident, at most a dozen meters from the pit area, was one of the factors that caused this information to reach this area quickly – the other was that the crash occurred almost next to the main grandstand of the circuit. , an element that allowed a hundred spectators to witness the last moments of the promising Alf Bottoms.

Even with this fatality, the Luxembourg GP events would not be suspended according to the A.C.L., with the schedule being maintained according to schedule. The activities of Day 2 subsequently continued smoothly, with Don Parker and Ron Dryden assuming the roles of J.B.S.’s main representatives. for the next day’s races.

The long-awaited May 3rd had finally arrived, bringing with it the long-awaited first GP for single-seaters in the Grand Duchy. To compete in the race, the almost 25 cars present would be divided into 2 groups, with each competing in a 12-lap elimination heat. The best classified in each heat would have the chance to compete in the final race, 25 laps, which would crown the Luxembourg Grand Prix champion.

For the first heat, the following drivers were selected (alphabetical order): Alan Brown (Cooper/Norton MK.V); Alan Rippon (Cooper/J.A.P. MK.III); Fernand Chaussat (D.B./Panhard ‘500’); Francis Liagre (D.B./Panhard ‘500’); Francis Samuelson (Cooper/J.A.P. MK.V); John Cooper (Cooper/J.A.P. MK.V); Johnny Claes (Cooper/J.A.P. MK.IV); Karl Schermer (Monopoletta/BMW); Paul Ries (ZIG/J.A.P.); Ray Merrick (Cooper/J.A.P. MK.IV); Ron Dryden (J.B.S./J.A.P.); Ted Frost (Emeryson/Norton) and Walter Komossa (Scampolo-BMW).

The start signal was given and the 13 vehicles raced down the main straight of the Findel circuit. Alan Brown took the lead, followed by Ron Dryden. John Cooper and Ray Merrick were close behind, pulling the rest of the pack. Despite lightly touching the back of Johnny Claes car at the start, Karl Schermer had so far achieved a spectacular start, leaving the last positions on the grid and positioning himself in fifth place at the end of the first lap.

Start of the second lap and Dryden was leading! Next came Cooper, Merrick and Schermer. So where was Alan Brown? The pilot had made a gross error, missing the entrance to one of the curves in the central part of the track. The result was that the driver lost the lead and precious seconds in the race, losing several positions as he tried to return to the track.

Ted Frost and Johnny Claes were engaged in an interesting duel for the now fifth position, with the Emeryson driver doing better until the fourth lap, when he was forced to withdraw from the race due to mechanical problems. Another who was also affected by problems was Karl Schermer, who gradually lost positions to his main rivals.

While some had their problems, others seemed to be recovering from them: Alan Brown started an impressive recovery from the 3rd lap, and, after being among the last positions on the grid, the driver was already within the top-3 at the 6 o’clock mark. laps completed. A sequence of quick overtakes on slower cars, such as the D.B., Scampolo and ZIG, was essential so that the driver did not lose too much time and contact with the race leaders.

Speaking of the Luxembourg car, Paul Ries performed a modest test in the first real ZIG/J.A.P. test: the driver had difficulty keeping the car at the same pace as his strongest rivals, and it didn’t take long for Ries to be one lap behind the rest. of the platoon. Not wanting to take any big risks, Paul was content to finish the race, counting on other drivers abandoning themselves so that ZIG could climb as high as possible on the race’s classification table (in the end, Ries would finish the heat ranked in 8th position).

Returning to the leaders, halfway through the race, the order was: Ron Dryden leading, a couple seconds ahead of John Cooper; giving the chase (albeit already very distant) a trio had formed, composed of Alan Brown, Ray Merrick and Johnny Claes. A dozen seconds separated them from the only other drivers still around the leader lap: Alan Rippon and Sir Francis Samuelson. However, this formation did not last long, as in an attempt to overtake Merrick in the final corner of the lap, Claes lost control of his car and stopped only in the small escape area of ​​the place. The Belgian quickly tried to get back on track, but a broken oil pipe sealed the end of the race for Claes.

The rest of the race went without problems and major changes, with Ron Dryden completing the 12 laps in 23m3s, 3 seconds ahead of second place John Cooper. Alan Brown was almost 30 seconds behind, achieving a surprising third place, after an excellent recovery race.

A few minutes break was given so that the drivers from the second heat could line up on the grid. At the fall of the checkered flag, 13 drivers were in their respective starting positions: Austen May (Cooper/J.A.P. MK.IV); Bernardo Taraschi (Giaur/FIAT); Bill Whitehouse (Cooper/J.A.P. MK.V); Don Parker (J.B.S./J.A.P.); Eric Brandon (Cooper/Norton MK.V); Frank Aikens (J.B.S./Triumph); Filipo Hercolani (Giaur/FIAT); George Buijtendijk (Cooper/J.A.P. Mk.IV); Helmut Deutz (Scampolo/DKW); Ken Carter (Cooper/J.A.P. MK.V); Michel Aunaud (D.B./Panhard ‘500’); Stirling Moss (Kieft/Norton MK1); and Walter Schlüter (Monopoletta/BMW).

Once again it was an Ecurie Richmond Cooper who took the first spot at the start of the race, with Eric Brandon taking the lead ahead of Don Parker and Bill Whitehouse. However, what happened was just a repetition of the events of the first heat: this lead was short-lived, with a J.B.S. quickly contesting this lead, to take it before the start of the second round. However, unlike his teammate, Brandon lost his position only due to the merits of Don Parker, who managed to execute a perfect overtaking maneuver right after the harpin.

So, at the beginning of the second round it was Parker’s J.B.S. leading the pack, followed by Brandon and Whitehouse’s Coopers. Ken Carter was also in hot pursuit of the leaders, while the other drivers were already a little behind. Because of this, the main attraction of this heat was the clashes for intermediate positions, which continued almost until the end of the race.

Walter Schlüter and Helmut Deutz were engaged in an all-German duel at the end of the field, while the Giaurs competed for the worthless last position in the race. Further ahead, Stirling Moss tried to take his Kieft along with Austen May, Michel Aunaud and Frank Aikens, but the Brit ended up overdoing his efforts and ended up breaking his machine in less than 5 laps.

Speaking of the trio of May, Aunaud and Aikens, they were obviously the ones who offered the best show in this heat: three cars from three different brands constantly alternated between 5th, 6th and 7th positions, with each driver making the most of the advantages of their car: May (Cooper) certainly had the most balanced car of the trio, while Aikens (J.B.S.) had the vehicle with the best acceleration and Aunaud (D.B.) the fastest in a straight line.

As this battle unfolded, Don Parker looked increasingly comfortable in the lead, while Eric Brandon and Bill Whitehouse cooled their nerves, knowing that their current positions would be enough to qualify them for the final race. However, Ken Carter was not satisfied with being outside the top-3, and, in an effort to try and catch up to his rivals, he damaged his gearbox, completely compromising his performance in the final laps of the race. By the end of the twelve laps, his 4th place had become a 7th!

This was the last major change to affect the front pack of the race, with Don Parker crossing the finish line at cruising pace, 13 seconds ahead of Eric Brandon. Bill Whitehouse (3rd), Austen May (4th) and Frank Aikens (5th) completed the ranking of the five best classified drivers in the heat.

Another break was necessary, so that the times could be recorded and which vehicles would be classified for the final race. The work of forming the grid for the final race by the A.C.L. lasted a few minutes longer than expected, due to some drivers who qualified for the final stating that their vehicles could not withstand another 25 laps. A few small adjustments, and everything was ready to compete in the final race in the Grand Duchy.

Of the 14 cars classified for the final race, only 12 lined up on the grid, which was formed like this (first three rows): – in the first, with three cars Ron Dryden (inner side), John Cooper (middle) and Don Parker (outer side ) – second row: Alan Brown – third: Michel Aunaud (inside), Ray Merrick (middle) and Frank Aikens (outside). The 2 pilots who retired minutes before the start were Eric Brandon (flywheel trouble) and Bill Whitehouse (broken cyclist head stud).

With everyone in their positions, the starting signal was finally given. Alan Brown was the fastest at the start, and, overtaking all the drivers on the front row, took the lead, followed by Ron Dryden. Don Parker had problems when, in his desire to start as hard as possible, he stalled his J.A.P engine. However, this was just a small setback, and within a few moments, the pilot was back in the race (albeit in last place!).

Another one who had problems was John Cooper. After a good start, which placed him in third behind Brown and Dryden, John was excited by the momentum and, right in the first corner, he missed the braking point and collided with one of the strawbarriers on the outside of it. Despite the scare, John managed to return to the race; However, the damage could have been much greater: the driver and team owner Cooper narrowly escaped being beheaded, due to a low-lying deer in the area.

Crossing the finish line for the first of the 25 laps valid for the GP, it was Alan Brown who was leading, with Ron Dryden just tenths of a second behind. In third position, Don Parker was already reestablished, who had made a storming recovery lap, overtaking more than 7 cars in less than 3.5km – an impressive feat for any category in world sport.

Therefore, the order of drivers was as follows at the start of the second lap: 1st Alan Brown, 2nd Ron Dryden, 3rd Don Parker, 4th Ray Merrick, 5th Ken Carter, 6th Francis Samuelson, 7th Michel Aunaud, 8th Alan Rippon, 9th George Buijtendijk, 10th Frank Aikens, 11th Helmut Deutz, and 12th John Cooper.

Third lap and changes in classification: an unexpected stop in the pits by Michel Aunaud caused the Frenchman to lose a few seconds in the dispute – all due to a leak in the car’s fuel tank, which forced the team to carry out an emergency repair on the vehicle. On the next lap, the big surprise was Ron Dryden, who managed to overtake Brown for the race lead. Another who also managed to move up in the general classification on this lap was Ken Carter, who took fourth place, which previously belonged to Merrick.

Even with the stop in the pits, Aunaud was another one of the drivers who had made a spectacular lap, to regain practically the same position he was in before the stop. In less than a lap, the driver had already progressed to 6th position, now fighting a beautiful duel with Ray Merrick and Alan Rippon.

The battle for the lead, however, was what attracted the public’s attention: Alan Brown had managed to retake the lead on the sixth lap and, on the seventh, Brown and Dryden even collided. Don Parker could have capitalized on this opportunity, but the J.B.S. pilot had forced his machine excessively during his attack on the first lap and, at the beginning of the eighth lap, the driver retired from the race, due to a broken engine valve. A few moments later it was also Dryden’s turn to say goodbye to the contest, due to the engine chain coming loose, damaging the J.B.S. machinery beyond repair.

This left Alan Brown with a ‘comfortable’ advantage of a few seconds over Ken Carter, who, despite the damaged gearbox (which had not been changed in the interval between the qualifying heat and the race), continued to put pressure on the race. Further back, the dispute for third position intensified, with Merrick, Rippon, Cooper, Samuelson and Buijtendijk fighting bravely for the last position on the podium. The first to fall out of this dispute was Ray Merrick who, on the 13th lap, had gearbox problems. This exit promoted John Cooper to third position, after an overtaking that the driver had managed to execute on Rippon on the previous lap.

While these events were unfolding, a dramatic episode was defining the leadership dispute. Seeing the fuel gauge dip dramatically in the last few laps, Alan Brown became suspicious of a leak in his vehicle’s tank; and, doing the math, the pilot knew that with the amount of fuel still left in the tanks, there was little hope of finishing the race.

So, on the 14th lap, the driver decided to stop at the Ecurie Richmond pits to quickly refuel. Having a 6 second lead over Carter at the pit entrance, Brown was now 12 seconds behind the Cooper works driver at the exit! Something that would break the spirit of any driver, but would never dampen his desire for victory – because of this, as soon as he returned to the track, Brown began chasing the now leader Ken Carter.

Despite substantially reducing the gap in the following laps, it would be very difficult for Brown to regain the lead relying only on himself. Then, luck smiled on the driver on the 18th lap: carrying out the zig-zag session along Rue de Neudorf, Carter felt his car shake and then die. He was another victim of engine problems, due to one of the chains coming loose.

This promoted Alan Brown to the lead again – one he would not lose until the finish line. Further back, an almost safe second place for John Cooper became mere dust after a steering system problem forced John’s retirement on the 19th lap. Due to the problems of several drivers ahead, those who would end up inheriting 2nd and 3rd positions in the race would be Alan Rippon and Francis Samuelson, who were duly rewarded for their solid and error-free performances.

Alan Brown would take the checkered flag after 50m22s of racing, leading the Cooper MK.V to its first international success. On the other hand, with a time of 51m28s, and in the second highest place on the podium, Alan Rippon demonstrated that the old MK.IIIs could be hard work, if still driven well. But the greatest achievement of this race was undoubtedly that of Sir Francis Samuelson: it is worth remembering that at the time, the driver was 61 years old – therefore, a third place in a race full of young talents was something spectacular in itself.

In a subsequent final deliberation, the Automobile Club du Grand-Duché de Luxembourg considered the race a great success, even surpassing previous editions held for Sports Cars. Despite the great disappointment generated by the continental cars, especially the Giaurs, Monopolettas and Scampolos, which proved to be uncompetitive when placed head-to-head with their British rivals, the A.C.L. he was extremely pleased with the attention that the race had attracted, both on the national scene, but, mainly, on the international scene (which was the main objective of the A.C.L.).

Because of this, as soon as the 1951 Luxembourg GP ended, the general outlines of the 1952 event began to be drawn up – which was expected to be the definitive step towards the consolidation of Luxembourg motorsport.

1952: A New Year and New Challenges

A year went by before the charismatic Formula 3 cars returned to the Grand Duchy; and, the category’s scenario was reasonably different from that of 1951. In particular, the rise of some brands and drivers, while others began to slowly enter the category’s history pages.

Certainly, the most important factor that differentiated the 1951 and 1952 seasons was the supremacy of Norton engines on the grids, clearly overcoming the J.A.P. which, until then, had been the powerplant chosen by most top teams. This was due to the improvement in the performance curve of the Norton engines, which, in their most recent versions, surpassed the hitherto dominant J.A.P.s in all aspects (weight, gross power, acceleration).

This meant that many drivers who already had Coopers, J.B.S. and Kiefts competed for these engines, which were not yet widely available on the market. While the larger teams (such as Ecurie Richmond, the Cooper Racing Team and Kieft Racing) could order these engines directly from Norton, many of the privateers resorted to more primitive methods: such as buying new Norton bikes (especially the Dominators) just because of the Manx engines, which were transplanted directly to the F3 chassis.

It is worth remembering that, at this time, there were three versions of Norton engines available on the market: the first involved the Norton-Manx ‘single-knocker’, based on engines produced by Norton between 1937 and 1949. The second option was the so-called Norton-Manx ‘double-knocker’ (1950/51), due to the introduction of the double overhead camshaft, which replaced the old single-cam model. The third involved what was called the Norton-Featherbed (after the Featherbed-style motorcycles produced by the automaker), which were Norton-Manx engines produced from 1951 onwards and which introduced a system of sodium-filled exhaust valves.

In the sporting sphere, 1952 still felt the effects of the electrifying English national F3 season (the most important in Europe at the time). Ecurie Richmond shook the championship and surprised critics, managing to overcome competition from the factory-backed Coopers and Kiefts, achieving its first national title with Eric Brandon. Alan Brown, in the team’s second car, also did well, placing second overall in the points table. A fantastic feat for a team made up of just 5 people (Jimmy Richmond himself, Brown, Brandon and two mechanics: Michael “Ginger” Devlin and Freddie Sirkett).

However, Brandon’s achievement was not so easy, with the driver constantly being challenged by other cars similar to his, but also from J.B.S. (in the first half of the season) and Kieft (second half). This facet of the English season also demonstrated a shift in the balance of power in the category, which would become clear when the 1952 season began.

Especially affected in this process was J.B.S., which had a promising evolution slowed down by several problems within the tracks, which greatly affected the company’s development. Alf’s fatal accident at the 1951 Luxembourg GP would only be the first blow for James Bottoms that year: a few months after the accident in the F3 race, another of Bottoms’ sons, Charlie, died in a motorcycling race. The misfortunes continued, with Charles (James’ brother) narrowly escaping death in an accident during an F3 contest at Brands Hatch. And, if that wasn’t enough, Ron Dryden, who had become the team’s official representative after Alf and Charles’ accidents, was also the victim of a fatal accident, in the final race of the 1951 British F3 championship, at Castle Combe.

The problems with J.B.S. allowed Kieft to assume the undisputed position of second power in F3, behind Cooper. The manufacturer began its rise just over 10 days after the race in Luxembourg, during the prestigious International Trophy at Goodwood: Stirling Moss, now equipped with the interim CK51/52, had a spectacular race, winning the event by an advantage of more than twenty seconds and demonstrating the potential that the new machine had.

Due to this and other successes achieved throughout the year, Kieft launched the CK52 model in 1952, the company’s definitive machine. The vehicle was (at least superficially) almost an exact copy of the CK51, but incorporating some modifications that only existed until then in Moss’ model 51, the prototype used as a testbed for the team’s new technologies. Although officially listed as only having de J.A.P. motorization option for order, it was easier to find a Kieft CK51 or CK52 equipped with a Norton engine than with a J.A.P.. Well, it was quite simple to see why: Moss’ car, the company’s most successful to date, was specially fitted with a Norton “Double-Knocker” – and this success created an urge for Kiefts equipped with Nortons.

Meanwhile, at Subiton, Cooper was also preparing for the new season, publicly demonstrating its new vehicle at the end of 1951. The Cooper MK.VI might look aesthetically the same as the MK.V, but beneath the bodywork, one could spot huge differences between the two cars. The ladder structure, which until then had been the trademark of Cooper cars, was replaced by a tubular one, more modern and much more effective than the old construction methods.

In addition, other significant changes, such as a complete overhaul of the suspension system, the use of magnesium to replace other heavier alloys (which reduced the car’s weight by more than 30kg) and the reduction in the frontal area of ​​the MK.VI compared to to the previous models, helped once again to make Cooper one of the top-rated brands in the dispute for the national F3 championships in 1952.

A new player had entered the fray for 1952, and its name was Saxon. Formed from a partnership between investor and motorsport enthusiast Mac McGee, and engineer Gordon Bedson, the company launched its first F3, the Mackson, in the first months of 1952. Designed completely by Bedson (who had extensive experience in the designing high-performance machines – for example, he was one of draftsmen involved in the development of the Valiant strategic bomber), the Mackson was a low-profile and extremely aerodynamic car.

Equipped with a Norton-Manx “double-knocker”, the Mackson was born with great expectations of becoming a more affordable alternative to the increasingly expensive and refined Coopers and Kiefts. However, the machine’s slow production rate meant that for the race in Luxembourg, only two Macksons were in racing condition.

1952: The Race

Unlike 1951, when the Luxembourg GP marked the beginning of the European Formula 3 season, in 1952 the race would be the second ‘stage’ of the European championship – 11 days before the race in the grand duchy, an event had been held in Brussels, attracting the big names in F3 at the time (and, in particular, the well-known English contingent of cars and teams).

Because of this race, the person who arrived with great expectations for the 1952 Luxembourg GP was Ken Carter, the only representative of the official Cooper team in the race – although Ken was technically registered as a privateer for this race. Ken Carter had managed to collect a spectacular victory in the Brussels race, having to use an old Cooper MK.V against the new vehicles lined up by Ecurie Richmond and Kieft. Despite this clear disadvantage, the driver’s skill was a decisive element in this race, which saw the majority of his rivals (with better vehicles) have mechanical problems or get involved in accidents.

Ecurie Richmond had once again made it clear that it would be present in Luxembourg, hoping to rekindle the spark that had propelled the team to the British F3 national championship in 1951. Since the end of the year, the team’s best results were only two second places (at the Brussels F3 GP and the Goodwood Earl of March Trophy), both achieved by Alan Brown.

Despite this, the duo formed by Brown and Brandon continued to be one of the most dangerous on the grid, even more so due to the closer relationship that the team had managed to establish with Cooper Cars, after the successful year of 51’ – one of the first consequences of this success was that the team was the first privateer to test and receive the new MK.VI, for example. Ecurie Richmond’s ties also grew closer with Norton Motorcycles, which allowed easier access to people like Steve Lancefield and Francis Beart, the most renowned (and sought after) tuners of Norton 500cc engines.

These two main teams were joined on their adventures in Luxembourg by the newest Formula 3 squad made up of Coopers: Ecurie Britannique. Following the successful formula implemented by Ecurie Richmond, the team was founded as an equal partnership by two drivers: John Coombs (who would become known for his role as team owner in the 60s and 70s) and Alan Rippon. The team had left its first mark at the Earl of March, when Coombs managed to take third place overall in the race. Both drivers would attend the race in Luxembourg, and each was equipped with one of the brand-new Cooper/Norton MK.VI.

Another interesting name that would drive a Cooper car in this race was Les Leston, who entered a Cooper/Norton MK.VI under the Leston’s Motor Accessories badge. The driver had already been on the F3 circuit since the end of 1949, but it was only in the middle of 1951 that Leston’s name would become better known in motorsport. First with his good results on the track and then with his huge auto parts store in High Holborn (a street located in the heart of London) – tough international fame for Leston, however, would only be reserved for the end of the 50s, when the driver would be part of the squads of Cooper (F1 and F2), Connaught (F1), BRM (F1), and Aston Martin (WSC).

Speaking of famous drivers, Kieft Racing Cars once again highlighted Stirling Moss as the sole representative of the factory team for Luxembourg. In reality, the story is a little more complex than that: despite having a large shareholding in Kieft, Moss decided, from 1952 onwards, to run as a semi-privateer, in parallel with the automaker of which he was a businessman. Moss used this subterfuge as a way to gain access to the company’s infrastructure, without being tied to the bureaucratic structure of a business (in this case, a team). This also allowed Moss greater freedom of action, with one of his first acts as an independent modifying his own Kieft chassis, with the help of designer Ray Martin.

This meant that Moss’ CK51, which was already a prototype by design, became an even more peculiar and particular car for the driver, fully adapted to his own needs. Therefore, it is impossible to define this car as a Kieft CK51 or C52 – therefore, for teaching purposes, the author will define the Stirling Moss car as a CK51/52, being a hybrid of new parts built on an old chassis. For the race in Luxembourg, Stirling Moss made its entry under the banner of the “S.C. Moss” team, the same the driver was using in the British F3 events since the beginning of the year.

Other British drivers, who would race as privateers and have Kieft cars at their disposal, were Don Parker, with a recently delivered Kieft/Norton CK52 and Charles Headland, in an older CK51, also equipped with a Norton engine. Each of the drivers had so far in 1952 achieved two victories (Parker at Gosport and Boreham, and Headland, at Ards and Ibsley), proving the strength of the Kieft cars for that year.

Mackson Cars was also in a position to make its first international adventure, sending a squadron of the new cars to the Grand-Duchy. The duo formed by the experienced F. Libre and F3 driver, Ken Wharton, and the young promise Arthur Gill, would be responsible for taking the newborn car of Hampshire to its baptism of fire, in the center of Europe. Both cars were entered under the auspices of Arthur, being registered as part of the A.D. Gill Team.

Concluding the list of British drivers in the race were some other well-known and interesting names: Sir Francis Samuelson, third place in the 1951 Luxembourg GP, returned to the Grand Duchy with his Cooper/Norton MK.V, hoping to once again surprise the young drivers on the grid; And another veteran of the 1951 race, Austen May, also put his name on the entry-list, lining up one of the few Cooper/J.A.P. MK.IV remaining in top-level European races.

However, the most interesting British privateers were Ninian Sanderson and Peter Collins. The first would be known for his two class and one overall (1956) victories at Le Mans, moments which made Sanderson one of the biggest names in Scottish motorsport (his home country). However, at the beginning of 1952, Sanderson was still a modest Formulas driver, dividing his duties between some F2 races (for Ecurie Ecosse) and F3 (as a privateer). Lastly, the driver had achieved some good results in 1952 before the race in Luxembourg, such as victory in two Scottish national events (the Royal Scottish Trophy and the Turnberry 500cc Meeting), both with a Cooper/Norton MK.VI.

Peter Collins was another of the young players on the grid, despite already having some international luggage behind him. Until the 1952 Luxembourg GP, the driver had already participated in 3 international F2 races (at the time, the main category in world motorsport) for HWM, in addition to the countless appearances in 500cc F3 GPs, since the driver’s first experience in the category in 1949. As his companion for the Luxembourg Grand Prix, the driver would take the only J.B.S. remaining on the grid.

But as had happened in 1951, the continental response to Luxembourg’s call had also been heard, and representatives from some countries around (and within) the Grand Duchy also accepted the invitation to attend the event.

The most interesting of these teams and privateers was the Dutch Beels Racing Team with its distinct orange cars. Two vehicles were detached to the Beels effort, one for the company’s creator, Hercules Alexander “Lex” Beels, another for his friend and business partner, Pim Richardson. Each would drive a Beels/J.A.P., one of several clandestine copies of the early-production Coopers, which had been developed by Lex himself in partnership with the designer and journalist Jan Apetz, with support from the Dutch company Avio-Diepen B.V. Also coming from the Netherlands was the 1951 Luxembourg GP veteran, George Buijtendijk, in his old, but faithful, Cooper/J.A.P. MK.IV.

Ecurie Luxembourg would try its luck again in the 1952 race, with Jos Zigrand perfecting some design details of the ZIG, which continued to be equipped with a J.A.P. engine. Once again, it would be up to Paul Ries to guide the machine, carrying the colors of the Grand Duchy in the race. Also having only one representative in the race was Denmark, with Kaj Hansen making the trip from the Nordic countries to Luxembourg. Hansen would drive an Effyh equipped with a J.A.P. engine, one of the most popular 500cc F3 cars.

From Belgium, three competitors came: Paul Swaelens, who would line up one of the rare Cooper/J.A.P. MK.IV equipped with long-chassis (a specific variant of the vehicle that allowed this Cooper to participate in F2 and F3 races, depending on the engine configuration); Robert Kahn, who would take a vehicle of unique construction, the Kahn/BMW; and the italo-belgian Mauro Bianchi (yes, the younger brother of Lucien), who, in one of his first interactions with single-seaters, would drive a Belgian-made Telna/J.A.P.

France also line-up 3 entries for the race. The main one was André Loens, who, despite racing with a British license and being part of a Franco-British team (the Ecurie Flandres/Purewell Motors), was born in France – and therefore was French in practical terms. Loens would join the ranks of the Luxembourg GP in a newly received Kieft/Norton CK52. He would be followed by the Ecurie Française representatives: Henri Morisi, in a JB/J.A.P. III, and Jean Dabere, in a D.B. Panhard ‘500’.

The big disappointment was on account of Germany, which in the initial entry list had managed to bring together three representatives, driving three different machines: Walter Komossa, in his already well-known Scampolo/BMW, Helmut Glöckler, in a D.B./BMW and Adolf Lang, in a Cooper/J.A.P. MK.V. However, when activities began in Findel, only Lang would attend, with Komossa and Glöckler later withdrawing their entries – and therefore leaving Germany with only 1 representative in the event.

As in 1951, activities on the track began a few days before Ascension Day, with veterans from other editions of the Luxembourg GP having the opportunity to rediscover the old Findel circuit – while the newcomers, so to speak, had their first glance of the challenging track. Even so, the challenges and problems of these first training sessions were “well distributed” across the grid, not differentiating brand or driver skill.

For example, Stirling Moss looked far from his usual form, being affected by a torrent of problems with his Kieft. It is worth mentioning, however, that Moss was not driving his usual car in this race, having damaged his personal machine beyond repair at the Brussels F3 GP, just over a week earlier. Therefore, the pilot had ‘borrowed’ just for this race a production-based Kieft CK51, that belonged to Derek Annable. Constant failures in the braking system compromised almost all of Moss’ timed sessions, with poor lap times being the clear signs of another difficult weekend for the driver in the Grand Duchy. Peter Collins also had his share of problems, frying his engine in the first free practice session.

However, other drivers did very well on their return to Luxembourg. Ecurie Richmond, led by Alan Brown and Eric Brandon, had managed to set some of the best marks in preliminary training, with the pair consistently achieving the best times of the day. Ken Carter also did very well in the session, although he was constantly harassed in qualifying by André Loens (Kieft) and Ken Wharton (Mackson), the two big positive surprises in the practice.

Between training and free sessions, the race day finally arrived (May 22nd). Once again, more than 25 drivers had accepted the A.C.L.’s invitation, offering a wide range of origins, models, colors and sizes of cars, with the Luxembourgeoise public well entertained with this multicolored parade. As had happened in 1951, the race would be divided into a round of preliminary heats, which would define the drivers who would compete in the final race of the 1952 Luxembourg Grand Prix.

12 cars lined up on the grid for the first heat: Adolf Lang (Cooper/J.A.P. MK.V); Alan Brown (Cooper/Norton Mk.VI); Alan Rippon (Cooper/Norton MK.VI); Charles Headland (Kieft/Norton CK 51); Don Parker (Kieft/Norton CK52); Francis Samuelson (Cooper/Norton MK.V); George Buijtendijk (Cooper/J.A.P. MK.IV); Henri Morisi (JB/J.A.P. III); John Coombs (Cooper/Norton MK.VI); Ken Wharton (Mackson/Norton); Ninian Sanderson (Cooper/Norton Mk.VI); and Pim Richardson (Beels/J.A.P.).

The first of the 12 laps of this heat began as soon as the checkered flag flew over the Findel circuit. Don Parker jumped into the lead, with Alan Brown hot on his heels. In third place was Charlie Headland, who was holding off John Coombs and Ken Wharton, two drivers who wanted to prove themselves in the race. While the first lap passed practically cleanly in the front group, further back it was a different story: in the final curve (the connecting harpin between Neudorf and Treves streets), Pim Richardson lost control of his car and spun, with the machine nearly collecting Adolf Lang and Ninian Sanderson’s cars in the process. However, only the Dutchman’s car suffered the consequences of the accident, with both Lang and Sanderson continuing in the race.

On lap 2, Alan Brown took the lead, which was regained by Parker on the following lap. That’s because Brown, in a moment of inattention, missed the harpin’s breaking point, and ended up crashing on the outside of the curve. The damage from the accident was serious enough to force Brown to withdraw from the race.

This left Don Parker in a comfortable position, which, in the end, turned out to not be as comfortable as it seemed – because the now second placed, Ken Wharton, in his Mackson, was at a relentless pursuit pace, certainly surprising a good part of the field. Lap after lap, the driver gradually reduced Parker’s lead, with Wharton’s approach being a matter of when.

Further back, another battle captivated the public: recovered from his incident with Pim and Lang on the first lap, Ninian Sanderson had managed to regain contact with the field, and in the following laps, an incredible climb in positions had taken him into contention for third place, against Charlie Headland and John Coombs. Despite Coombs having the early lead, Headland’s Kieft seemed the most balanced car of the trio, and it wasn’t long before the driver took third position.

Meanwhile, Wharton ephemerally took the lead on the 9th lap, after pulverizing the 3-second advantage that Parker had managed to build in the first few laps. But Parker wouldn’t let himself be beaten that easily, and soon the driver regained his position as leader, with the Mackson right behind.

But the biggest emotions of the race were reserved for the last lap: Parker and Wharton were separated by just tenths of a second on the 10th and 11th laps, and, in the last corner of the 12th lap, Ken tried to launch his final attack to take the lead. Mackson and Kieft shared the harpin; and it was the West Midlands car that did best. Don Parker crossed the finish line with a total time of 22m19s, just 1 second ahead of Ken Wharton.

And the decisive moments of the heat didn’t end there. Just a few seconds behind, John Coombs and Charles Headland were dueling for third place (Sanderson had already dropped out of contention, having lost precious seconds in the previous laps). Headland looked like he already had the third place under his belt, when, rounding the harpin, the Kieft’s right suspension gave way, puncturing the car’s fuel tank. Taking advantage of his rival’s problems, Coombs overtook Headland, taking the third spot just meters from the finish line.

If the first heat already offered memorable moments in the history of the Luxembourg GP, the second would also have its place, with fifteen other drivers taking their respective starting positions: André Loens (Kieft/Norton CK52); Arthur Gill (Mackson/Norton); Austen May (Cooper/J.A.P. MK.IV); Eric Brandon (Cooper/Norton MK.VI); Jean Dabere (D.B./Panhard ‘500’); Kaj Hansen (Effyh/J.A.P.); Ken Carter (Cooper/Norton MK.VI); Les Leston (Cooper/Norton MK.VI); Lex Beels (Beels/J.A.P.); Mauro Bianchi (Telna/J.A.P.); Paul Reis (ZIG/J.A.P.); Paul Swaelens (Cooper/J.A.P. MK.IV); Peter Collins (J.B.S./Norton); Robert Kahn (Kahn/BMW); and Stirling Moss (Kieft/Norton CK52).

Authorization to start was given and it was the Franco-British André Loens who jumped ahead, followed by Stirling Moss, Eric Brandon, Ken Carter and Les Leston. In the second lap, the order of this field remained the same, with the only difference being Leston falling a little behind in the race, due to gearbox problems. It didn’t take long for the Leston’s Motor Accessories driver to be overtaken by the drivers behind him – in this case, Arthur Gill and Peter Collins.

The fight for the lead would become even more selective from the 3rd lap onwards, when Loens had mechanical problems (engine chain) and was forced to abandon the race. This saw the race lead fall into the lap of Stirling Moss. However, the Briton was heavily harassed by the constant attacks of his compatriot Ken Carter, who threatened Moss’ tenuous lead with each new move. What both drivers didn’t notice was the stealthy approach of Eric Brandon, who, in a coup-de-main on the 4th lap, took the lead (the result of a beautiful double overtake).

For a few laps it was Brandon who dictated the pace of the race, until the Ecurie Richmond driver was forced to abandon the contest due to a broken drive shaft. Once again, the leadership changed hands, and this time, Ken Carter was the man responsible for guiding the flow of cars that circulated around the Findel circuit.

Before the ninth lap, however, it was Stirling Moss who was once again leading the pack. But this leadership almost didn’t last just a blink of an eye. While passing some backmarkers, Moss almost collided with the Cooper of Paul Swaelens, as the latter driver tried to recover from a spin in the harpin. A quick reaction from Moss was enough to avoid an accident, and the driver carried on.

Apart from this scare, nothing would hinder Stirling Moss’ journey to victory in his heat, taking the checkered flag after 23m17s of racing. 4 seconds behind crossed the second place Ken Carter, who was another of those who had to take evasive measures from Swelens’ slow car. Rounding out the podium was Arthur Gill, giving the second good result of the day for the Mackson cars.

The big surprise of this heat was Paul Reis, with the ZIG/J.A.P. from Ecurie Luxembourg. The car performed much better in 1952 than 1951, and Reis put in some very competitive laps, much more regularly than some of his better known and more experienced continental rivals (such as Hansen’s Effyh or Dabere’s D.B.). Not surprisingly, Reis would be ranked as the best non-British driver in the heat, achieving a well-deserved 6th place in this race. But it didn’t matter now what the drivers had done in the qualifying heats, as all eyes were on the final race of the 1952 Luxembourg GP: it was time for the great show, which would feature 12 of the best cars and drivers at the site.

Only British drivers qualified for the final race, with starting positions based on the best average speeds achieved in the heats. Heading the list was Don Parker, who was joined in the front row by Ken Wharton and John Coombs. Charles Headland and Stirling Moss completed the second row, with Ken Carter, Ninian Sanderson and Alan Rippon in the third. In the 4th row, Sir Francis Samuelson and Les Leston lined up, with Peter Collins and Alan Gill giving final numbers on the grid, in the 5th row.

When the flag waved for the last time in Luxembourg, all the drivers gave their all – those were the 25 laps that would sum up an entire week of training and preparation, with the opportunity to win an international victory within reach of everyone involved at that moment.

Les Leston was the name at the start. Having an almost perfect reaction time, the driver jumped from 10th position to 1st in a couple hundred meters, leading the pack in the first corner. Stirling Moss also had an excellent first lap, with the Kieft driver following Leston’s slipstream into second place. Don Parker and John Coombs were unable to react quickly enough to stop these incursions, and the most they could do was place themselves behind the pair who were now leading the race.

Moss, however, was not satisfied with the second position he had just achieved and headed towards the lead of the race. At the end of the first lap, it was he and his Kieft CK51 who opened the standings, followed promptly by Parker, Leston, Coombs, Carter and Rippon. Ken Wharton, who had performed so well in the qualifying heat, was forced to withdraw early on, due to problems with the Mackson’s exhaust pipe.

The race had turned into a free-for-all, with the drivers constantly swapping positions. At the opening of the second lap, for example, it was Don Parker who was leading, with Ken Carter (second) and Stirling Moss (third) in hot pursuit. 3rd lap, and new change: Les Leston had moved up to first, with Don Parker and Stirling Moss still in the podium area. However, it didn’t take long for Parker to fall out of the top-3, after his car began to have gear problems.

Once again Ken Carter placed one foot on the podium, following the duel that developed between the leader Les Leston and the now second placed Stirling Moss at a short distance. Moss seemed relentless in his determination to retake the lead, but a problem with his Kieft’s magneto meant the Brit canceled his plans on lap 6 – a long stop in the pits and return to the race in a modest ninth position almost spelled the end of any hope that existed of a new international victory for Moss’ resumé.

Without Moss, the duel for leadership was reduced to the battle now between Les Leston and Ken Carter. Both pilots were equipped with Cooper/Norton MK.VIs, so there was no technological advantage for one or the other. The tenuous advantage held by Leston shrunk gradually, until it finally disappeared. Carter and Leston overtook each other several times between the 7th and 11th laps, providing a spectacle worthy of a GP for the Luxembourgeoise public.

Between the 12th and 15th lap, a brief moment of lull in the battle for the lead, with Ken Carter provisionally taking the lead during this period. However, it was at this point that the confrontation reignited, with Leston retaking 1st position before the start of the 16th lap.

Further back, combat also developed in an interesting way. Peter Collins had taken third place just before the 10-lap-mark, with Don Parker (who, despite his gearbox problems, continued in the race), John Coombs and Charles Headland close behind. However, as the laps went on, Parker’s problems became more serious, and the driver ended up being overtaken by Coombs.

Don Parker’s losses in the race could be greater, as when the driver was about to be overtaken by Headland, the Lincolnshire driver had clutch problems, which forced him to go directly to the pits, instead of attacking Parker’s dying Kieft. Peter Collins observed these problems from a distance (despite the driver being one of those fighting against an untimely gearbox), with John Coombs doing little to threaten the position of the future F1 star; So weak was Coombs’ performance at that moment that he allowed Parker to approach again – who surprisingly managed to overtake the Ecurie Britannique driver!

For the lead, the battle seemed to have come to an end: Carter had pushed his car to the limit, exhausting all his strength, while it appeared that Leston would not give up another meter of ground in the race. With this deadlock, Leston and Carter remained firm in their positions until the end of the race, with the Leston’s Motor Accessories driver crossing the finish line first, at the end of the 25 regulatory laps, with a total time of 45m48s. Some excitement remained in the race when Ken Carter’s car shuddered near the finish line due to a gearbox collapse. But the checkered flag was too close for this to be nothing more than a small scare, with the driver guaranteeing a 1-2 Cooper finish. Giving final numbers to the best classified in the race was Peter Collins, on his first international podium in a single-seater race.

As a closing note to the 1952 GP, it is worth mentioning a minimally curious case: originally, Les Leston had not managed to qualify for the final race, only having the possibility of competing in it due to problems with Adolf Lang, who, technically, was the 12th classified driver. The German had not been able to get his car ready in time to line up on the grid, and Leston was then invited to join the 11 other vehicles on the starting line – in the end, this proved to be an incredible stroke of luck for the driver, generating the best of the possible results.

Luxembourg GP: A Tale of Motorsport

The Luxembourg GPs of the 1950s were, ultimately, valuable experiments by the Automobile Club du Grand-Duché de Luxembourg, in its quest to host increasingly important and relevant events on the European motorsport scene. A clear learning curve can be perceived, spanning the events from 1949 to 1952. The step forward, when the race was first opened to F3 cars, in 1951, was without a doubt the crucial moment of this journey, in which the possibility of transforming the Luxembourg GP into a synonym of national prestige (and not just another race, of the dozens that already existed throughout Europe), became true.

However, the A.C.L.’s next step forward, to bring real GP cars to Luxembourg, never materialized. This is not due to the institution and popular desire, which were able, for the first time, to taste competitions that truly brought together talent and competition in one place. But rather due to factors linked to the Grand Duchy’s own infrastructure, which was finally inserted into the context of a more united, stronger and developed Europe in the early 1950s.

Findel airport, which served so well the purpose of being the ‘home’ of Luxembourg motorsport at this time, became its Achilles’ heel as the 1950s progressed. By the end of 1952, Findel had become an important hub of the Grand Duchy’s economic system, being one of the main entry and exit points for the country, which was now part of the European Coal and Steel Community, the union that would be the embryo for the current E.U.

With a greater flow of vehicles and planes in the region adjacent to the airport, it was now definitely unfeasible to close the areas surrounding the runway; If this were to happen, such a measure would deprive the entire country, for the duration of a GP, of one of its main economic outlets – something inconceivable till this day.

Deprived of Findel and finding no other suitable place to hold races, the A.C.L. had its hands tied at the beginning of 1953. Without a definitive answer about whether it would take place that year, the traditional Luxembourg GP dates remained open, until they were finally absorbed by other events on the calendar. Therefore, the Luxembourg GP quickly fell into ostracism, becoming just a small remnant of memory in world motorsport.

However, the resurgence of the Luxembourg GP in the 90s revived (albeit in a short-lived way) this picturesque but important step in the history of motorsports. It was in Luxembourg that Formula 3 had its first major international stage – a title and a reason of pride; one that the Grand Duchy could never lose.

Acknowledgments

• British magazine MotorSport: editions of June 1951 and June 1952
• British magazine Autosport: edition of 11th May 1951 and 30th May 1952
• Some minor Luxembourgeoise and other European magazines and newspapers, spanning from mid-51 to mid-52;
• The French site Panhard Racing Team, by Charly Rampal
• The Dutch article “Autocoureur Lex Beels”, by Marloes Van Buuren
• The Automobile Club du Grand-Duché de Luxembourg (A.C.L.) and Goy Feltes, which currently preserve the heritage of the ZIG cars
• The Photothèque de la Ville de Luxembourg, which preserves some rare images of the 1939, 1949 and 1950 races
• Special thanks to the 500 Owners Association and Autosport’s Nostalgia Forum collaborators, which helped me a lot with data and additional information about the events mentioned above

The post In-Depth: The 1951 & 1952 Luxembourg Grand Prix appeared first on Sports Car Digest.

Eventually, Mr. Reigel graduated from being a simple enthusiast and is now a part owner and CEO of one of the most successful and monumentally historic race tracks in North America, Lime Rock Park.

A Historic Racing Landmark

Lime Rock Park, Located in naturally beautiful northwest Connecticut, is among some of the oldest speedways in the United States and has played a key role in the history of motorsport since 1957, when it first opened. Originally a sand and gravel quarry, ground was first broken in 1956, and since then, it has hosted some of the most famous and historically significant icons in motorsport, such as Mario Andretti, Derek Bell, Mark Donohue, Tom Kristensen, and countless others. Of the three major continuously operated North American road racing circuits established from 1955-1957, Road America, Laguna Seca, and Lime Rock, Connecticut’s own historic raceway remains the only one of the three to remain completely unchanged from its original track layout. Even after the complete re-paving of 2008, no apex was skewed, no turn was altered, and no other track aspect was modified.

A Timeless Setting

This mantra of tradition still shines through today. Tradition, beauty, and speed are Lime Rock’s main slogan. Being as old as it is, Lime Rock has nurtured generation after generation of motorsport and automobile enthusiasts. Lime Rock has hosted virtually every major North American race series, including IMSA, American Le Mans Series, Nascar, Trans Am, SCCA, and others. LRP pulls from its past to curate events that provoke the same feelings of tradition, beauty, and speed that have been felt since the original days of SCCA races in the 50s and 60s.

I took the time to meet with Mr. Reigel to discuss his connection with motorsport and Lime Rock Park, but also to capture the essence of Lime Rock as an environment of natural beauty and comfort and a feeling of nostalgia and history. Immediately as you enter the main paddock, you can see the original building from 1957. The stands are still intact, although unused, to ensure they remain preserved. Surrounded by mountains and guided along a river, the track truly is beautiful.

Adding to the beauty of the surroundings was the 2023 season pace car speeding around the track. The world’s fastest SUV, an Aston Martin DBX 707 provided by a long-time partner of the track, Miller Motorcars, wrapped in a bright green livery resembling the current Formula One Safety Car and nicknamed “Limey McQueen” as voted by Lime Rock fans.

I wanted to combine shots of Mr. Reigel speeding down the historic No Name Straight (now the Skip Barber Straight), flying through the uphill, and around Big Bend, followed by a series of shots compiled by the Lime Rock Historical Archives in order to portray the untouched figure of LRP. Many of these vintage shots are accumulations of Trans Am from 1970 and 1988, as well as SCCA clips from the 60s and early 70s. My hope is that this video evokes the senses of tradition, beauty, and speed and can help connect you to the history of racing and remind you of the first time a race car caught your eye.

Watch The Interview

The post Racing Through Time: The Legacy of Richard Reigel and Lime Rock Park appeared first on Sports Car Digest.

In the Beginning

Many parents are sure that they know what is best for their children, but their plans don’t always work out the way they hoped. Giuseppe Lancia had a very successful business canning soups near his family home in Fobello, in the Italian mountains. In his son, Vincenzo, he detected a talent for numbers, so he planned for his son to go to school in Turin to become the accountant for the family business.

The Lancia family had a second home in Turin, so Vincenzo had a place to live while in school. Two rooms in the courtyard were rented in order to insure the house remained safe and to provide some income for house expenses. The renter was Giovanni Ceirano, who operated his business, Fabbrica di Velocipedi e Vetture Automobili Giovanni Ceirano, in those rooms.

Ceirano’s business seduced the young Lancia. He was good at numbers, but he was also very interested in things mechanical. Ceirano had many things mechanical in those rooms. Ceirano was a bicycle importer and repaired bicycles. In his two rooms were a lathe, welding equipment, a forge, and lots of tools. Lancia was fascinated, especially when Ceirano began building bicycles and then light cars he called Welleyes.

Designed by Ceirano’s engineer, Aristide Faccioli, the Welleyes became quite popular, and the business grew. Lancia dropped out of school and join Ceirano’s Fabbrica as the company’s bookkeeper. Keeping the books, though, was less interesting than being involved with the construction of bicycles and light cars, so Faccioli took Lancia under his wing and trained him about design and the reading of plans. Lancia soon displayed an ability to analyze problems and find innovative ways to repair faults.

The success of Ceirano’s Fabbrica did not go unnoticed. Fiat noticed it, and, looking for new talent and equipment, bought the company and took on its people. Lancia must have built up a pretty good reputation during his two years in Turin, because Fiat made him the chief inspector at their new plant. He was responsible for planning, design, manufacturing, testing, and developing ways to fix design faults that became apparent during testing. Lancia was in his element.

On July 1, 1900, Lancia decided to try racing and entered a 6 HP Fiat in a race in Padua. He won and was hooked. The publicity about that race helped convince Gianni Agnelli to get Fiat officially involved. Lancia was tapped to drive in many of the races the company entered, and he had some very good results, including a second-place finish in the 1906 Vanderbilt Cub race.

He had nine overall or class victories during the ten years that he raced, but he was also a hard driver and failed to finish a number of races. By 1910, Lancia appears to have lost interest in racing and quit to concentrate on his engineering. Lancia met Claudio Fogolin when he joined Fiat as a test driver in Lancia’s department in 1902. They became friends and, more importantly, began to discuss establishing their own company. Fabbrica Automobili Lancia and Cia. was formed in 1906 with funds from Lancia, Fogolin, and several friends, including Count Carlo Biscaretti di Ruffia, one of the original founders of Fiat.

Lancia would be responsible for the design and development of the new cars, and Fogolin handled sales and the commercial side. They had enough funds to buy a facility no longer in use by Itala, hire 20 employees, and begin the development of a fairly conventional automobile simply called the 12 HP. Two months later, a fire swept through the factory, destroying plans and damaging tools, machinery, and parts. Lancia was not deterred, his next product was a further development of the 12 HP but with a few innovations.

The 18/24 HP Lancia had a four-cylinder engine producing 24 bhp at the amazing engine speed of 1450 rpm. It was light and low and used a shaft drive instead of chain drive. When the prototype was completed, a detail that had been overlooked was discovered – the car was too wide to get through the door of the factory. Lancia had his workers cut away the stone doorposts with picks so the car would fit.

Two more prototypes were built, the third having an engine that produced 28 bhp at 1800 rpm. Lancia continued the development of his cars, and, in 1908, took three to the Turin automobile show. There were two models – one with a four-cylinder engine of 2544-cc and a using a four-speed transmission, and a six-cylinder on a longer wheelbase. The four-cylinder was called a Lancia Alfa, using the phonetic spelling of the Greek letter “alpha” and no relation to A.L.F.A., which was formed two years later.

The larger car was named a DiAlfa. Like their predecessors, the cars were light, high revving, and very good performers. Reviews were mixed, with some saying the cars were unsafe, but enthusiasts were excited by the cars and 108 Alfas were sold in the next year and a half. Distributors for Lancia opened in the United Kingdom and the United States.

Because of their performance, Lancias were often seen successfully competing in races. At the International Light Car Race in Savannah, Georgia, William Hilliard won with an average speed of 52.29 mph for 196 miles. The slogan used by the U.S. distributor became “Built by the Man Who Knows.”

As their successes mounted, the demand for Lancia automobiles also grew and the company expanded into more of the old Itala factory. New models came quickly. In 1909, the first Beta was produced with a 3120-cc, four-cylinder engine. 1910 saw the first Gamma. It was the last car that Vincenzo Lancia would race – his focus was now needed on design and production rather than testing. More sales successes resulted in a need for more room, and in 1911, Lancia moved his works to a larger facility. There the company produced the Delta (4080-cc) and the racing version, the DiDelta, but these cars were still based on the earlier Alfa.

Engine capacity continued to be increased, and the Eta (Tipo 20/30) of 1913 had a displacement of 5030-cc. With its shorter, lighter body, it had a top speed of 75 mph! That same year, the first truly new Lancia, the Theta (Tipo 25/35) was a limousine. Lancia had been building a 1Z truck for the Italian military, and it provided the chassis for the limo. The Theta was the first Lancia with a standardized wiring harness.

Even then, Lancia was thinking of how a V-shaped engine could save space in the engine compartment, but his plans had to be delayed. A series of convoluted pacts between countries tumbled down when a Bosnian Serb named Gavrilo Princip assassinated Austrian Archduke Franz Ferdinand and his wife Sophie, and the world found itself in the “War to End All Wars.” During the war, which was much longer for the Europeans than the Americans, Lancia concentrated on making trucks for the Italian military.

On the positive side, production during the war resulted in additional expansion of the company’s facilities and capabilities. After the war, the next car developed was the Kappa with an open touring body and a top speed in excess of 75 mph. It also had a single dry-plate clutch, electric start, floor-mounted gearshift, and a variable rake steering column.

Lancia, though, wanted light bodies, and he gave the following advice to his coachbuilders: “Our experience has proved beyond doubt that it is possible to considerably reduce the weight of bodies hitherto built without affecting their strength and durability. We, therefore, urge body builders to carefully consider every part to be fitted to the chassis so as to produce the finished car as light as possible, which is advantageous for the reputation of the body builder and for us in the satisfaction derived by the owner.”

In the background during the war, Vincenzo continued to expand the concept of the V-engines. By 1919, he had patents on a 45° V8 and a 30° V12. For the Paris show in 1919, he designed a 20° single-overhead cam V12 of 7837-cc and 150 hp at 2200 rpm. It had a new chassis and suspension, but it was not economical to build. A design change to a 20° V8 installed in a Kappa chassis resulted in the TriKappa, [Photo 9] a car with a 4595-cc engine with 98 hp at 2500 rpm. It was to be the last of the traditional Lancias.

Two things happened to cause Lancia to change his design focus. First, he experienced a near accident when a spring broke on a rough mountain road. Second, he had observed how strong a ship hull was in rough seas. His emphasis changed from lightness and speed to strength and safety. The Lambda would be a very different car than the Lancias that preceded it. By September 1921, the prototype was complete, and a test drive convinced Lancia that the car would be very successful. The Lambda had a very compact, 2121-cc, 13° V4 single-overhead cam engine producing 49 hp. The engine used an aluminum cylinder block and was a very clean design – easy to service.

The chassis used an independent front suspension – the first large car to have IFS – with sliding pillars, coil springs, and hydraulic shock absorbers. IFS results in more stress on the chassis, so Lancia strengthened the chassis to manage the additional loads. The Lambda was possibly the first monocoque-bodied car. It was a car well ahead of its time, but it proved to be reliable and practical. It was shown at the Paris and London shows in the fall of 1922. Autocar praised the Lambda, and the buyers lined up to order their car.

The Lambda was hardly a sports car, although a 4-seat version came close to winning the Mille Miglia. It was big, but nimble; light, but not speedy; and it had good roadholding and performance. During its ten-year production run, 13,000 were built. As with other Lancia models, a DiLambda was produced with a V8 and 100 hp at 3800 rpm, but it was a much heavier car.

The decade of the 1930s saw a number of changes. The first and most noticeable was a change from Greek letters to Latin place names for model names. Some new cars were also needed, and the first was the Artena, which used a smaller Lambda engine of 1925-cc and producing 55 hp at 4000 rpm. The emphasis for the Artena was comfort, but it had excellent handling and steering and could reach 75 mph.

Next was the Astura, which used the same body/chassis combination as the Artena and a 19° version of the DiLambda V8. Later, the engine would be modified to be a 17 1/2° V8. The car was a popular racer, even beating the Scuderia Ferrari Alfas at the Coppo d’Oro in 1934.

Another change Lancia foresaw, before many of his competitors, was a small, light, efficient car that would survive the Depression. The result was the Augusta. It was a quick, reliable car using a 18 1/4° V4 of 1196-cc, producing 35 hp and a top speed of 65 mph. It was built in only one body style – a four-door, four-seat sedan. To allow ease of access, it had suicide rear doors and no B-pillar.

In 1936, Augustas took the first four places in the Targa Florio. It was a very popular car. According to David Owen, in his article, “Lancia Part I – The Vincenzo Years” in Automobile Quarterly Volume 12 #4, Rene Dreyfus related that the Alfa Romeo team drivers used Augustas as their daily drivers instead of the Alfas offered to them at a special price.

Lancia’s next design was one he started on in 1934. The Aprilia would have a light, thin steel body, stiff chassis, and independent rear suspension with inboard rear brakes. The engine was an 18° V4 of 1352-cc and 47.8 hp at 4300 rpm. Sadly, Vincenzo would never see a production Aprilia. He died of a heart attack in February 1937, at 56 years of age, before the production began.

Gianni Lancia took over the company after his father’s death. He was aided by a technical staff that his father had carefully chosen. The team, and the Aprilia, set the direction for the future of Lancia. Then came the Second World War, the interruption of civilian production, German occupation, and Allied bombing and invasion.

During the war, the technical staff evacuated to Padua. They returned, in 1945, to put the pieces of the factory back together and resume production. The pre-war models were still competitive in the market, so that gave them time to develop a new model.

Vittorio Jano had by now been released from Alfa Romeo, deemed too old to be productive, and together with Technical Director Giuseppe Vaccarino, they decided to focus on a V6 project started by Vincenzo. Model development sped up after WWII, so a manufacturer had to up response time to market changes.

The Aurelia proved to be a timely model for the new market. With a 1754-cc 60° V6 producing 56 hp at 4000 rpm, the car had good performance and handling. It took the 2-liter trophy at the 1950 Mille Miglia. Gianni saw the possibilities in competition and took the company back with a vengeance.

In 1951, four works cars were entered in the Mille Miglia and took second overall from four works Ferrari V12s. An Aurelia won its class at that year’s Le Mans 24 Hours. Development of an Aurelia coupé resulted in more good results both in racing and rallying. The D20 came next with a 217 hp dual overhead cam V6 displacing 2962-cc.

The D20 was followed by the D23 and D24 and culminated with the development of the D50 Grand Prix cars. Lancia’s greatest success in competition, though would be in 1956, when the Formula 1 team was turned over to Ferrari, and Juan Manuel Fangio won the championship.

The Formula 1 effort, together with a very expensive development of the new small car, the Appia, put the company in financial distress. The company was rescued by Carlo Pesenti, a cement company millionaire who took control of Lancia in 1955, resulting in Gianni’s resignation in 1956. The new management maintained the company’s philosophy of building reliable, quality cars.

The first new model was the Flaminia, a V6, which continued the approach that had been successful for the previous models. A major change in design approach came with the new Technical Director, Professor Antonio Fessia, designer of the Fiat Topolino. After updating the Appia, Fessia designed a new, very different mid-range Lancia, the Flavia, named after the Via Flavia, a Roman road from Trieste to Dalmatia.

Lancia Flavia

The Flavia was an expansion of a design that Fessia had done before. It was a front-wheel-drive, with an aluminum, flat-four of 1500-cc, a four-speed transmission, and disc brakes on all four wheels. Front suspension used unequal length wishbones. Production started in June 1961, after the prototype was introduced at the Turin Motor Show in 1960. First came a boxy sedan. A Pinin Farina coupé quickly followed, and Zagato made a typically crazy version.

Engine size was increased over time to 1800-cc in 1963, then to 1991-cc in 1970, the last year of the model name, although the model continued as the Lancia 2000 after Fiat bought the company. A total of 108,175 Flavias were produced, including 19,293 coupes by Pinin Farina, and a few coupes and convertibles by Carozzeria Zagato and Vignale.

Lancia Flavia Sport Zagato

Someone once commented that their car was a sensuous design, unlike those that Zagato designed with a chainsaw. Well, the cars designed with that chainsaw have become very desirable, in part because of their rarity, but also because Zagato’s designers had the courage to be different. Lancia introduced the Flavia Sport with twin carburetors to provide additional power to what the company hoped would attract people to the coupe. A relatively small number of the coupes were bodied by Zagato, and their look was exotic compared to those built by Pinin Farina.

Hardly a panel wasn’t modified. Zagato took an attractive, familiar-looking Italian coupe and turned it into an odd beast, with a two-plane grille that looks as though it could bite, a truly unusual concave rear window, and rear side windows that curve up into the roof in Zagato’s signature panaromica style. With its lightweight aluminum body and low center of gravity, the Sport Zagato was a popular car for rallying and racing. There is little doubt that few other coupes of the period looked anything like the Sport Zagato.

The first Sport Zagatos were produced in 1962, the year after the Flavia was introduced. Production of Lancias by outside coachbuilders ended in 1969 when a new model was introduced. Even though the Sport used the relatively inexpensive Flavia chassis, the original cost of the Sport Zagato was more than a Jaguar E-Type, influencing sales of the cars. Of the 626 outlandishly-styled Zagato coupes eventually built, 98 had the 1500-cc engine, and the rest used the 1800.

SN 815532001413

A young Joseph Kenneth Ballengee lived in southern Italy while his father was stationed there from 1967 to 1969. He saw all kinds of Italian cars and became familiar with Lancias. Ballengee was and still is a collector of 1/43-scale die cast model cars. When he saw a model of a Lancia Flavia Sport Zagato, he bought it for his collection because it was “an interesting, weird, ugly car.” After he joined the Air Force in 1975, his interest was rekindled in Lancias when he bought a Lancia Beta HPE. He was familiar with the marque, and the Beta was a fun car to drive.

In 2009, he retired to Albuquerque, where, “Every once in a while, I’d go on eBay and type in Lancia just to see what came up. And then this Zagato Sport showed up.” He knew it was rare, but he didn’t know how rare. Doing his research, he found an article about this car when it was in England. He fell for it! The owner had a number of cars and was “thinning the herd.” Ballengee did a “Buy it Now” without even having anyone look at it – he really wanted this car.

It was number 413 of the 626 Sport Zagatos built. He had bought a Sport Zagato, so he rented a car dolly and drove to California. When he got it home, his new house was still being built, so the Lancia went into storage. The car needed brake work, so Ballengee did the brakes in the storage unit. The house was completed in 2010, and the Lancia has been there ever since.

Ballengee has done a lot of the work the car needed himself, sometimes because what needed to be repaired was so unusual, there was no one else to do it. Repairs such as flushing and cleaning the radiator; repairing the gas tank, fuel pump, and lines; rewiring the rear lights; and rebuilding the carburetors were pretty standard. Restoring the gauges was a challenge. The ribbon speedometer “runs by strings and pulleys – like reel-to-reel tape recorder.” He had to do that himself.

Head gaskets were a problem for the Flavias, since Lancia used copper gaskets on the aluminum engine resulting in corrosion. There were some things he dare not do. While he was able to do most of the work on the car’s brakes, he recognized that stopping would be particularly important while living on the side of a mountain. To insure that the calipers were in the best condition possible, he sent them to White Post Restorations in White Post, Virginia, a firm well known for rebuilding all kinds of calipers.

When you own a rare automobile, according to Ballengee, you get invited to upscale car shows, although the car might be put in an odd class with other weird vehicles. “The Lancia was the only non-truck in one show!” One of the upscale shows was the Santa Fe Concorso a year when Janet Guthrie and Stirling Moss were honored. “We did the entire weekend – it was the most fantastic weekend of my life.”

On Saturday, he did the mountain tour from Santa Fe to Los Cerrillos – 80 miles. “It was the longest trip with the car to date.”“While passing through the Santa Fe arts district, as I turned a corner, a woman shouted ‘What on Earth?’ Yes! That’s exactly what I’m going for! Then, Guthrie, driving the photo car, a white BMW convertible, speeds past, and pulls in ahead of the Lancia. We got lots of photos of the car.” He smiled remembering, and said, “The car ran great, stopped great, 70+ mph.”

His class in the concours was Import Closed 1964-1967, and it included an Aston Martin DB4, a perfect E-Type, an Austin Healey 3000 rally car, a Ferrari, and a Porsche 911. Ballengee and the Lancia received the Director’s Award, an award given by the Directors of the concours for cars that are particularly interesting. He commented that, “real car people find this car interesting.”

Driving Impressions

When I asked Ballengee what it was like to drive the Sport Zagato, his immediate reply was, “It’s a real hoot.” And so it is! With the aluminum body, and a flat-four engine sitting low in the chassis, the center of gravity is somewhere around your ankles when you’re driving the car. It just handles amazingly well. But that’s getting ahead of the story. First you have to get into the car and be comfortable with your surroundings.

This is not a car for exceptionally tall people. Entering the cockpit requires some contortions – not terrible, but there is some bending required. Once inside, headroom is tight, but the seats are quite comfortable. If you are familiar with Italian cars of the era, the interior will look very familiar – black leather seats with red piping – and red carpets. Nice. And there’s a back seat for a couple kids, although vigorous driving might cause them to slide around a bit back there.

The steering wheel is nicely placed for arms out driving, and the hanging pedals are reasonably placed, although the gas pedal is hinged at the bottom. The gauge cluster does take a little getting used to. The ribbon speedometer is unusual for a performance car, and this certainly is a performance car. It’s something more often seen in sedans – right, the first Flavias were sedans. There is a normal array of gauges below the speedometer, although they are in rectangular bezels instead of the more usual round bezels.

From the left side, there is Benzina (fuel), Aqua (water temperature), Olio (oil pressure), and Ampere (battery charge). On the right of the speedometer is a large round tachometer. The one control that was a bit difficult to adjust to was the shifter. When you look at its position, it looks normal, but the gates for first and second gear are far to the left and quite low, a positioning that caused me some grief once I got going.

It has a four-speed box with reverse to the right and down. To start the car, give it a couple pumps on the gas pedal, turn the key, push it in to engage the starter, then give it a bit of gas. Once I found first, I discovered that the clutch engages quite high; those are the things you try to remember when you’re driving someone else’s rare automobile for the first time.

The location of the photo shoot was perfect for driving the Lancia. We were on the side of a mountain with smooth, curvy, two-lane roads running down toward the valley. As I pulled out and headed down the mountain, I had to smile at the amount of power the 1800-cc flat four had and the great noise it produced when accelerating. The first curve was a long right-hander, and the car was magnificent. It cornered flat, and I was able to apply throttle through the entire curve.

Steering was a little loose, but the car is more than 50-years old, and it was plenty good enough not to be an issue. And the suspension is stiff – you feel the bumps, but you are never out of control. The power to weight ratio of this car is nice, and with the center of gravity so low, it’s a dream to drive through sweeping curves. My only problem came when I came to a stop sign and thought I had it in first. I was initially baffled until I realized that I was trying to start the car in third and fourth.

When I got the shifter far enough toward my knee, I found second and got going again. A couple minutes later, I had my second embarrassment. I noticed that Ballengee, driving his Citroén SM (Vintage Roadcar, November 2017) was flicking his turn signals back and forth to remind me that the Lancia’s turn signals do not automatically cancel. I was so focused on the shifter, I completely forgot the turn signal.

The Lancia Flavia Sport Zagato, despite its few eccentricities, is a fun car to drive. The all synchro gearbox is a pleasure once you figure out where the gates are. The car handles curves as you would expect from a streetable racecar, and its power surprises you, thanks to its dual carbs and light weight. Steering is good, the sound of the engine makes you smile, and the brakes work very well. Even though the car has no side mirrors, visibility is good because of all the glass area. After I profile a car, I sometimes ask myself if this is one I’d like to own. The answer for the Sport Zagato is… Oh yes!

Specifications

The post “What on Earth?”—1965 Lancia Flavia Sport Zagato appeared first on Sports Car Digest.

Performance: Aero update and Drag Reduction System

Unlike the base model, the Mercedes-AMG GT3 Edition 130Y Motorsport is not subject to the limits of homologation. For this reason, the legendary AMG 6.3-litre V8 naturally aspirated engine has been further optimized. Without air restrictor and with a special exhaust system, it develops a peak output of 680 hp (500 kW). The aerodynamic components have also undergone extensive development and increase downforce by 15 per cent compared to the GT3 base model. To achieve this, the front splitter and the air outlets (louvers) in the front wings were redesigned. Changes to the side skirts, the underfloor and the rear diffuser also increase downforce. The wider rear wing also helps to optimize the aero balance. The Drag Reduction System (DRS), inspired by Formula 1® and Class 1 DTM, is a new and central feature. At the touch of a button on the steering wheel, the main element of the rear wing moves into a flat position and drag is reduced. To maintain the aero balance, active elements on the front floor are extended at the same time. Thanks to this technology, top speeds of over 315 kilometers per hour are possible despite the essentially high downforce level. During lateral acceleration or deceleration, the active elements immediately return to their original downforce position. The exclusive high-performance braking system is also inspired by Formula 1®. In contrast to the steel discs compulsory in the GT3 regulations, the brake discs in the special model are made of carbon. They also play their part in making the edition model significantly lighter than the homologated GT3 version.

Power is transmitted via a sequential six-speed racing transmission with modified gear ratios. As with all Mercedes-AMG racing cars, the transaxle transmission is mounted on the rear axle and connected to the engine in a torsionally rigid and torque-resistant manner by a carbon fiber torque tube. The suspension features fully adjustable 4-way motorsport shock absorbers. The collector’s item offers all proven safety attributes of the Mercedes-AMG GT3 – a carbon fiber safety cell connected to the chassis, a five-point harness, safety nets, a steel roll cage, a fire extinguishing system, a safety tank, and an emergency hatch. The extensive equipment also includes an effective racing ABS and a multi-adjustable traction control system.

Track record: Mercedes-AMG special model sets fastest time on Mount Panorama Circuit in Australia

After two years of development and intensive testing, Mercedes-AMG Performance Driver Jules Gounon (AND) demonstrated the outstanding performance of the vehicle for the first time on 17 February 2024 at the Mount Panorama Circuit in Australia. In a prototype of the Mercedes-AMG GT3 Edition 130Y Motorsport, he beat the track record for GT cars on the iconic 6.213-kilometre circuit by 2.074 seconds in a time of 1m 56.605s.

Looks: Interplay of state-of-the-art motorsport technologies with traditional design features

The Mercedes-Benz 300 SL W 194 racing sports car from 1952 served as the design inspiration for the limited-edition anniversary model, with classic stylistic elements from the brand’s first closed-top racing car characterizing the exterior appearance of the Mercedes-AMG GT3 Edition 130Y Motorsport. The special paint finish in an exclusive silver color is reminiscent of the legendary Silver Arrows. Blue rhombuses on the front wings and the colored frame of the radiator grille are a reference to historically successful cars. The winning cars driven in 1952 by Hans Klenk and Karl Kling in the Carrera Panamericana and by Hermann Lang and Fritz Riess (all GER) in the 24 Hours of Le Mans carried similar design elements.

Weight-optimized 18-inch magnesium rims and the extensive implementation of carbon elements build a bridge to the racing sports cars of the modern era alongside a striking AMG crest on the roof. The close link between tradition and modernity is also evident in the interior. Advanced motorsport technologies such as the Bosch DDU 10 cockpit display with enlarged screen and high-resolution graphics support vehicle operation. Visually, the interior is inspired by the Mercedes-Benz SLR 300 models from 1955, which achieved worldwide fame with Juan Manuel Fangio (ARG) at the wheel. This reminiscence is visible in the seat upholstery in blue checkered fabric as well as the headrest upholstery and door loops in brown leather. Another highlight is the specially developed steering wheel with anodized buttons and walnut wood handles. In addition, each of the limited-edition special models bears an edition badge attached to the center console.

Exclusivity: Extensive overall package with race gear and vehicle cover

Each 13 Mercedes-AMG GT3 Edition 130Y Motorsport comes with a comprehensive delivery package. In addition to a vehicle cover specially developed for the special model, this includes complete racing equipment for the driver. The race kit was co-designed by Mercedes-AMG Official Partner PUMA, and its design is based on the stylistic features of the vehicle’s exterior. It includes a personalized racing suit, gloves, racing underwear and shoes. The race gear is complemented by a high-quality, customized helmet from BELL. Customers also receive a personalized bag, designed to match the seat cover in a stylish blue checkered pattern and offers sufficient space for all the racing equipment. The delivery package is rounded off with a 1:8 scale model car of the Mercedes-AMG GT3 Edition 130Y Motorsport and an exclusive, personalized certificate of authenticity.

Above content © 2024 Mercedes-Benz Group AG reviewed and edited by Rex McAfee

Related AMG content

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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

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Race weekend ends at northwestern Connecticut’s historic raceway, Lime Rock Park, as the legends of the past return to dormancy after battling for victory in the Speed Tour All-Star Race and participating in the IROC revival.

Historic drivers such as Al Unser Jr., two-time winner of both the Indianapolis 500 and the 24 Hours of Daytona, returned to commentate. Geoff Bodine, who still holds the world record for most wins in NASCAR modified in a single season, also found his way to the track this past weekend to take the position of grand marshall.

Other legendary drivers include four-time 24 Hours of Daytona winner Andy Lally, who won the Speed Tour All-Star Race, and former Formula 1 and extremely successful Rallycross driver Scott Speed, who found themselves behind the wheel and out on the track fighting for victory.

As monumental as it was to be in such skilled drivers’ presence, other motorsport legends sat parked in the paddock display tent. Race cars such as the Porsche 911 RSR are driven by the icon Mark Donohue, and IROC legends include a Chevy Camaro driven by Al Unser and a Dodge Avenger driven by Dale Earnhardt. When I was little, Dale Earnhardt was my idol.

I was the only one in my family interested in NASCAR and IROC, let alone motorsport in general, and Dale Earnhardt and Dale Earnhardt Jr. were always my favorites. To witness such a legendary collection of race cars from a defunct yet loved American racing series be resurrected on track at Lime Rock Park was indeed magical.

I give sincere thanks to Lime Rock Park for organizing and allowing me to document a historic reunion that truly encapsulates Lime Rock’s morals of beauty, tradition, and speed.

Photo Gallery

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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

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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

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