BAVARIAN MOTOR WORKS HITS THE CENTURY MARQUE: 100 YEARS OF BMW V i n t a g e

R a c e c a R

The International Authority on Vintage and Historic Racecars AUGUST 201 6 a u g u s t

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t s u g u a Simply t he BeSt We test drive the 1989 BMW M3 E30

FEATURE LEGENDS SPEAK INTERVIEW BMW’s Heart & soul Belatedly Following in dad’s Footsteps trans-am King tom Kendall—Part 2 R a

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a USA $9.95, UK £6.50 o

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e g a t n i V ViNtAGe RACeCAR 3 VINTAGE VOLUME 19, ISSUE 8 COLUMNS 26 AUGUST 2 01 6 www.vintageracecar.com 26 Heroes: Robert Newman remembers how the Frenchman’s devil- The International Authority on Vintage and Historic Racecars may-care attitude often served him not so well.

28 Legends Speak : Followin ginFather’s Footsteps Rich MacDonald explains how he came to drive one of the Cobras his late father Dave raced to victory.

30 Art History: “1975 IMSA BMW CSL” Frederic Dams captures one of BMW’s best, the 3.0 CSL raced in 1975 by and .

64 Greatest Racecars: Bentley 3-Liter Duncan Wiltshire explains why his lifelong affection for Bentleys led him to select this particular example. 28 68 Nev’s Notes: The Stuck Saga - Part 1 Neville Hay revisits the career of the German hillclimb star and father of a successful racing son .

DEPARTMENTS 6 First Turn: Loaners 8 Fast Exposure 10 News Brief 16 Hidden Treasure: 1964 BT8 18 Mail Box 20 Time Capsule: August in Racing History 52 Market Guide: Under 2-Liter GT 54 Chris Willows Collection 42 54 Photo Galleries: Mallala, , Monaco, Summit Point, Pau, Barber, Silverstone, FEATURES22 Interview: Tom Kendall - Part 2 32 John Zimmermann completes the discussion with Tom 62 Product Review th Kendall about the highlights from his racing career. 63 Web Excusive : 100 65 Market Place 32 Profile: Simply The Best Mike Jiggle explores one of the all-time great production racing , the 1989 BMW M3 E30.

42 Feature: BMW’s Motorsport Heart & Soul Chris Willows tracks the remarkable post-war Mike Matune development and ascension of BMW’s production-based racing efforts . ON THE COVER THIS MONTH: 1989 BMW M3 E30 Photo: Peter Collins

Kary Jiggle www.facebook.com/vintageracecar 4 VINTAGE RACECAR VINTAGE RACECAR 5 VINTAGE ™ FIRST TURN

™ Loaners by Casey Annis, Editor August of 1965, with a new “Sonic 1” jet PUBLISHER ⁄ ED I TOR Casey M. Annis ave you ever in the works, Breedlove agreed to loan the [email protected] temporarily Spirit of America to Chicago’s Museum of EUROPEAN EDITOR loaned someone Science and Industry. According to Mike Jiggle [email protected] your car, had them keep Breedlove: “At the time we loaned it to H ASSOCIATE ED I TOR it for 50 years, cut it in them, I thought maybe they’ll have it for a John Zimmermann half, weld it back together year or two. I had no idea it would end up [email protected] SOUTH PACIFIC EDITOR and then force you to take it back? Yeah, me there for 50 years.” According to Breedlove, Patrick Quinn neither. Which is why the tale of American he and the museum had an oral agreement [email protected] ITALIAN EDITOR Land Speed pioneer Craig Breedlove and his that the car would be returned to him, Robert Newman famed “Spirit of America” is so bizarre. whenever it was pulled from the museum’s [email protected] In order to fully appreciate this strange display. However, that didn’t happened until GRAPHIC DESIGNERS Joon Lim tale, we need to go back to 1959. From 1959 last July, when the museum notified him [email protected] to 1963 Craig Breedlove worked on the that they were sending the car back to him. Brad Jansen construction of a jet-powered car that he But when the car returned home to him [email protected] CONTRIBUTING WRITERS intended to use to break the Land Speed in California, Breedlove was crestfallen to see James Beckett, Sir , Art Evans, Robert Newman, Record. Working out of a laughably tiny, the condition of it. It was beat up, with Hal Crocker, Mike Lawrence, Michael Stucker, Peter Collins, John Murn, John Wright, Keith Booker, Mike Jiggle, Willem single-car garage behind his father’s Culver panels either missing or ill fitting, not to Oosthoek, Carl Goodwin, Mark R. Brinker, J. Michael City, California home, Breedlove designed mention all the places were visitors had Hemsley, Alan Boe, , Tom Stahler PHOTOGRAPHERS and built the 47-foot-long land-based missile, etched their names or comments into the Allen Kuhn, Peter Collins, Thierry Lesparre, Steve Oom, which was powered by a surplus J47 j et engine delicate aluminum paneling. But perhaps Hal Crocker, Pete Lyons, Ferret Fotographics, Dennis Gray, Pete Luongo, Jim Williams, Mark Scheuern, Roger Dixon, Fred that Breedlove purchased for the lofty sum of worst of all, when he looked inside Sickler, Keith Booker, Chuck Andersen, Pete Austin, Klemantaski Collection, Brian Green, Michael Casey DiPleco, $500! Yet, as improbable as it may seem Breedlove discovered that in order to get the Jim Hat field, Paul Bonner, JR Schabowski considering such humble beginnings, car upstairs in the museum, the staff had U.S. ADVERTISING Breedlove and his Spirit of America turned up sawed it in half(!) to make it fit into the (562) 493-0 737 at the Bonneville Salt Flats in 1963, where freight elevator, and then done a shoddy job Tom Stahler Breedlove became the first human to break of welding it all back together. After having [email protected] EUROPEAN ADVERTISING the 400 mph barrier on land. Then, the the car looked at by a restoration shop, Mike Jiggle following year, Breedlove returned and Breedlove estimates that it will take nearly tel/fax: (0) 1604 479628, mobile: (0) 7876 500494 [email protected] pushed that mark to an even more $400,000 to get the Spirit of America back /NEW ZEALAND astonishing 526 mph—but not without in the shape it was in when he dropped off ADVERTISING Patrick Quinn consequences. Finishing a run at more than it in Chicago, in 1965. While Breedlove had tel: (61) 2 4567 7380, mobile: (61) 0417 673 065 560 mph, Breedlove deployed his parachutes hoped the museum’s insurance would cover [email protected] only to have the primary chute immediately the repairs, the museum refused to make a OFFICE ADMINISTRATOR Lynne Gehrman torn away, which in turn sucked the backup claim, resulting in him having to take the [email protected] chute away with it! With no way to stop the museum to court. “I just assumed that an Main Office (): Parabolica Publishing, LLC Spirit of America, Breedlove raced across the institution as large as the Chicago museum Vintage Racecar/Vintage Roadcar 5212 Katella Ave., Suite 206 salt until he came to a series of shallow was insured and they would take care of Los Alamitos, CA 90720, USA evaporation ponds at the end of the course. fixing the damage,” Breedlove recently tel: (562) 493-0 73 7, fax: (562) 493-0 71 5 The rocket car skipped once like a stone over commented. “They had it for 50 years and European Office: Vintage Racecar/Vintage Roadcar the water before burying itself nose first. obviously charged admission for 50 years, Moulton Park Business Centre Red House Road When rescue crews arrived on the scene, they and I didn’t get anything for it. I thought it Northampton NN3 6AQ, found a very wet Breedlove standing by the was reasonable to ask them to fix the tel/fax: (0) 1604 479628 side of the pond. Before they could ask how damages done. That car was my whole life. South Pacific Office: Parabolica Publishing Pty. Ltd. he was Breedlove uttered the now famous Everything that I ever did was on the 116 Warks Hill Road Kurrajong Heights, NSW 2758, Australia line, “…and now for my next trick, I’ll light foundation of building that car and setting tel: ( 61) 2 4567 7380, mobile: ( 61) 0 41 7 673 065 myself on fire!” the records. That car really meant a lot to SUBSCRIPTIONS Despite the dramatic end to his run, me.” 1 yr. (12 issues) $54.95 (US), 2 yrs. (24 issues) $89.95 Foreign Rates: Please refer to www.vintageracecar.com Breedlove had set another Land Speed So the moral of this sad story is if you ISSN 1535-556X Record and by so doing became an plan on loaning your pride and joy to a Copyright © 2 01 6 by Vintage Racecar/Parabolica Publishing, LLC., All rights reserved. American hero and an international star. show, shop, museum or even a friend, make Reproduction without per mis sion is prohibited.

And, for its part, the Spirit of America was sure you have something in writing, in terms Every effort is made to ensure that the in for ma tion enclosed is true and ac cu rate. How ev er, we must disclaim any li a bil i ty for the timeliness, use, pulled from the briny soup, fixed up and of who is responsible for any damage in ter pre ta tion, ac cu ra cy and completeness of the in for ma tion con tained within. Unsolicited contributions are welcome, but should be used for promotional appearances by incurred. Barring that…make sure you check prefaced by a query letter to the editor. In order to be returned, sponsors Goodyear and Shell. Then, in out their elevator! all sub mis sions must be ac com pa nied by a SASE.

6 VINTAGE RACECAR VINTAGE RACECAR 7 FAST eXPosuRe

this was the start of the racing career of sir stirling Moss, who drove a BMW 328 owned by his father, in the uK’s Poole trials on september 6, 1947. in those days he was still allowed to drive bareheaded, a practice to be cur - tailed when his cooper 500-cc eventually came along. on this day he finished 3rd in class.

Photo courtesy of: tHe KLeMantasKi coLLection Po Box 8204, Stamford, CT 06905-8204 USA., Tel: (203) 4 61 -98 04 • Fax: (203) 968-2970 E-mail: [email protected] • Web site: www.klemcoll.com

8 ViNtAGe RACeCAR ViNtAGe RACeCAR 9 NEWS BRieF Sebring Classic 12 Update Grand Prix Drivers Return to Maranello Preparations for Historic Sportscar the racing side, we will be able to The weekend will also include Racing’s Classic , showcase all generations of season-ending events for the 2016 HSR Back in 1962 a group of retired Grand were with them. There Pistons and Props, scheduled for Sebring racing in the , from the sprint and enduro series, including the Prix drivers led by the great Juan Manuel was a rush of camera-toting when International Raceway on December 1- iconic makes of the 1950s all the way up organization’s year-end awards Fangio and Nino Farina formed the Club John found a life-size cardboard 4, continue with the announcement of to modern Daytona Prototypes that will celebration. For complete information, Internationale Des Anciens Pilotes de portrait of himself and struck an title sponsorship by the Alan Jay soon to be retired from IMSA.” please visit http://hsrrace.com/ Grand Prix , to organize identical pose. Then they rushed to see Automotive Network. events where they and other former Derek Bell posing beside a 512M. Sebring’s lasting connection between Grand Prix drivers could meet. In turn, Another touching moment took place historic race cars and aviation will be organizers of race meetings around the him with, among other things, his club on the Sunday when a special memorial celebrated with sports cars and classic World invited the club members to their tie. With a laugh, Piero took off the silk service to the late Maria Teresa de Filippis airplanes parked next to each other on events so that enthusiasts could both meet tie he was wearing and replaced it with was held at the church of Santa Catherina Sebring’s hallowed ground. As Sebring and greet some of their heroes of the past. his new tie and spoke of the pleasure he in where the priest is Don Sergio remains a partially active airport, vintage In recent years the club has shortened had to meet so many Grand Prix drivers Mantovani. Don Sergio used to attend all aircraft will be landing on one of the its name to the Grand Prix Drivers Club, whom he had not only known, but who the races with both and , Sebring runways and taxiing into the but the spirit of friendship is as strong as had raced for his father, . and is well known within the Grand Prix paddock to be displayed alongside the ever. This was demonstrated recently when Over four days the members visited and racing fraternity. He was a close historic racecars. the Club held its Annual General Meeting the production line, the competitions friend of Maria-Teresa, and it was “It is an honor for HSR to join with in Maranello on the invitation of Ferrari. department and even the new Modena touching when a group of members of the Sebring International Raceway in Many of the members who attended were Autodrome, a test track built outside Maserati Mechanics Club joined the

recreating seven decades of the 12 Hours y alumni of , led by 1964 Modena, where Maserati provided members of the Grand Prix Drivers Club r e v A

of Sebring, and to pay tribute to the World Champion . examples of the quickest cars in its range. to pay tribute to the club’s former n h o

iconic facility’s rich aviation history,” J The Club used the occasion to elect Perhaps the most exciting moment President. said HSR President David Hinton. “On Ferrari Vice President Piero Ferrari an came on a Saturday morning when the The Grand Prix Drivers Club not only Honorary member of the club, an event members visited the Ferrari Museum. As continues to bring together old racing that took place in the legendary it was Saturday it was packed with friends, but is invited to many Pebble Beach to Honor Ford GT40s Cavallino restaurant opposite the original visitors, and news slowly filtered around international racing events where the factory gates on the Via Abetone. that some of Ferrari’s former drivers like drivers can meet fans face to face rather Fifty years ago, Henry Ford II “Fifty years have scarcely dimmed celebrated by the historic gathering of Club President Howden Ganley , David Piper, Tim than watch them flashing by in racing cars. realized his dream of winning the 24 the momentous achievement of the cars and drivers that the Pebble Beach welcomed Piero Ferrari and presented Schenken, John Surtees, Derek Bell and By Graham Gauld Hours of Le Mans and defeating Enzo designers, mechanics and drivers who Concours is bringing together this Ferrari in the process, as a trio of Ford swept the 1966 for August. I am looking forward to the GT MkIIs swept the podium in , Ford,” stated Edsel B. Ford II. “I event with great anticipation!” with Bruce McLaren and attended that race with my father, and For more information on the 2016 Vintage Racecars Mark Indy’s 100 th Running leading home the teams of Ken the thrill of that day remains vivid in my Pebble Beach Concours d’Elegance, or to Miles/Denis Hulme and Ronnie mind. This is but one among the many purchase tickets, please visit As a packed house assembled at the congregated in “Historic Gasoline exceptional period-correct transporters Bucknum/. This victories from that golden era that will be www.pebblebeachconcours.net . Indianapolis Motor Speedway on Alley,” a tented paddock near the were also in evidence to give fans a first- August 21 at the Pebble Beach Memorial Day Sunday, the hours leading Museum, before circulating the big oval. hand look at the way the sport once was. Concours d’Elegance, that triumph and up to the 100 th running of the Greatest Those on display and in action ranged Both events were organized by the those of every GT40 that won a major Spectacle in Racing were occupied with from 1913 through the 1980s running IMS Museum and proved an entirely international race will be commemorated the traditional honoring of the past. A in three separate, diverse groups fitting tribute to the history generated by on the 18 th fairway of Pebble Beach Golf parade of Camaro Pace Cars graced with representing the Pre-War, , and the 99 previous runnings of the Links. “500” winners preceded a stream of Rear-engine eras. A handful of Indianapolis 500-Mile Race. “We’re honored—and thrilled—to be historic , mostly from the IMS able to unite all of these historic Museum, with several driven by the men champions,” said Concours Chairman who steered them to “500” glory, Sandra Button. “This is an including , , unprecedented gathering—one that has , , excited every member of our Selection , Jr. and Dario Committee and one that promises to Franchitti—among others make history in its own right.” On both Friday and Saturday, early Many of the racing greats who drove morning crowds had been treated to these cars to victory will also be on hand, lapping sessions for the largest gathering l l a group that should include Chris Amon, a of historic Indycars anywhere, ever, as d b l e m i i f t K a , , David Hobbs, some 125 privately owned machines n H

o m R Brian Redman and Sir . i J

10 ViNtAGe RACeCAR ViNtAGe RACeCAR 11 NEWS BRieF PACE NOTES Unser and Ahrle Top HVA Celebrates I Watkins Glen International has announced that North America will sponsor the United Brickyard Invitational the Marmon Wasp States Vintage Grand Prix weekend, one of the largest vintage racing events on the national calendar, September 9-11, 2016. Jaguar has a storied history at Charity Pro-Am Race Watkins Glen, and SVRA’s U.S. Vintage Grand Prix presented by Jaguar kicks off on Friday September 9 with practice and qualifying rounds, and continues through Saturday and Sunday with 11 race groups competing on the 3.4-mile circuit. For further s e

information, please visit www.theglen.com g a m i y t t e

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I The 52 Grand Prix de l’Age d’Or , the oldest /

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meeting for historic cars in , fulfilled its promise t y a r G

again on June’s first weekend at France’s Dijon-Prenois d

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Circuit, as more than 270 cars filled nine grids to the . C R

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delight of the 14,000 spectators on hand. Some 20 pre- a war machines— 8Cs, Aston Martins, D The Historic Vehicle Association (HVA) has announced T35 and T37s, Delahaye 135Ss, a Maserati 8CM, Rileys that the Marmon Wasp (above) that won the very first and Lago —contested the Legends Trophy. Other Indianapolis 500-Mile Race back in 1911 will be included on categories included: , steppingstone to the HVA’s National Historic Vehicle Register, preserving F1 in the ’50s and ’60s; Sixties Endurance, where a field another important chapter in America’s automotive heritage. of 60 GT cars included Fords, , and Jaguars; the Heritage Touring Cup and Under Two-Liter Robby Unser and Andre Ahrle Saturday’s standalone The Wasp is currently being measured and documented by the Touring Cars; the Trofeo Nastro Rosso for superb Italian combined to take Ahrle’s 1965 Shelby Vintage/Classic contest went to Scott HVA using the guidelines set forth by the Secretary of the cars, a pair of Classic Endurance Racing contests for Cobra Comp R to victory in the featured Kissinger, driving a 1971 Datsun 240Z, Interior’s Standards for Heritage Documentation and the prototypes and GTs from the mid-’60s to the ’70s; and Indy Legends Charity Vintage Pro/Am while judged trophy presentations were Historic American Engineering Record (HAER). Once the fastest class of all, for cars from the race during the Sportscar Vintage made to: Jeff Taylor as Best of Show for complete, the material will reside permanently in the Library “Golden Age” of endurance racing such as the Racing Association’s third annual his 1964 Studebaker Daytona; Pat of Congress, joining that of other iconic cars such as the 905 and 956 and 962, Brickyard Invitational meeting at the Kennedy, who won the Best Roadster Shelby Cobra , the first Meyers Manx dune Indianapolis Motor Speedway. Trophy for his 1948 Kennedy Tank Spl.; buggy and one of the last surviving Futurliners. I Among the cars set to be offered for sale at While Unser and Ahrle topped the A Charles Test, who took home the Best “The yellow #32 Marmon Wasp is arguably one of the Bonhams’ annual Quail Lodge Auction , scheduled Production portion of the Charity Pre-War trophy for his 1911 National; best known racecars in America,” said Mark Gessler, for Friday August 19 on the grounds of the Quail Lodge in Carmel, California, as part of Monterey Classic Car Pro/Am, the race’s new B Production and Ron Hornig, awarded the Brabham President of the Historic Vehicle Association. “The 1911 Week, is a 1931 Bugatti Type 51 Grand Prix Two-Seat division was won by and Gary Trophy for his 1971 Brabham BT35. race was the inauguration of a single, large-scale event Racer previously owned and campaigned by Lord Moore in Moore’s 1965 Shelby Mustang For a listing of the other race designed to attract widespread attention from both American Howe and once driven by the legendary Tazio GT350, leading Tracy to quip it was his winners visit vintageracecar.com/unser- and European racing teams and manufacturers. It proved to be Nuvolari. Never publicly offered for sale, in the present second Indy win, added to the 2002 Indy ahrle-top-brickyard-invitational-charity- a successful event, immediately establishing itself both as the ownership for more than 30 years, unseen publicly for 500 that he believes he also won. pro-race/ premier competition in the nation, and one of the more than 20 years and with just two owners since the most prestigious in the world.” 1950s, this Bugatti is one of the finest examples in The documentation of the Marmon Wasp on the National existence. For complete information please visit Historic Vehicle Register is being organized by the HVA and www.bonhams.com/quail. underwritten by Hagerty Insurance and Shell Oil, including I In order to smooth the processing of Historic its Pennzoil and Quaker State brands. Technical Passports (HTPs), the World Motor Sport Council’s FIA Historic Commission has approved a plan to simplify the system. As part of this simplification, ASNs will be charged a single fee per s e

HTP regardless of the type of car commencing on g a m i

January 1, 2017. In addition, the change involves all HTP y t t e g

applications being invoiced, as opposed to only those /

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that result in an HTP being issued. The fee has been t y a r

reached by taking the average fee under the current G

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system and reducing it by ten percent to help h C

encourage further growth in participation in Historic d y o B

motor sport. These changes are subject to the approval . R

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of the FIA General Assembly in December. a D

12 ViNtAGe RACeCAR ViNtAGe RACeCAR 13 NEWS BRieF

Significant Racecars for RM Sotheby’s Monterey RM MOTORSPORTS www.rmmotorsports.com • 248-344-1515

A 1955 Ferrari 750 Spider, bought out his brother and continued family’s Italian roots, the museum featured 2X 1989-1992 1990 no. 0510 M (above), that was racing it, mainly in Texas. one of the largest and most comprehensive successfully raced in period by three top The RM group of companies, RM collections of Maserati road cars in the American racing stars—, Carroll Sotheby’s and Auctions America, will United States, including an example of Shelby and —is being offered for handle the sale of 49 vehicles from the every Maserati model available in the U.S. sale at RM Sotheby’s flagship Monterey Riverside International Automotive since 1951. However, in the aftermath of sale this August 19-20. The car was Museum Collection, including the 1966 Doug’s death last year, select vehicles from originally sold to serial Ferrari entrant Indycar, chassis 201 (below), that the museum will be available at auction Allen Guiberson of Dallas, and finished 2 nd was the first Eagle racing car produced by this summer. in its debut outing at the 1955 12 Hours of Dan Gurney’s A group of 49 vehicles will be offered Sebring with Hill and Shelby at the wheel, organization, and Gurney’s personal ride during the course of two different events, prior to Hill winning the Del Monte for the . Auctions America’s Santa Monica, Trophy at that year’s Pebble Beach road Founded by racing enthusiasts Ray and California, sale on June 25-26, and RM 1986 Porsche 962 1990 Riley Mustang trans am nissan 300ZX gts races. It was sold to brothers Dick and Jim Doug Magnon in 2006, the Riverside Sotheby’s flagship Monterey auction, Hall at season’s end, and the following International Automotive Museum is the August 19-20. The Santa Monica sale year won again at Pebble Beach, this time result of the passion and dedication of the presented 34 RIAM cars without reserve, with Shelby driving. For 1957 Jim Hall father-son team. In addition, tying to the including 14 that ranged from a 1967 Mistral Coupe through models such as the Indy and Merak, to a 90 th Anniversary Spyder Cambiocorsa from 2005 and a 2006 Gran Sport Victory Cambiocorsa. Also included were a 2008 Competizione, a 2006 Ford GT and a 1994 Jaguar XJ220. The remaining 15 vehicles will cross the block in Monterey during Classic Car 1978 Lola t286 1995 Ferrari 412 t2 Formula 1 1190 Renard 90D Formula 3 Week, headlined by the Eagle Indycar, but also including 11 Maseratis ranging from a rare example of the marque’s first true RM Motorsports inc. contact Bud Bennett at 248-344-1515 production car, a 1951 A6G/2000 Coupe 28294 Beck Road, Wixom, Mi 48393 Usa or [email protected] bodied by Pinin Farina, to a 2005 Maserati MC12. For complete information, please visit www.rmsothebys.com

14 ViNtAGe RACeCAR ViNtAGe RACeCAR 15 HiDDEN tReasuRes NOW 1964 Brabham BT8

By Mark R. Brinker scar Wilde wrote, “The truth is Orarely pure and never simple.” This sounds a lot like the car hobby to me. In April, I received a series of emails from Jeffrey Turner of , Australia, regarding a racecar he acquired in 2005. Turner wrote, “Having read many ‘Hidden Treasures’ columns over the years, I felt compelled to put pen to paper. I believe like many other car owners in the same position as myself that I have found a hidden treasure. I have the car, some details, lots in no way trying to cast a question on this Carlier of Belgium rebuilt and raced the of information and documents—some other car. Instead, I am attempting to car on circuits and in hillclimbs with some right, some wrong. I am hoping that this establish the history of my chassis.” success. The car was sold in 1971, and from article may jog a few memories or may According to Turner, in 1964 Jack there it went through a string of Belgian even uncover some other facts.” Brabham raced SC-7-64 at the Guards owners (Mr. Paulus[?], Toni Castellano, According to Turner, his car is a International Trophy at Willy Widar) before being sold to Eric Brabham BT8 constructed in 1964 by (August), the Los Angeles Times Grand Priestly of the United Kingdom in 1980. Frank Coltman of Progress Chassis/Racing Prix at Riverside (October) and the Priestly ultimately refitted the car with Frames. The BT8 was a tubular steel Monterey at Laguna correct BT8 body panels before selling it to spaceframe design with independent twin Seca (October). Turner said, “In December the Australian partnership of Andrew wishbones and disc brakes front and rear. of ’64 Robs Lamplough left the track and Osman and Rob Kirkby, in 1988. From Turner reports that he has documentation hit a tree at the Nassau Grand Prix. The there the car remained in storage until I showing that Coltman authenticated his crashed chassis was returned to the Brabham acquired it in 2005.” chassis in 1988. Turner also claims that at factory where the car was rebuilt with a Turner acquired the car to race in some point both and Jack new and correct BT8 Brabham chassis. The historic events and is currently readying it. Brabham inspected the chassis and original damaged chassis remained at the Along with the car Turner also acquired confirmed all parts were authentic and rear of the Brabham factory until 1967, something he was not anticipating and original BT8 items. when an employee named Jacques D’Heur that surprise came in the form of controversy. Turner has spent innumerable hours acquired it along with bodywork and a Turner said, “Undoubtedly there will tracing the lineage of his car and has number of correct suspension components. be people who will dispute the history I’ve pieced together what he reports is its D’Heur transported all of the bits back to uncovered and in the end these doubters correct history. Turner wrote, “I firmly Belgium and assembled the car using an may well be correct. What I’ve come to believe that my car has the original chassis Alfa Romeo 2.0-liter, 4-cylinder engine, a understand is that there are some people in SC-7-64 which was crashed at the Nassau Porsche 911 gearbox, and Brabham the hobby who are unhappy that my car Grand Prix in 1964. Although another car running gear.” has resurfaced. There are also people who now exists with that chassis number, I am Turner continued, “In 1969, Bernard are excited to learn that my car still exists. I am happy to hear from people with any THEN information and I can be reached at [email protected] . I am also open to any new theories regarding my car, as all I am seeking is the truth.” Oscar Wilde died in 1900. It is therefore impossible that his words regarding “truth” had anything to do with historic racecars. But oh, if he were alive today…

Do you know of a Hidden Treasure? If so, send your photos and stories to Mark at [email protected]

16 ViNtAGe RACeCAR ViNtAGe RACeCAR 17 MAIL BOX detract away from his injury—but again, my piece Battle of Beltoise majored on the BRM P201, not to sensationalize a concerning Beltoise, at the time of his about the track tester and his ego and the Best, driver’s suffering. On a personal note, I feel that accident Beltoise was completely unknown usual BS that magazine tests read like. Willem Oosthoek our profiles, features and editorial pieces in VR and the story of his operations was told later, Having driven that circuit, and more to the Weddington, NC should inspire enthusiasts to dig deeper into subjects when he became famous. The Matra boss, point, coached people ’round it, he has my we raise. I could have written many more Jean-Luc Lagardere hesitated to take Beltoise admiration! Dear Editor, thousands of words on the various subjects I’ve in his team but after the 1965 victory at Again thank you for the magazine, as The Charlie Kemp interview by John covered over the years—had the column inches Reims Lagardere was completely in favour of from now you have another regular reader. Wright in the June edition was quite n o x i allowed. Beltoise and listened a lot to him. The F2 Kind regards interesting, although I am pretty certain the D r e g Speaking to , just a matter of a team manager of Matra Claude Le Guezec Richard Hope person Kemp referred to as “Randy Smith” o R day or so ago, he is still bitter at your aggressive disliked Beltoise and nicknamed him “the should have been my father, “Reg Smith,” Dear Editor, letter, and reconfirmed he never had any disabled.” At the time it was said that the who was the A.R.C.F. Vice President and Thanks to Mike Jiggle for his response conversation with any driver, including Beltoise or elbow had to be blocked but that Beltoise Kemp Correction Race Secretary with Mr. Ulmann through on my letter (June 2016 issue). Lauda, about any physical impairments, or had still full strength in his arm. This was not 1972 and then continued the traditional 12 I am sorry to see that Mr. Jiggle, of whom disabilities they, or fellow drivers may have had. true and Beltoise would not have been able Hour event into the IMSA era with the late I appreciate his fine contributions to the Nor was he curious about such topics. Accidents to drive a Ferrari P4 at the …. John Greenwood and, of course, John magazine, chose to deviate the subject of my were a “no go” subject. The teams, drivers, Beltoise has not always been the “good Bishop. (admittedly) abrupt questioning on its mechanics, etc. were at a racetrack highly focussed guy” he was during his BRM years and Great publication, keep up the good work. manner, rather than apologizing to the to do one job—win the race! They all lived in the without the tremendous support of Jean-Luc Dear Editor, Reggie Smith readers for having shown his lack of research moment, not the past! Lagardère he would have left the Matra team An excellent June issue that dropped in Sebring, on the subject. So, no apologies from me to In a recent publication, Sir Jackie Stewart after the 1969 season when despite a great my mailbox yesterday. Especially the Mr. Jiggle, but please keep up the good work. wrote that racing drivers of that era had a team of Matra engineers he made a poor comprehensive feature on the Shadows and Disclaimer: The viewpoints expressed here do not I am still amazed that Mr. Southgate did mentality on a par with Spitfire and Hurricane season compared to Jackie Stewart who had the interview with Charlie Kemp were necessarily reflect those of Vintage Racecar, Parabolica not know, I guess Beltoise’s life-threatening pilots of WWII—not to detract from those brave no help from the French staff. Lespinay is also much appreciated. Being from Mississippi, Publishing, LLC or its employees. accident followed by such a racing career was boys defending their country—but, if any of them wrong about Crombac who had also also a Kemp never received any exposure in period Write to: Vintage Racecar Journal, 5212 Katella Ave, Suite 206, Los Alamitos, CA 90720 not as spectacular as that of Lauda in the thought of being injured, or dying on their next big influence on Jean-Luc Lagardère and was articles, so the article filled a long overdue Email: [email protected] (please include middle of flames in . Somehow, if I mission they’d never have gotten into their responsible for the arrival of Chris Amon in void. One correction, the Sebring Registrar mailing address) The editor reserves the right to edit all were running an F1 team and aware that my airplane. Indeed, in an interview I had with Sir the team and and the other English speaking he mentions was not Randy Smith, but letters. driver could only use one arm to drive, I Jackie, he stated, “I knew the risks, I was realistic, drivers as , , Piers Reginald “Reggie” Smith. would have had the curiosity to ask. Never and accepted them. In reality it did not slow me Courage… making some French drivers mind, and congratulations on getting the down at all. I was compartmentalising my unhappy…. BRM back up to speed while you were there. priorities, I knew I had to drive quickly enough to Best Regards, In any case, thanks to both for win.” Drivers’ minds concentrated solely on Bernard Fischer responding to my inquiry. victory—end of! Strasbourg, France Philippe de Lespinay Although fiction, the character Jean-Pierre Sarti in the film Grand Prix said, “The danger? Dear Philippe, Well, of course. But you are missing a very Shadow Dancer I’m not too sure why you wish to labor the important point. I think if any of us imagined— point of your previous correspondence? (June 2016 really imagined—what it would be like to go into a issue). I also find your words, “I guess Beltoise’s life tree at 150 miles per hour we would probably threatening accident followed by such a racing never get into the cars at all, none of us. So it has career was not as spectacular as that of Lauda in always seemed to me that to do something very d y

the middle of flames in Germany,” very distasteful. dangerous requires a certain absence of o B

. R No racing accident should be graded by imagination.” While a line from a Hollywood n a magnificence, or remarkability, as you seem to movie, I think this sums up the mental attitude of D suggest! many drivers of that era. Dear Mr. Jiggle, As I have previously stated, my writing was I feel a line should now be drawn under this I am writing to thank you for the copy about the BRM P201, not an exposé of the life and “saga.” I had, and still have, the utmost admiration of your magazine, until you gave me this I times of Jean-Pierre Beltoise. Indeed, I mentioned for Jean-Pierre Beltoise and his racing prowess. In no was not aware of the publication. I started the driving attributes of Beltoise, who managed to way would I wish to disrespect him, or his memory, to read it and found it impossible to put wring every last ounce of performance out of the if I have done so by any omission, or otherwise, then down…it’s brilliant! The articles are superb car—far beyond that of any other driver—simply as a I truly apologize. and in such depth I especially enjoyed the passing compliment to “your friend.” The quotes Sincerely, articles around the Shadow Can-Am car, as from Messrs, Southgate and Parnell were to Mike Jiggle, I was always fascinated by these cars. substantiate my observations. If my piece had been European Editor May I also congratulate your editor Casey solely about the racing talent of Beltoise, I would Annis on his track test of the Shadow, it was immediately feel the need to apologise to both you extremely insightful in a “real” way, as I and and our readers. However, the omission of the Dear Editor, many other drivers would approach such a account of the Reims accident in no way should Regarding the stupid mail of de Lespinay task with an intimidating car… not at all

18 VINTAGE RACECAR VINTAGE RACECAR 19 TimE caPsuLe August in Racing History 3 The ISRS race at Zolder, Holland, is won by and Freddy Lienhard, driving a Ferrari 333SP (1997).

4 wins the fifth road race in an Alfa Romeo P2 (1928).

5 Glenn “Fireball” Roberts participates in his first auto race (1947).

Riddelle Gregory Giuseppe Campari 6 drives his Zerex Special to victory in the Guards International Trophy race at Brands Hatch, England (1963).

7 drives a Dusenberg to victory in a 300-mile race at Des Moines Speedway in Des Moines, Iowa (1915).

8 Jeremy Dale wins the rain-shortened IMSA WSC race at Portland, Oregon, driving n i t

s a Spice HC94- (1994). u A e t e P 9 Enzo Ferrari participates in his last race as a driver, finishing 2 nd in the Circuit of the David Hobbs Roger Penske Three Provences driving an Alfa Romeo 2300MM (1931).

10 David Hobbs drives a -powered Surtees TS5 to victory in the SCCA F5000 race in Donnybrooke Raceway in Brainerd, Minnesota, USA (1969).

11 First auto speed trials held on the Bonneville Salt Flats in Utah (1914).

12 wins the NASCAR Winston Cup race at Talladega, Alabama. Last Winston Cup victory by a (1973). enzo Ferrari participates in his last race as a driver, 15 John Watson drives a Penske PC4-Ford to victory in the . Only finishing 2 nd in the circuit of the three Provinces F1 win for Penske Racing (1976). driving an alfa Romeo 2300MM (1931). 17 Sr., Le Mans winner and owner/founder of NART, dies at the age of 93 (1994).

19 drives a to victory in the under-1500cc sports car race at Paramount Sportsman's Ranch near Agoura, California, USA (1956).

21 The Watkins Glen 500 sports car race is won by and Ray Caldwell in a Porsche Carrera GTS (1966).

22 Final Swiss GP won by in a Mercedes-Benz W196 (1954). Fritz Huschken von Hanstein and Walter 23 Riddelle “Rocket” Gregory drives a C-Type Jaguar to victory in the SCCA National Baumer drive a BMW 328 to victory in the road race in (1940). event at the Eagle Mountain National Guard base near Fort Worth, Texas (1953).

27 Ron Pellegrini’s “Quarter Horse,” the first AFX drag racer, debuts in qualifying for the eleventh annual World Series of in Cordova, California (1964).

28 Fritz Huschke von Hanstein and Walter Baumer drive a BMW 328 to victory in the Mille Miglia road race in Italy (1940).

31 and Charles Morgan drive a Ferrari 333SP to victory in the PSCR First auto speed trials held on the Bonneville salt Flats in utah (1914). WSC race at Mosport Park in Bowmanville, , (1997). Compiled by MicHaeL stucKeR 20 ViNtAGe RACeCAR ViNtAGe RACeCAR 21 INTER VIEW Jack basically just asked, “Is he OK after his accident?” And Max Donohue and then we beat Donohue, all of a sudden Trans-Am Tom Kendall - Part 2 Scheib. Talk about slow. It felt like making no progress, but you said yes. The best indication he’d had of that was I had run a third was getting national attention in USA Today , so it was becoming look back a month at a time and you were making real progress. Rocketsports Oldsmobile at Lime Rock because they were in a “Anybody but Kendall.” When we got to Pikes Peak (International I was in a wheelchair for five months because I’d done both legs, battle with Nissan for the championship and I brought (Dan) Binks Raceway), that morning they introduced all these new driving rules then I was on crutches for five months, and I had a cane for another in with me and we kind of led the charge that weekend in a car that out of the blue at the drivers meeting. They said that front-to-rear eight months, but I was back driving after about eight months, even probably wasn’t as good as their other two cars, so that removed any contact was allowed, like short-track racing. “You can unstick guys, before I was off the crutches. (Scott) Pruett had had his accident, doubts. So I signed up with Roush. It’s funny how things work. We but you can’t spin a guy out. If you spin him out, you’re gonna get Foyt had had his, so when they came back I was thinking they came won the first race out of the box at Daytona in the GTS car, and it back too soon. Based on what happened to me it seemed too soon, was almost right away that there were overtures from Chevy. It was so I said I wasn’t going to come back until I was as good as I was never direct, but this guy who was a friend of mine was friends with “After the race I called my Mom, before. I was going to drive a Bondurant car and then a Trans-Am Herb and friends with (GM executive) Jim Perkins, and so midway because she had watched, and asked, car and then the GTP car, and I told myself that until I’m as fast as through that first year I told him the same thing I told Lee Morse: I was I’m not going to go further. So it was quite a while. Bob “I will stay here as long as they’ll have me.” “So what did you think?’ She goes, Bondurant said I could come and stay as long as I wanted, so I did and got going pretty good. Then I scheduled a Trans-Am test and I With Jack you won three more Trans-Am crowns, including that ‘You sounded really good, but you was right on the pace and did a GTP test and again, right on the incredible 11-race win streak in ’97. What can you tell us about looked pale.’ I said, ‘You have no pace, right away, the first test. I was in really good shape because I that—and how did you lose to ? was doing all this rehab and doing cardio with it, and upper body idea, Mom.’” before the lower body, so I was in phenomenal shape. The only Kendall: (Laughs) You’re gonna stir up old emotions! The funny question was could I do a race distance, two hours. We did a test thing is that ’97 was the only year we didn’t build a new car. In ’94 a stop-and-go.” There had been contact in the series, but it had and it was hard, but it was like it was only as hard as it would be we got pretty handily beaten. Buzz McCall’s AER team with Ron always been frowned upon, so this was something new. So I asked after a normal offseason where you’re getting back in driving shape. Fellows had built a new car and we got kind of caught with our about side-to-side and what constituted side-to-side, and they didn’t So I showed up at Miami, looking like I was doing what I swore I pants down. We built a new car for ’95, but it wasn’t a big enough have an answer. They finally said, “just next to him.” wouldn’t do, which was getting into the car off of crutches. I was leap compared to what they did, so we really went to town on our On the first lap I get spun out by Dorsey (Schroeder), the only quickest in the first session, but it kind of went downhill from there ’96 car. We won four races and repeated as champions and then just thing you’re not allowed to do, so I’m thinking, he’s going to get because everybody else—the new Jag had come, the new had honed that car for ’97. penalized. Dorsey didn’t get penalized. I got going again pretty come—had kind of leapfrogged us. As for how Borkowski beat me, it’s a pretty darn good story. As quickly, but I’m last. So I set about picking my way through the field Jim Miller was really good about it all. He came to visit me in the the streak went on we had sneak attack inspections at the shop, and Borkowski had made it to the front and was driving the race of hospital and he’s a man of few words and no bullshit. He just said, they’d call us seven or eight races in, “Hey we want to come and his life. He was fast, he was tidy and he was really quick down the “Whenever you’re ready, we’re here, and we’ll pick up where we left inspect the car at the shop.” OK, when? “Right now, we’re here!” straightaway and onto the oval. We were quicker through the infield off. No rush, as long as it takes.” Which was refreshing, but then the And they’d walk in. They were getting heat from everywhere, but and under braking, so I started hitting him within the new rules. In this concluding installment of our interview with Trans-Am record- deal changed on him, where Chevy pulled back before that next the tech guys were kind of on our side, saying, “Look, guys, we’ve Coming onto the front straightaway I’d do it. I’d never done that breaker Tom Kendall, we pick up the narrative just after he’s won his first season, but he said, “I told you we’d run, and I’ll fund it all out of my looked at that thing from every angle. No car’s ever been looked at stuff before, so I was getting used to it, but I could not rattle him, Trans-Am crown and been invited to compete in the International Race of pocket.” I told him that was the nicest thing anyone had ever done as much as that car, and there’s nothing there.” It kind of took on couldn’t get by him. I literally did that for the last 15 laps, but I Champions. Then came the downside, and his big leg-smashing GTP crash for me, but that’s not your job, Chevy should be paying for this, so I a life of its own. Then we tied (the consecutive win record of Mark) couldn’t get next to him. Finally, I see this shaping up on the last at Watkins Glen, where his whole life changed. VR Associate Editor John said let’s run the number of races they guaranteed, but he said, “I told Zimmermann picks up the story. you I’d do it and I will.” There aren’t a lot of guys like him. Nobody said anything, but I think there was a definite change in tone from Chevy, up until that point it had been whatever I You began running in GTP with a Spice in ’90 and then joined wanted to do, as long as they were going to do something like that, Jim Miller’s Intrepid team, where you were a regular front-runner Herb (Fishel) would move mountains and make it happen. Then all before your big accident at Watkins Glen. What caused the crash of a sudden, in the middle of ’92, they were not going to do GTP and can you summarize your injuries and the rehabilitation and so I was saying, “Let’s go back to Trans-Am,” but everything I process you went through? would propose was, “Well, we can’t do that….” To their credit, I think they were going to keep me on as a spokesperson and maybe Kendall: The crash was caused by a broken left rear hub. We had run a couple of Cup road races, but there was no full-time program. just been going faster and faster and I kept saying, “If you give me more I’ll go faster,” and so they kept extending the How did you get hooked up with for ’93? splitter and developing the rear wing with new elements and such. So basically, the hub broke and it hit head-on, and crushed pretty Kendall: Once I had won my first Trans-Ams, Lee Morse from Ford much from the mid-thigh down. I broke my right femur, both tibias, came around and said, “Hey, we’d like to talk to you,” but I just both fibulas and both taluses, which are the ankles. My feet didn’t listen, I told him I don’t like playing one against the other, escaped, it was all kind of crushed up from the bottom. Some guys and after a couple of times I said, “I’m going to stay here as long as broke their heels like that, but my heels didn’t break, the taluses they’ll have me.” So he said, “Let us know if that ever changes.” So broke. My rehab was an intensive eight months of all day, every day, when that changed and I got the “let’s be friends” call from Chevy, r for eight months. I guess I had the weekends off because the clinic I called and I didn’t know it, but Roush was gearing up for a new e k c o was closed. My surgery was at Methodist Hospital in Indianapolis Mustang (IMSA) GTS program. I think (team manager) Lee White r C

l a and the rehab was at an affiliated clinic north of town that was had just left, so Max Jones was in charge and I called him and he H associated with Terry Trammel’s group, with Trammel and Kevin said, “We’re doing this program, let me talk to Jack.” So he did and Kendall teamed with Wally Dallenbach Jr., and to win his first start for Roush Racing, in GTS at Daytona with this Mustang.

22 VINTAGE RACECAR VINTAGE RACECAR 23 How did you first get involved with television? accidental, I’ve never pursued any jobs.

Kendall: During the ’97 season when I had the win streak going, I understand you’re getting going in vintage racing now, what can Steve Beim was the director for Indycar coverage at the time, and I you tell us about that? think they guy who usually did the production was off doing maybe World Cup, and so Beim got put in the producer’s chair, and he Kendall: I haven’t done it yet, other than a race back in ’97, actually. wanted to bring me in. He called me and said, “I wanted to see if It’s funny, because when I was driving I really didn’t have much you were interested in doing the Indycar broadcast from Elkhart interest, and then about four or five years ago it was, “Oh, wow!” Lake next week.” I said I didn’t think I could do that and he asked, First, some of my cars are now 30 years old, and the thought of going “Why not? You race on Saturday.” I said I know, and he said, “Well, out just for fun and driving and doing it on your own schedule—I why can’t you do it?” I said because of Siebkens on Saturday night. have four of my cars, from my first five championships, I own those We had just broken Donohue’s record, so it will either be 10 in a cars—the RX-7, a GTU Beretta, a Trans-Am Beretta, and the n e s r row after that race, or it’ll be over. Either way, and it’s Elkhart Lake. Firehawk Nissan 300ZX Turbo that Max Jones and I drove. The three e d n A

Back then, in the ’80s and early ’90s, the only time I drank all year non-Showroom Stock cars are perfect vintage cars, and there’s even k c u h was at Siebkins. By ’97, I don’t think it was the only place I drank, some guys running Firehawk cars. I’m not sure it would be that C A string of top-five finishes with the Chevrolet Intrepid against the , Jaguars and had kept Kendall in the ’91 GTP hunt before his accident. but he goes, “Are you serious?” And I said, yeah, I’m just being thrilling—they had no brakes. The catalyst was that where I was frank, I don’t know. He says, “I think you’ve got your priorities storing them, at my Dad’s building down in Vista (California), a piece lap, and he goes a bit conservative, doesn’t pass the guy ahead and ground zero. I got a little ways down the road with Rahal when he screwed up. I thought you’d jump at this.” I said, “No, I’d like to do of a building that was just storage, and he said, “At some point that he leaves me almost enough room on the inside, so I go up onto the was retiring, but not as far as I thought I did, and then also with it, I just don’t know what to say.” So he’s like, “How about if you tenant’s going to want the rest of that building….” So I talked to curb and I’m next to him. I felt kind of bad about it, but these are , with Team KOOL Green the year it was founded. I went to don’t have to be there very early?” And I said, well, now you’re Binks and he said he could store them back in Michigan, so he found the new rules, so I start banging him. First, they didn’t enforce the Team KOOL Green for a fitting and it was a real tight fit. The car talking. So that was basically what happened, and he agreed. That a little shop and I ended up sending him eight cars, four racecars and one on the first lap with Dorsey, and now I haven’t spun him out, was much bigger than the ’90 car that I drove, but after my accident year at Siebkins was like no other, and I had promised the night four street cars, some of which are not worth what I paid to ship them just following the rules. So basically I just door-slammed him and I needed even more room because I had less flexibility in my ankle. before, when they were trying to get me to take a shot of Jaeger and back there. So I’m chipping away at it. I’m going to try to get the RX- ran him out of room on the exit. I had three corners to go, but Basically my ankles don’t bend, so I have to move my whole leg, and I said, “No, the race is tomorrow. Tomorrow night I’ll drink a yard 7 going, and one of the cool things is that three of the cars, the hadn’t figured on the backmarker who was just like idling almost in there just wasn’t enough room. Short answer is I just could never of Jaegermeister.” That was a foolish statement. So Saturday night Mazda, the Nissan and the Trans-Am Beretta, are all exactly as they the next horseshoe, so I know what’s coming. I see Borkowski in the get it together. That was the irony when Trans-Am faltered, because after winning, I was just barely on the sidewalk outside and came off the track. All this time I’ve been thinking that I needed to dirt and I see him flat-out and I’m following this guy through the I had stopped trying to get anywhere else and was happy where I somebody says, “They’re waiting for you!” I didn’t drink a yard, but restore the RX-7 because the thing is totally beat, but in recent years horseshoe, and BOOM! The only thing you’re not allowed to do, was. I would have been happy running Trans-Am for another 10 did do a half-yard, and I now know that that’s a full bottle of Jaeger. there’s been an appreciation for cars as raced, original cars. First, it’s spin him out! After the race I’m thinking if they enforce the rules years, but then first pulled out and then Chevy pulled out And we refilled it twice! I don’t like feeling bad and getting sick, so cool, and second, it’s cheaper, because I don’t have to strip it to the as instructed, then they’re going to move him behind me because and then Ford pulled out. the whole time I’m doing shots I’m usually trying to dish, to share bare frame and make everything perfect again. So the RX-7 I have he spun me out on the last lap. Regardless of what you think about with those around me. I was pouring for everyone else, and then we tabbed to get ready for next year, to have it running and race it next it, I raced to the rules and put him off so I was pretty sure they were Who were the toughest competitors you faced during your career? refilled it and I’m pouring some more. A lot of it got in me, and year for the first time. The Trans-Am car is the coolest of the bunch, going to reverse it, but they didn’t. They got what they wanted. Like someone drove me home and the next morning I overslept and was but I’m wondering what it will be like to drive the RX-7 again, a worn- all racers, we only see things from our perspective, but to this day I Kendall: The one guy who was probably the most complete was Ron late to my first-ever production meeting. I walked in with my hair out unibody car that has six seasons on it, that has 330 horsepower, do feel strongly that I followed the rules and so, according to the Fellows. Pruett was really tough, but I didn’t race that much against all over the place, and said, “I’m sorry, but I did try to warn you.” so a car that has all that horsepower and no torque, what will that be rules…. In hindsight, I had many people tell me, including my him. Pruett was fast, but Fellows was faster than Pruett, but Pruett Then I went back to the hotel to shower because I hadn’t showered like to race? The Trans-Am Beretta will be fun, that’s why the class is brother, “That was the best race ever.” And, they got rid of those made NO mistakes. He was really aggressive on blocking, and or shaved, and I got stuck in traffic coming back and almost missed so popular. I’m looking forward to it. rules the next weekend. Once I got a little distance from it, I tactically he was just rock solid, and would never, ever give it away. the start. There was a rain delay that year, so instead of the normal understood the streak was going to end somewhere, so things have Fellows kept getting better so that in the end there was no weak five-minute introduction, we had to do a 90-minute fill. And I’d a way of working out. link. He was the consummate pro. Darin Brassfield was another never done that before, and I wasn’t feeling real well, but I just went guy. On race day he might be as good as anybody I ever raced with. ahead because I didn’t care. I’ve always had a feel for what’s needed Can you discuss your efforts to do Indycars? Was it just a case of He was a little bit like Al Jr., I think he just wasn’t that interested for the job. Like when I came into racing there was no such thing being too tall? in practice and qualifying, but raceday Brassfield was as good as as a clean-cut articulate driver. Well, fast-forward 10 years later and they come. There’s a lot of good guys, Dorsey, on his day, was really, too many are like that. So I think I was ahead of the game because Kendall: Not just, I don’t think. Somebody asked me on Facebook really hard to beat. people were ready for straight talk. Straight talk that was considered why I never raced Indycars, and the short answer is because I could sort of risqué back then was so tame by today’s standards, but back never convince an owner to hire me, basically, with all that entails. then just calling people out for stuff was just not done. I had a sense If I’d had a huge budget behind me, they’d have made it work. If I that people were ready for that and I did some of that in that race, were shorter, I maybe would have gotten some tests, whether that and people responded well to it. After the race I called my Mom, would have led to it or not…. The height was an issue because the because she had watched, and asked her, “So what did you think, effort required to get me into a car was a huge undertaking, and so, Mom?” She goes, “You sounded really good, but you looked pale.” all things considered…. I was knocking on the door with Chevy, I said, “You have no idea, Mom.” because at that time, and before I got hurt, I was Herb’s guy. They The hard part going forward, once I started doing more of it, arranged a test. I drove Bobby Rahal’s Galles/Kraco car with Barry and actually liked it, was not to let the realities of it—that some of the Green, at the end of the ’90 season, before the GTP season. I think people I was talking about could get me fired—get in the way. So I there was a push—in ’90 I got that test, I also ran four Cup races tried to ignore that because I was working for the fans. My mantra with Earnhardt’s team—so there was a multi-pronged effort, I was became: “Try to get fired a little bit today,” just as a way to turn it going into GTP, and Chevy was the dominant engine in Indycars at loose and be honest. So, like everything I have done, my whole TV the time, but then my accident changed all that and I was back to Kendall’s Trans-Am title with this Chevy Beretta helped land his GTP ride. career was accidental, and pretty much everything that followed was Kendall returned to Trans-Am in 2004, winning twice in this Jaguar XKR.

24 VINTAGE RACECAR VINTAGE RACECAR 25 HEROES With his leg back in one piece again, in Patrick kicked off the 1974 F2 season by Patrick Depailler early 1974, Patrick joined the Tyrrell F1 coming 2 nd in the year’s first race, the Grand By Robert Newman team and stayed with it for five seasons. Prix of . Two races later, he put Behra’s take-it-as-it-comes lifestyle had his March 742-BMW on pole for the annual hen he was a rubbed off on the young Depailler and, like charge through the streets of Pau and won, kid in Jean, the youngster was a determined fighter. as he did that year’s GP of Mugello, the Clermont- He proved that alright with an utterly Preis von Hessen at Hockenheim and the WFerrand, France, Patrick determined performance in the of Rome to become the 1974 Depailler’s idol was Grand Prix at Pau. Driving a European Formula Two Champion. He French motorcycle March 722, Patrick fought tooth and nail didn’t do too well as reigning champion in champion and racing with in a Chevron B20-Ford the following year’s F2 series, where he won driver . The two were alike in for the entire race’s 70 laps as the two nothing. He wouldn’t have been able to more ways than one, as they shared a living- carved their way through the twists and score points anyway, because they were not for-the-moment attitude that didn’t always turns of the city circuit. Both of them awarded to A-graded drivers. pay off. Surprisingly, though, Patrick’s devil- lapped the rest of the field twice , but Depailler did get into the F1 points may-care lifestyle didn’t really do his motor eventually victory went to Gethin, who also right away in ’74’s first GP in by racing career that much harm in the end. put up the of 1 minute 16.1 coming 6 th in the Tyrrell 005-Ford, he took His Formula One career didn’t start too seconds. Depailler continued his F2 charge 4th in South Africa and nearly won the well, though. had invited him to that year and finally ended up 3 rd in the Swedish in the new 007-Ford, coming 2 nd to nd race his team’s third car in a couple of championship, which was won by British teammate Scheckter, having qualified on (Above) In 1978, Patrick returned to Le Mans with the factory team, qualifying 2 , but failing to finish due to engine failure, ranked 18 th . ( Patrick was lost in a 1980 Hockenheim Grands Prix that year, but it didn’t happen. motorcycle racing genius Mike Hailwood. pole and set the race’s fastest lap of 1 Right) testing crash. Soon afterward, Patrick broke his leg after By the end of the 1973 season, Ken minute 27.262 seconds. A few more points falling off a motorbike he was messing Tyrrell had seen enough. He had given the placings followed in Holland, Canada and Instead, low placings followed, as a result of Peterson, retired almost as much as they about on—so no 1973 Formula One debut. young Frenchman a couple of his old cars to the USGP at Watkins Glen, which took which Depailler finished 9 th in the ’75 F1 finished their races. That was mainly That might have pissed Ken off for a bit, see what the lad could do in F1, which him to 9 th place in his first Formula One championship with just 12 points. because the car was heavier than its but he still wanted Depailler to replace the included an impressive 7 th at Watkins Glen. World Championship. Patrick claimed his Patrick kicked off his 1976 season with predecessor and little development had late François Cevert, who had died while Although Patrick was due to compete for first F1 podium with a 3 rd in the 1975 South an outstanding 2 nd to ’s winning been carried out for the car by Goodyear. practicing for the 1973 USGP at Watkins the 1974 European Formula Two African GP at the circuit with the in the Brazilian GP, and then Still, Depailler did take 2 nd place in the Glen, and drive for him in 1974. Cevert’s Championship, Ken selected Depailler and works , and finished 2 nd in the made 3 rd in the inuagural USGP West in Japanese GP and a couple of 3 rds in the death was a bitter blow, because Ken South African as his F1 French GP at Dijon, but it was not like the Long Beach, still in the ageing Tyrrell 007- USGP West and the Canadian. wanted him to take over from three-times driver lineup for 1974, a year in which Tyrrell team’s golden days, when Jackie Ford. By the fourth race of the season, the For 1978, Tyrrell went back—if that’s the F1 World Champion Jackie Stewart, who Patrick showed his true colors as a loyal and Stewart drove Ken’s Elf-blue cars to World new six-wheel car made its word—to a car of more conventional layout was due to retire from the sport. tenacious driver. Championships in 1969, 1971 and 1973. debut, and to the amazement of the F1 with the 008, which also had a run of eight world, it turned out to be competitive. Ken retirements until the year’s Grand Prix of had pushed the boat out on this one in an Monaco, when the sun came out to spread its effort to try at least to slow his team’s victorious warmth all over the Tyrrell team swimmingly in hospital until August 4, decline; he had designer and Depailler, who led the race for 38 laps when Patrick somehow fell out of his create the six-wheeler, with four 10-inch and won it, having qualified the car a fair way hospital bed and broke both legs yet again. diameter wheels at the front and two back in 5 th —definitely not a great advantage So that was it for 1979: Depailler was out of normal-size covers at the rear to create a on the Monte Carlo city circuit. That, two 2 nds Formula One for the rest of the year. larger overall tire-asphalt contact area for the and a couple of 3 rds took him to 5 th in the He worked hard to get back to fitness car. Along with the Brabham BT46B drivers World Championship, but trouble and did so well at it that he signed for the “Sucker” car, the P34 is one of the most was on the horizon for Ken—Depailler new Alfa Romeo team for 1980. The Alfa radical F1 cars ever built. Patrick bubbled accepted an offer from rival Guy . V12-engined 179 was pretty much a disaster, over with enthusiasm for his boss’ six- The were clearly competitive in with Patrick retiring it in its first seven races. wheeler, and so he might. It was so 1979, as shown by Patrick’s teammate Jacques He was testing for the at competitive in its first year that it actually Laffite, who won the year’s Argentinean and Hockenheim, the car fitted with special won. Jodie Scheckter drove it to victory in Brazilian GPs. Depailler came 2 nd to Jacques brakes aimed at toughening his post-hang the 1976 Grand Prix of , with Patrick in , retired in South Africa and came 5 th gliding accident leg muscles that were still right on his tail to score a fantastic 1-2. That in the USGP West, before driving a blinder to painful, but the Alfa’s suspension broke was the P34’s best year, with Scheckter also win the Grand Prix of at Jarama in the while he was flat out into the right-hand East netting 2 nd places at Monaco, and in the Ligier JS11-Ford, having led the race for each Curve. The car slammed into the Armco British, German and U.S. Grands Prix. of its 75 laps. barrier and flipped, killing Patrick outright. Depailler took four 2 nds and a 3 rd to take After that, Depailler’s devil-may-care More than a decade later, Patrick’s son e

e rd g a Ken’s “freak” six-wheeler to 3 in the attitude got the better of him again, not Loic was asked by his mother what the M

n th e e

r Constructors Championship with 71 points. messing about on a motorcycle as in 1973, young man would like for his 18 birthday. u a

M Gardner came up with an improved but in a hang glider crash on June 3, in He said a dinner party with his father’s old Depailler drove the radical six-wheel P34 in ’76 to four 2 nd place finishes, but in ’77 with the P34B, could only repeat the feat once. He retired from the P34B for 1977 with better , but which he broke both his legs and severely teammates, which inevitably turned out to ’77 (pictured) with engine problems. both Patrick and his new teammate, Ronnie damaged one of his heels. All was going be an extremely emotional reunion.

26 VINTAGE RACECAR VINTAGE RACECAR 27 lEGENDS sPeaK Belatedly Following painful memories for my mom, she wanted and my dad’s old Corvette friends it still So, my sister Vicki and I convinced my a fresh start. She bought a new home 30 wasn’t something she wanted to do on a mom that we should start attending these in Dad’s Footsteps miles east in Covina and we settled in regular basis. She remained under the events and representing my father, acting by Rich Macdonald there. With my father not around and no radar until maybe ’08-’09 when she as his voice basically and helping to bring races on the weekend calendar, we were no accepted an invitation to a couple of a bit of awareness to his accomplishments any might find longer immersed in a life of all things employee reunions. This and contributions. We’ve been so it unusual that racing, and I gravitated to more normal was right around the time my research into fortunate that the racing community has Mthe 58-year old sports like baseball, basketball and my dad’s career was in full swing, and I welcomed us back in with open arms and son of legendary racecar football. It’s not that I didn’t know who remember telling my mother I was blown made this an incredibly postive experience driver Dave MacDonald my father was and what he did and how he away at how many races he’d won, and for my mother. They see her and memories had never driven a race died, I did. I just for the most part became that he’d driven each of ’s of my father come rushing back, it’s really (Above) in the gt portion of the usRRc round at augusta, georgia, in 1964, Rich’s father dave car on a racetrack, but it’s true. a normal kid growing up a normal life. Cobras—the Cobra Roadster, King Cobra quite emotional at times. We’ve drove 2259 (#16), finishing a close 2 nd to cobra teammate (#15), who won. Going fast has always been in my It’s really only been the past 15 years or and Cobra Daytona Coupe to their first reconnected with many of my father’s old (Below) Macdonald credits a shelby american employee reunion, such as this one at the nHRa’s blood—as evidenced by countless speeding so, and with the advent of the internet, victories! And that he’d just started to run racing buddies along the way, and even Wally Parks Museum in Pomona, california, with bringing his mother back into a community she tickets—but it’s only in the past five years that I began researching my father’s racing NASCAR races and had impressed Ford to better is that we’ve created countless new had long avoided. that I’ve reentered the racing community career in earnest, and man, what a the point that factory member Bill Stroppe friendships that I believe will last forever, and become active at local events. spectacular career it was! An amazingly signed him to run 20 NASCAR races in one of which is Lynn Park, aka Mr. Cobra. I was only six when my father was gifted wheelman, he made significant the ’64 season, starting with a Top Ten Lynn invited us over to his house this killed in the 1964 Indianapolis 500, and contributions to the sport of motor racing finish as a rookie in the ’64 . past Thanksgiving to tour his amazing auto really have very few personal memories of and accomplished more in four years than All this while still running a full Cobra garage, and specifically his 1964 Shelby him. Most of what I know about him is many drivers did in their entire careers. schedule for Carroll. In only his fourth Cobra, CSX2259. My father raced 2259 from racing photos, news articles and Over the years, many people have year of racing he’d become an important back in 1964, taking a 2 nd -place finish in recollections retold from his longtime invited my mother to racing-related part of Ford’s racing program—a Ford works the USRRC race at Augusta. Just seeing friends. Not long after the crash my events, but she’s politely declined, feeling driver. He was flying all over the country and sitting in this historic multi-million- mother decided to move us away from the that she’d be overwhelmed with emotion racing different circuits and testing cars dollar machine was emotional, knowing sprawling MacDonald compound in El seeing my dad’s old racing buddies. Finally and for various factory efforts, and that my father’s DNA was still resonating Monte, California. It was the only home though, in the early ’90s, she agreed to then was also a part of Ford’s 1964 Indy inside. Then Lynn said to start it up … and my little sister (Vicki) and I had ever attend a few Corvette-related events, 500 program. He was awesome and his star “take your mother for a spin out on known—it even had a race track I’d including the “Corvette Thunder” book was on a meteoric rise and I felt we needed Angeles Crest Highway.” I laughed. He run my mini Corvette on. Just too many signing, and while she did enjoy seeing her to make people aware of all this. wasn’t kidding. It is a highlight of my life. Before heading home that day Lynn asked if I wanted to come out to Willow Springs Raceway, the next May and run 2259 on the track at the Cobra Club of Los Angeles’ annual Mother’s Day event. (Willow Springs is the site where my offers to take me out and give me the lay of learned from Randy and it didn’t take long father entered the first road race of his the track—cool. It took me only until the before I had a good feel for 2259 and the career—and won it in his ’57 Corvette!). I middle of Turn 2 before I realized I had track and began ramping my speed and looked at my amazingly understanding absolutely no idea of what to expect out going hard through turns. Those ten laps wife for approval for this Mother’s Day out here! Going thru this sweeping right- had me feeling super comfortable behind and she already had two thumbs up and hander Randy was on it the entire way the wheel of this Cobra, and I was anxious said, “Go for it!” around and I remember thinking there’s to get out there and let it rip. So even though I’d never driven a no way the tires should be gripping the Next session was solo and I was on it racecar on a racetrack I felt I had a road, that we’re going to break loose any hard right out of the pits and into One, out complete understanding of what it’d be moment, but we didn’t and Randy ran all of One and all the way to the approach of like, after all I’d taken my BMW out on the way through Two at a very high speed. Two my foot was to the floor, I love that Fontana racetrack during a Shelby It was freaking awesome! These 10 laps little section. I went through Two at least American reunion, and while it was not with an experienced wheelman like Randy twice as fast as I had in my mind during the anywhere near full speed, how different really opened my eyes to what flat-out drive out. I even let the rear end drift a could it be, right? really means. I found myself laughing at couple brief moments during the session So it’s Mother’s Day and I begin the times thinking how I thought I knew what just to let my dad know that I knew he was 1½-hour trek from Irvine to Willow to expect out here, HA! Coming in, I with me. I felt at peace out there, together Springs, picturing in my mind exactly how asked Randy if I should be running Lynn’s as one with the car, the road and my father, it would be blasting around the track at Cobra this hard and he looked at me and in a zone where not a single other thing in speed. I was a bit nervous, as this Shelby said, “Rich, 2259 is a racecar and Lynn has the world mattered. I was driving a Cobra Cobra is so valuable, but other than that I it set up to run hard, do it.” he’d raced on the very track where he’d felt l had everything else dialed in. I arrive My first time out was during the won his first race and I was loving every at Willow and good friend Randy passenger laps session, and I took one of damn second! One of the coolest days in driving the cobra his father once raced down the backside hill at Willow springs, Rich Macdonald relished following in his father’s footsteps. Richardson is there with his Boss 302 and Lynn’s friends with me. I applied lessons my life.

28 ViNtAGe RACeCAR ViNtAGe RACeCAR 29 ART HistoRY

“1975 IMSA BMW CSL” Coupe Sport Leicht (CSL) is a name synonymous with BMW racecars. Of all the BMW Frederic CSLs, none was as outrageous as the 1975 IMSA contender featured here. With an aerodynamic package developed at University, its large rear wing, front spoiler and contact info: wide, flared wheel arches earned it the nickname of “The Batmobile!” Finished off with a +44 (0) 1332 694538 dazzling factory colors paint scheme, it has to be counted among the most visually exciting [email protected] racecars ever made. It was also very successful, winning seven IMSA races outright in 1975. BMW raced several cars in 1975 with remarkable success, but lost IMSA’s Camel GT Medium: Print. Challenge trophy by only a few points to Brumos Racing’s Porsche RSR. However, the season helped establish the BMW as competitive, and the CSL was improved even further for the www.historiccarart.net following season. From 1975 onward, BMW’s Batmobiles won five consecutive European championships. This artwork by Frederic Dams is available as a limited edition print for £35 from www.historiccarart.net .

30 ViNtAGe RACeCAR ViNtAGe RACeCAR 31 RACECAR PRoFiLe Sim ply the BeSt 1989 BmW m3 e30 by Mike Jiggle e l g g i J

y r a K

32 ViNtAGe RACeCAR ViNtAGe RACeCAR 33 ay back in 1973 the actor Orson Wells, chosen business. Paradoxically, just 15 years earlier, BMW nearly sold out for his deep and imposing voice, appeared on to rivals Daimler Benz, however, political intervention by commercial television as the then public face shareholders, trade unions and, not least, the workers negated of the Danish brewing company Carlsberg. He that notion. Listening to their arguments and against all financial Wwas the first person to utter to the masses the advice, industrialist increased his stake in BMW slogan, “Carlsberg, probably the best lager in the world.” This to almost 50 percent and eventually purchased the company. catchphrase, spoken with great authority, has gone down in history History demonstrates Quandt’s financial gamble truly paid off. In as one of the greatest marketing slogans, ever. Just mentioning the motorsport terms, BMW had previous successes, especially with word “probably” can subliminally suggest a refreshing glass of the 328 that took more than 100 class wins in 1937 and 1938 at Carlsberg lager. Indeed, although the slogan has now recently been international races such as the Mille Miglia, RAC Tourist Trophy replaced, the word “probably” appeared in the Carlsberg company and Le Mans. I’ll not go too far into the motorsport annals of the font and graphics at the EURO 2016 European Football (Soccer) marque, but suffice to say that celebrated adage “win on Sunday, Championships in France as an advertising logo. Along with sell on Monday” that still holds true today, shows the marketing cigarette branding, alcohol brand names are banned in certain power of a successful motorsport campaign, so here we’ll limit our European countries, but the global audience would need no other BMW motorsport history to the M3 itself. clue as to whom, or what, was being advertised. Concept design work on the M3 roadcar started around 1981 What has this got to do with the BMW M3 you may ask? with the first road models announced at the 1982 Motor Well, there’s no “probably” about the BMW M3 E30 Show. Volume production, starting in 1985, would be under the touring cars—as many drivers of the day will confirm. In the guidance of Thomas Ammerschläger, a racer of the famous rotary- words of Chapman and Knight, and rung out in Tina Turner’s powered NSU RO80 who’d formerly worked on the powerful dulcet tones, they were “Simply the Best.” Globally too, Ford Capris and the . The then touring car the “M3” logo had that same subliminal suggestion as Carlsberg’s regulations set out by the FIA came under the heading of Group word “probably,” the mere presence of an M3 wrought fear in the A, this in turn meant that 5,000 roadcar models per annum were e l g g i J

mind of rival competitors, it was the benchmark of mechanical required for homologation purposes. Not for the first time, there y r a excellence, the car to have and the car to beat. Such success on was a gamble in BMW’s attitude toward this. Simply, the road cars K the track easily transferred to sales of road cars, the ultimate “holy would bear such close resemblance to the racecar that even (Opposite) Being relatively small, with tight suspension and steering, the grail” of motor manufacturers. Ammerschläger had to concede, “It was an act to get the company e30 M3 allows the driver the ability to take certain “liberties” that might Yes, at around the same time that Saatchi and Saatchi were to build 5,000 cars without knowing if anybody would buy them.” catch other drivers out at a place like Brands Hatch (pictured). (Above) brainstorming on the new Carlsberg slogan, the folks at Bavarian Thankfully, he had only to convince BMW’s CEO, Eberhard von Homologated wing and fender flares are the same as could be found on Motor Works were working on the revival and re-establishment of Kuenheim, who’d been with the company since the early 1970s, any one of the 5,000 roadgoing e30 M3s produced. (Right) tightly their motorsport division to manage future racing exploits. This that the plan would work. In today’s world, there would be an wound 2.3-liter, doHc, four-cylinder yielded 300-bhp at 8,000 rpm. would be run as an inclusive subsidiary of the main BMW GmbH army of individuals and boards who’d need assurances, which (Below, Right) stripped out cockpit is dominated by a Matter-built rollcage made up of 28 meters of tubing, which greatly stiffens the M3’s chassis by more than 300 percent.

would have possibly scuppered the idea from the outset. This is not a phenomenon particular to BMW, but all manufacturers. On reflection there was no need to worry, the cars sold almost as fast as they could be made. e l g g i J

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M3 E30 and Racing Entrants K As mentioned, the M3 E30 roadcar was made with competition in mind. While other manufacturers would simply rush out 5,000 models of a car to comply with homologation obligations, never worrying if they sold or were stored at some distant redundant airfield, the cost would be part of the motorsport program. BMW was actually making money from its homologation program, and far exceeding production requirements. The roadcar was a huge hit with customers and had tremendous driver appeal. Most of the rudimentary test and development work with the M3 E30 had been done over a significant period with the roadcar. So, although refinements were required before the car hit the track at the beginning of the 1987 season, they were already at a somewhat advanced stage with the overall racecar. At first, 330 competition cars were built, split between Group A (270 vehicles) and , or “Showroom Class” (60 vehicles). In keeping with BMW tradition, the competition cars were closely m e a l h g x

related to the roadcars. Many months of testing had taken place g i o l J

B

y f r f

ensuring the E30 was a car fit for purpose on both road and track. a e K J

34 ViNtAGe RACeCAR ViNtAGe RACeCAR 35 “Charly” Lamm (Herbert’s half-brother) could believe the Team Bigazzi : San Gimignano, a small medieval hill town astonishing success of the M3 E30, especially in the wake of the 635 situated in the north central Italian province of Tuscany, is the Coupe. Although they both referred to the M3 E30 as “our little unlikely home of the Bigazzi Team, established in 1978 by self- twerp of a car,” it was on the brink of becoming one of the most taught mechanic and driver Aldo Bigazzi. He previously raced successful touring cars of all times. “500” cars and began preparing them for others. The team ran in Linder Racing : Five years before the M3 E30 took to the the Alfasud Trophy, a one-make racing series for 1,286-cc engine track, Ludwig “Luggi” Linder founded a race preparation team to Alfasuds fitted with an kit. While the inaugural series build race-ready BMW touring cars—without any backing from was held in Italy, soon , France and Germany followed with the factory. Competing in the first running of the German their versions. To give it its full title, the “Trofeo Europa Alfasud” Production Car Championship, later to become the German was set up, in which the best drivers from each country competed. Touring Car Championship, the team found fame with driver One of the best known participants is former Grand Prix driver Winfried Vogt who was a regular podium finisher in a BMW323i. and F1 BMW Motorsport boss . Gabrielle Rafanelli In 1987, the team entered Vogt, along with , Dieter who’d previously raced a Abarth in the Bahamas in the early Quester and in the ETCC with Vogt taking the 1960s, was also a major player in the Bigazzi team by the time it spoils. Finally, in 1988, the team was recognized by BMW, entered to race BMW M3 E30 cars in the 1987 Italian Touring Car becoming an “official” BMW entrant in the DTM under the Championship. Like many other teams, their attitude to racing banner BMW M Team Linder. The team folded in 1997, was to have the best cars and equipment, but in true Italian style following BMW’s withdrawal from the DTM in the mid-1990s they wanted to have fun too. and a subsequent lack of success with Honda Accords. Zakspeed : Erich Zakowski, a Prussian master mechanic, M3 E30 settled in Niederzissen, Germany, and in the early 1970s became Fully sanctioned and organized by the FIA, the opening round celebrated for successfully tuning, in the main, Ford cars for Klaus of the inaugural World Touring Car Championship was held at Ludwig, Manfred Winklehock and . The team also Monza. While this editorial piece extolls the virtues and racing competed in Formula One racing in the 1980s with drivers such success of the BMW E30, this has to be a somewhat dark day for as , and . In BMW and a dichotomy to the success the cars and teams would e v i 1990, however, Zakspeed entered and Annette subsequently have. Titled the “Monza 500” the race was a 500- h c r A Meeuviseen to drive the M3 E30 for a “one off” season. kilometer event held under Group A regulations. Cars were p u o r Unfortunately, the relationship with BMW lasted just one season, divided into three classes purely on engine capacity, Class 1 (up G

W

M running two drivers more for publicity purposes than on-track to 1600-cc), Class 2 (from 1601-cc to 2500-cc) and lastly Class 3 B Perhaps the most recognizable of the BMW entrants was the schnitzer team, which won many championships for the marque with the M3 e30. success. The Zakspeed were relatively “inferior” cars (over 2500-cc). Eight BMW M3 E30s were all entered by their compared to the more favored teams. respective teams, plus one private entry, all in Class 2, and formed Having said that, obviously there were tangible differences on the was another “extra” with later racing evolutions, but not on the competition Group A cars, primarily the lack of interior trim—a original cars. weight-saving exercise that with other modifications saved some Earlier, I mentioned some of BMW’s competing entrants— 240 kilograms of weight. With each vehicle supplied there was a kit Schnitzer, Linder Racing, Zakspeed and Bigazzi. Let’s take a brief that was built up by the various competing entrants, including look at how each of these fit into the M3 story. Schnitzer, Team Lindner, Zakspeed and, in Italy, the Bigazzi team. Schnitzer : I suppose it is the most recognizable from the list. Understandably, the racing M3s were notably stronger than the Founded in 1963, and eponymously named after brothers Josef roadcar counterpart and reinforcement of the body shell together and Herbert, first success for the team came in 1966 when Josef with the Swiss manufactured “Matter” rollcage—an accessory that won the German Touring Car Championship in a BMW 2000ti. amounted to some 28 meters of lightweight steel—increased the Further titles soon followed including 1968-1972 European Hill- torsional rigidity by some 300 percent. Lowering the car by 1.57- climb Championships and the 1975 F2 Championship with inches had two benefits, first, aerodynamically it was able to penetrate Jacques Lafitte. Tragedy struck, in 1978, when Josef was tragically the air more effectively and secondly, it lowered the center of gravity killed in a road accident while travelling to Zolder, but despite to aid balance. Extending the a tad, just 0.14-inches, is an this unfortunate loss Harald Ertl gave the team further victory by example of how BMW made major gains from minute tweaks. winning the German Racing Championship in a BMW 320 Like many competition cars before, the heart and soul of this turbo. A wealth of other titles with BMW competition machinery BMW lay in the power plant, naturally a derivative of the road car continued through to the start of the 1987 season. engine. Again, a competitive edge was required for the standard The first of the M3 E30 titles came when won four-cylinder, 16-valve, DOHC unit, which was marginally the inaugural World Touring Car Championship (WTCC) in 1987 increased by some 30-cc over the showroom edition and for Schnitzer. He and the M3 E30 also gave the team further augmented by some clever electronic management systems championship victories in the 1988 European Touring Car developed by BMW and Bosch, increasing power output by as Championship (ETCC), the 1989 Deutsche Tourenwagen much as 50 percent, yielding 300-bhp at 8,000 revs. This power Meisterschaft (DTM) and the 1990 and 1991 Italian Touring Car e

was transferred to the road by a 5-speed, dogleg-first, H-gate, Championships (ITCC). , also in an M3 E30, won v i h c r close-ratio Getrag gearbox, which resulted in a 0 to 62 mph time the ITCC for Schnitzer in 1989. From those founding years, A

p u o of 4.6 seconds. Later racing evolutions of the E30 would have an Schnitzer has become synonymous with, and later the stalwart r G

increased engine size of 2,500-cc using a 6-speed Getrag box with racing arm of, BMW, not only in Germany and Europe, but W M B an innovative sequential-shift system from 1991 onward. ABS worldwide too. Neither, Herbert Schnitzer nor team manager in their debut outing at the March 1987 World touring car championship at Monza, the BMWs dominated the race only to be disqualified.

36 ViNtAGe RACeCAR ViNtAGe RACeCAR 37 a significant part of the grid. Opposition came from all corners of BMW M Sport/Warsteiner livery. Soper only drove this car at the the world including Alfa 75s, Sierra , Mercedes 190s, BMW M3 E30 Roll of Honor AvD/HMSC-Flugplatzrennen Mainz-Finthen round in May 1990, Commodores and Maserati Biturbos. It was a real “blue Year Driver Championship but he did stay with the team for a further three seasons. In the race ribbon” event, with many of the drivers coming from the top 1987 Winni Vogt European Champion at Mainz-Finthen, Soper had a poor qualifying (31 st ) but managed echelon of the sport, Formula One. For the enthusiast and 1987 Roberto Ravaglia WTCC Champion to finish 4 th in Race 1 and 2 nd in Race 2, as Johnny Cecotto took spectator it was a race to witness in person. With the exception of 1987 Eric van der Poele German Circuit Champion both victories for the Schnitzer team BMW M3. This was the last the private entrant, all eight other BMW M3 E30 cars were 1988 Roberto Ravaglia European Champion recorded “period race” in which our car competed. running factory kits, including lightweight Kevlar body panels. 1988 British Touring Car Champion From there the car has remained in private hands, firstly in At the checkered flag, BMWs took the first six places, a 1988 Jean-Pierre Malcher French Champion Italy where it was entered in a number of hillclimb events at seventh BMW finished 8 th and one retired. This was not to be a 1988 Patrick Snijers/Colebunders Belgian Rally Champions various venues. Unfortunately, this subsequent history is not glory day for the -based manufacturer, however, as the 1988 Francis Dosieres European Production Car Champion known. Some years later, the car moved from Italy to another first seven BMWs were disqualified following post-race 1989 Francois Chatriot/Michel Perin French Rally Champions owner in the UK. Ultimately, since 2009 it has been the pride and 1989 /Alain Lopes Belgian Rally Champions inspection. They were all 80 kilograms under the legal race joy of its present custodian, Mark Smith, and maintained by gianni Morbidelli won the ’89 italian circuit crown with the Bigazzi M3 e30. limit. The race was therefore handed to and John 1989 Josep Bassas/A. Rodriguez Spanish Rally Champions Amspeed of Brackley, Buckinghamshire. Soper actually assisted Harves in the Moffat Racing Holden Commodore, who’d 1989 John Bosch Dutch Rally Champion Mark Smith source the car and shared the driving at the 2010 and the other, “Pres Olio” and “Temp Olio” show oil pressure and appealed the BMWs to the organizers. The only BMW included 1989 Silvan Lulik Yugoslavian Group N Rally Champion 2011 Goodwood Festival of Speed events. Smith now regularly temperature. Mirrored on the right, two more dials, “P Benzina” in the result was privately entered by József Cserkuti, who was 1989 Roberto Ravaglia German Touring Car Champion competes with some success in the Historic Car and “Temp Aqua” indicating fuel pressure and water temperature. well known in his native Hungary and other European countries 1989 Johnny Cecotto Italian Circuit Champion Championship in the UK. As we prepare to move off from the pit garage to the pit lane, the for his racing and hillclimb exploits aboard self-prepared Group 1989 Jean-Pierre Malcher French Circuit Champion If there was a downside to owning a former M3 E30, Smith steering feels quite heavy, no power assistance here. Increased 5 and Group A BMWs. 1989 Finnish Champion says, “It’s the spare parts, they’re very difficult to source. Buying a forward motion yields a lighter feel as we make our way along the As for the WTCC, the following race that was due to be held 1989 Peggen Andersson Swedish Circuit Champion second or even a third vehicle for ‘spares’ is something to consider pit road and prepare to join the track. On fresh, cold rubber, it’s in Australia was cancelled due to the acrimony caused by the 1990 Roberto Ravaglia German Touring Car Champion seriously. Fortunately the era of the E30, in my opinion, is a ‘sweet- necessarily a gradual build-up of speed allowing optimum tire disqualifications. Indeed, this inaugural season turned out to be a 1990 Francois Chatriot French Rally Champions spot’ and I’m not sure too many people appreciate it. Later cars are temperatures and pressures to be reached. After the first careful rancorous and bitter championship with the overall winner— 1990 Jean-Pierre Malcher French Touring Car Champion far more complex, and you’d need an army of technicians and lap we can start to feel grip, steering increases, gear changes Roberto Ravaglia in a BMW M3 E30—not being confirmed until 1990 Jean Martin Belgian Circuit Champion computer specialists just to get the things started.” become smoother and brakes are warmed too. Yes, this initial mid-1988 following much legal wrangling. As a result, the 1990 Cor Euser Dutch Circuit Champion running gives opportunity for driver and vehicle to get acquainted WTCC was canned, and there was a hiatus of some six years 1990 Hanseli Ulrich Swiss Group N Champion Driving BMW M3 E30 with each other and the circuit. On this dry, spring day the before the event returned to the racing calendar. 1990 Heikki Salmenautio Finnish Circuit Champion Our venue for profiling our M3 E30 was Brands Hatch, an weather conditions do not come into contention, we have good 1990 Silvan Lulik Yugoslavian Rally Champion aptly chosen location. Almost 60 years ago, it hosted the visibility and a dry track. M3 E30 Competition Legacy 1990 Xavier Riera Spanish Hill-climb Champion showdown between and Tommy Sopwith to decide the As we end our second lap we’re ready to “go for it.” Through Despite this complete disaster, the car took many 1991 British Touring Car Champion inaugural British Saloon Car Championship. Sears won the two, Clark Curve we increase our speed in fifth gear, pulling well over championships in subsequent races and racing seasons in various 1991 Roberto Ravaglia Italian Circuit Champion five-lap, “shootout” races on aggregate, and in the process became 8,000 revs as we cross the start/finish line. The engine is on full song competition guises, everything from circuit racing, to and Britain’s first Saloon Car Champion. and echoes around the empty grandstands as we drive by. Scrubbing even hillclimbs, all disciplines provided a series champion as well M3 E30 Chassis 113 11190 Prior to arriving at the circuit, the guys at Amspeed spent two off speed and changing down to fourth, we hit the blind apex of the as an event winner. This was “manna from heaven” for the BMW Our profile car began life in 1989 and was first driven in the days fully preparing the car, including a full clean from the last right-hand Paddock Bend. The back end is a little twitchy on exit, PR team and helped to drive production car sales, especially as final year of the Campionato Italiano Velocità Turismo (CIVT), outing, a thorough spanner check, attending to any remedial but full control is gained as we nibble the left-hand rumble strip and the car had very stiff opposition from the Mercedes 190 and Ford’s prior to it becoming the Campionato Italiano Superturismo the work, wheel alignment check and, lastly, a full fluid top-up and head downhill and immediately up Hailwood Hill, toward the 180- Sierra —these were no “walkover races,” but hard following season. It was prepared and entered by the Bigazzi team leak check. The gearbox is usually stripped after three or four degree, right-handed Druids hairpin. At this point, the car is fought battles. to Group A regulations. Each round of the CIVT was a two-day outings, unless attention is required prior to that, and the engine pointing directly at the apex and we’re in second as we arrive. In event comprised of practice, qualifying and two racing heats. This will last a full season, some 40-50 hours, before needing a rebuild. racing conditions, especially on the first lap, there can be a long ten-round championship held on the major Italian circuits owed At the circuit, therefore, with all prep work complete, it is just a queue here, so in that situation an outside line may be preferable as much of its success to the demise of the ETCC. Bigazzi entered case of warming the engine and systems to running temperature you can pick up a couple of places here—if you’re very smart! cars in the top A1 and A2 classes, as well as the other four Group and, while on air jacks, running it through the gears. With a Exiting the hairpin, it’s downhill through a shallow left and A classes and six Group N classes. The rules allowed all of them reasonably cool ambient temperature a small amount of approaching Graham Hill Bend. Lots of right foot here, up to third to compete for the overall title. A complex system allowed drivers “blanking” is required as there’s no thermostat fitted to the car, gear and holding for the 90-degree left turn—at this stage some to change classes during the season. For 1989, Cecotto, having and it’s critical the car runs around 90°C. Brake ducts are also would chose to go up to fourth and back to third for the bend, but started the season in a Schnitzer A1 BMW M3, switched to A2 checked as they can run hot too. in the E30 holding third is the best approach, as it keeps the revs up. and secured the title. Bigazzi ran its cars in the red, yellow and Approaching the readied car, there’s a feeling of being in the At this point too, braking is an issue, a sensitive touch is crucial as white “Monte Shell” livery. During the 1989 season, chassis 113 presence of a legend. The engine, on tick-over, provides the it’s very easy to lose it, or flat-spot the tires if you brake too hard. It 11190 was campaigned by , Markus Oestreich, heartbeat, and the general vibe around the car has all senses on has to be remembered the car is without ABS, there’s no computer Gianni Morbidelli, Antonio Tamburini and . full alert as we take our seat. Left-hand drive provokes a certain to rectify mistakes, so the driver has full control. The 90-degree At the end of the season, the Bigazzi team used the car for apprehension, as the corners are predominately right-handers on Graham Hill Bend is a launching point for the Cooper Straight. The testing and development purposes. British driver , the 2.43-mile GP layout. The seating position is very low and E30 responds well here, good balance, plenty of feel through the who’d raced for BMW in the DTM under the Zakspeed banner for your sightline isn’t too much above the hood. With full racing braking system—your senses are fully aware of the cars demeanor e

v 1989, convinced BMW Motorsport’s Karl-Heinz Kalbfell to bring harness clicked into place we’re now part of the car. On the small and attitude as it gives phenomenal feedback. Exiting the corner we i h c r

A the Bigazzi team into the DTM. At that time, Gabriele Rafanelli blue-backed dash, there are the basic, but purposeful gauges. The can now take fourth and get hard on it, keeping near to the right-

p u o

r and Aldo Bigazzi were at the helm. Chassis 113 11190 was prepared Italian origins are still very apparent through the top aperture of hand white circuit boundary line for as long as possible as we set the G

W for DTM competition, including an engine upgrade to a 2.5-liter, the MOMO steering wheel. The centrally located rev counter is car up for Surtees. Surtees is a moderate speed, left-hander, rising on M B Winni Vogt won the 1987 etcc, the first title for the BMW M3 e30. S14 unit ( 9000 rpm/340-bhp). It was also presented in its current redlined at 8,500 rpm. To the left are two smaller dials, one above exit, which needs exact road positioning. It’s then down two gears

38 ViNtAGe RACeCAR ViNtAGe RACeCAR 39 e l g g i J

y r a K e v i h c r A

p u o r G

W M B (Above & Bottom) steve soper and “our” Bigazzi-entered M3, during the 1990 Mainz-Finthen round of the dtM. to second through the corner and accelerate again. We’re now /962. The BMW M3 E30 was just one of those cars, driving uphill as we exit and changing up to fifth. The trees are from the roll of honor its success is clearly appreciated. In period, becoming more noticeable along the long undulating straight now it transformed the careers of drivers like Soper, Winklehock, that we’re entering the “countryside” part of the circuit. Another Cecotto and Ravaglia. It also made for some great racing and race e e l l g g g g i downhill section at Pilgrims Drop is immediately followed by a series—especially the DTM. Naturally, success on the track i J J

y y r r a further elevation as we approach the right corner at Hawthorns. transferred and translated to extremely great sales figures—the a K K Take it too fast and you can find yourself in the barrier here, but the whole point of car manufacturers taking part. Indeed, there were long curve is good for fourth gear. Westfield follows quite quickly, a special Cecotto and Ravaglia models of the car built. BMW’s double- apex, taken in third. Again it’s a fast right corner leading philosophy was to build a roadcar as near to a racecar as possible into Dingle Dell, at this point we’re in fourth and there’s a feeling of for homologation purposes. The German government must take a being airborne—the only time during the course of the lap we’re little credit here too, as its regulations precluded BMW from just feeling slightly out of control. It can unnerve some, but the throwing together 5,000 vehicles and “dumping” them on the sensation is soon over and we’re back getting on with the job and public, or hiding them away just to conform to racing e e e l l l g g negotiating Sheene Curve, a blind right-hander that you reach very regulations—like some other manufacturers. The M3 E30 had to g g g g i i i J J J

y y y r r fast, hitting the rumble strip on the drive through. Moving over to be a “proper” car. It was a gamble for the Munich manufacturer, r a a a K K the right as we exit Sheene Curve, we brake hard for Stirlings, a but one that paid off and has stood the test of time. K banked 90-degree left taken in third. Exiting Stirlings we’re nearing I’ll leave the last word to former double BTCC champion and the end of the lap and accelerating through fourth and fifth prior to current Subaru driver in the championship, , SPECiFiCATioNS RESoURCES / ACkNoWlEDGEmENTS Clearways and Clark Curve. There it’s down a gear to fourth and a who had a “one-off” outing in the car at the 2016 Donington Wheelbase 2565.5 mm Bibliography good exit is essential as it takes you past the start/finish line and can Historic Festival. Taking the victory spoils, Turkington enthused Track Front: 1412-mm, Rear: 1433-mm BMW M3—The Complete Story by James Taylor affect your approach to Paddock Bend if you get it wrong. To view in- after the race: “I was blown away by the speed of the car and by Length 4346 mm BMW M3—The Complete History of these Ultimate Driving car video from the Bigazzi M3 go to the digital version of this story at how beautifully it handled.” Yes, despite serious on-track Width 1680 mm Machines by Graham Robson vintageracecar.com/simply-the-best/ challenges from the three-pointed star and the blue oval, BMW’s Height 1330 mm Unbeatable BMW by James Taylor Summing up, the E30 has held the track well, the whole car M3 E30 won through to become “Simply the Best!” Weight 960 kg seems to talk to you through the brakes, suspension and steering, Publications giving a feeling of confidence. The car is relatively small and at Steering 17.0:1 steering rack Autosport times you can take liberties with it, safe in the knowledge that Suspension Front: Bilstein aluminum tube, Rear: Reinforced semi Motor Sport control, or normal service, is resumed almost immediately. With trailing arm with pivot-bearing mounting points no ABS or power steering, it’s a physical lap and I’m sure racing Engine 2332-cc BMW 4-cylinder DOHC/16valve / upgraded Thanks these cars in period left drivers knowing they’d had a good to 2500-cc in 1990 Vintage Racecar would like to express sincere thanks to; “workout,” but equally a good sense of achievement. Gearbox Getrag 5-speed Mark Smith, owner of the 1989 Bigazzi BMW M3 E30 Brakes Front: Brembo / AP 332 x 32-mm vented discs with Arran Moulton-Smith and his team at Amspeed at Brackley for Conclusion 4-piston calipers, Rear: Brembo / AP 280 x 20.7-mm all help and support given e v

There are times and eras in our sport when a driver, or car rises i vented discs with 4-piston calipers Ruth Standfuss of the BMW Group Archive h c r A like cream to the top of the milk. For example, Fangio, Clark, Wheels BBS 9 x 17, 3-piece alloy with magnesium center Chris Willows, VR colleague, formerly of BMW GB p u o Senna, Schumacher, et al. in the driver lineup, and cars like the r G Tires /Yokohama 245/610 W

Alfetta 158/159, Mercedes W196, D-Type Jaguar, Ford GT40, M B

40 ViNtAGe RACeCAR ViNtAGe RACeCAR 41 MW has long followed a policy of racing cars and engines derived from production vehicles. Until BMW entered Formula One with Williams using its V10 unit in 2000, every single engine raced by BMW had been derived from a production unit. As the company celebrates its centenary, it seems appropriate to examine its competitive heartland—touring cars.

Following pre-war glory with its iconic 328, the 1940s and 1950s brought BMW to its knees. While the 328’s six-pot engine formed the basis of many a German racing car, including AFM and , the factory itself was struggling to survive the war’s devastation. In fact, its first post-war car, the Baroque Angel 501, did not arrive until 1951. Motor racing took a back seat in favor of corporate survival. There were some efforts to race and rally the 501, and its 502 V8 sibling, and even the 507 was modified in- house for star to challenge for hillclimb success. Heavens, one enthusiast even placed his trust in the diminutive Isetta for the 1956 Mille Miglia, but none of this could seriously be considered a factory sporting engagement. The BMW 700 changed all that. The Michelotti-inspired 700 Saloon was a roadcar that enthused a more prosperous German middle class to buy BMW again. Using a modified four- stroke, twin motorcycle engine, it was light, fuel-efficient and peppy. The 1960 introduction of a Sport Coupé model proved ideal for racing. European motor sport in the 1950s and early 1960s was a fairly parochial affair. German grids were filled with BMW 700s, NSUs and DKWs, while the Mini was the affordable racer of choice in Britain. Italy raced hordes of Fiat 500 Abarths, and in France it was cars from Renault that held sway—especially -tuned cars. Rarely did they meet in international competition, so the 700 dominated its class in Germany and provided a valuable training ground for youngbloods including Walter Schneider, Jacky Ickx, and even founder Burkard Bovensiepen, who all cut their teeth on “Germany’s Mini Cooper.” The establishment of a European Touring Car Championship in 1963 changed all that. Touring car sport grew ever more intra- national with a set of classes that allowed larger and smaller cars to compete on the same stage. The scene was set for the era of homologation specials, which changed “run what you brung” forever. New manufacturer-focused contests featured a Mini Cooper, a and an Alfa GTA. engineer. After the war, there was no BMW to which he could Although Peter Nöcker’s evergreen Jaguar 3.8 won the first return, so he started his own bespoke racing business building ETCC, it was a Mini Cooper S in 1964, while Ford took two class AFM specials using 328 mechanicals as a base. When this wins in 1965 with both Mustang (Ickx) and Lotus Cortina (Sir business could no longer sustain him, von Falkenhausen rejoined John Whitmore), with a Fiat Abarth 1000 TC scooping the small BMW as Chief Engineer and developed the 507, 700 and the class. While the ETCC was fast becoming one of the most M10 four-cylinder engine that powered the 1500. It was this man compelling forms of racing, BMW had been developing its who steered the recovering BMW back into competition. “Neuer Klasse” 1500. With a 1500-cc ohc engine it offered room In 1957, Falkenhausen recruited straight from for development, and in 1800 Ti/SA form (BMW’s first university. Rosche showed a particular talent for camshaft homologation special) it won the 1965 with Pascal profiling and his work under Falkenhausen’s leadership was the Ickx (Jacky’s father) and Hubert Hahne at the helm. The larger- key to many successes to come for BMW. The 1500-cc M10 engine 2000 TISA finally added BMW’s name to the ETCC engine grew to two liters and was installed in 1967’s two-door Trophy in 1966, again with Hahne at the wheel, and scored the 2002, which produced a lighter and more wieldy racing car. The Story by Chris Willows second of many Spa 24 Hours spoils to come. new touring car formula for 1968 encouraged large Photography by Chris Willows Collection Driving the revolution at BMW was Baron Alexander von American cars such as the Mustang, as well as Porsche 911s and, Falkenhausen. He joined BMW in 1934 as both a trials rider and in the UK, FVA Formula Two-engined Alan Mann Escorts.

42 ViNtAGe RACeCAR ViNtAGe RACeCAR 43 Despite keen competition from Alfa and Ford, Austrian Dieter Quester took the Division 3 honors in the ETCC. Quester is a driver whose career was entwined with BMW for more than 40 years. In the late 1960s, Quester’s star was in the ascendancy, and for 1969 Rosche came up with the first European turbocharged competition car, the 2002 TIK, in order to match the speed of the Porsche opposition. Despite some unreliability, these near-300-hp cars won several races and Quester, using both blown and unblown 2002s, won four rounds and the title. The 2002 would go on to take many victories in private 1 hands, but the BMW Board had decreed a withdrawal from motor sport following the death of at the Nürburgring in a Formula Two BMW. As so often happens in large organizations, 2 however, development continued unabated under the aegis of von Falkenhausen and Rosche with a small group of engineers known as “underground racing.” Secretly, they ran an F2 March for Quester in 1971 with a home-built 1600-cc engine, the Austrian finishing 3 rd in the series behind Ronnie Peterson and . With Quester out of play on the touring car scene and no BMW works cars, it was left to tuners Alpina, Schnitzer and Koepchen to uphold Bavarian honor in 1970. A new six-cylinder 2800 CS joined the older 2002 and 1600- 2 BMW portfolio of touring cars. They faced a well-developed Alfa Romeo GTAm and a Ford Capri 2300 with star drivers and . The 2800 CS was heavy, but steadily improved through the year, winning two rounds including the prestigious Spa 24 Hours. The Fords were underpowered and unreliable, but the Alfas were both fast and consistent, winning the most races and earning Dutchman Toine 3 4 5 Hezemans the crown. However, BMW won the overall Manufacturers title with the 02 series cars. 6 For 1971, got it right. The Ford team was run by ex- driver , who brought a new level of professionalism to touring car sport. He also engaged top F1 drivers, including World Champions Graham Hill and John Surtees at Paul Ricard, at a stroke raising both the commitment and cost in this burgeoning corner of the sport. Ford’s champion was Dieter Glemser, outclassing BMW’s 2800 CS despite adding a young Niki Lauda to the driving talent. Ford maintained its domination in 1972, losing but one round of the ETCC to BMW with its aging 2800 CS. Star drivers Jackie Stewart and François 1). Here’s then Fia boss Prince von Metternich stretching the Cevert hammered home its dominance at the big money Paul legs of his BMW 700 on the circuit during Ricard round. the 1961 Monte carlo Rally. BMW learned its lesson. Ford had been one jump ahead of its Munich rival, and it boasted management that knew the value of 2). BMW stalwart Hubert Hähne, driving the wheels off his motor sport—the company had, after all, funded the most BMW 1800ti in 1964. successful F1 engine of all time. New management at BMW, including Chairman and , 3). Baron alexander von Falkenhausen guided BMW’s early recognized the need to add professional organization to its motor competition efforts from his position as chief engineeer. sport engineering prowess and lured Neerpasch to the company. Neerpasch set about homologating the right parts and, most 4). dieter Quester was a four-decade fixture in BMW importantly, establishing a separate company within BMW to competition programs. manage racing activities with greater independence. BMW Motorsport was born. 5). the four-door 2000 tisa, with Josef schnitzer at the wheel. When the entourage arrived at Monza for the opening round of the 1973 ETCC it was clear that Ford had serious competition. 6). a 2002 driver locks up his inside front wheel into the first Shaving 150 kilos off its predecessor’s weight and now powered by turn while leading the field away from the start at the a larger 3.3-liter engine pushing out some 340-bhp, the newly nürburgring in 1970.

44 ViNtAGe RACeCAR ViNtAGe RACeCAR 45 homologated BMW 3.0 CSL was a very different animal to the 2800CS before it. The change was highlighted by a striking new works livery of white with three, banded stripes of blue, purple and red delineating the body’s outline. Neerpasch had brought his personal flair to the driving squad too. Alongside familiar BMW faces Stuck and Quester, the works team fielded Chris Amon and , while Alpina employed Lauda and Brian Muir, with and behind the wheel of Schnitzer’s cars. Ford hadn’t stood still in the off-season and arrived in Italy 1 with more power and new bodywork. With driving talent that included Mass, Glemser, John Fitzpatrick and , Cologne also called on F1 stars such as Jody Scheckter, Jackie 2 Stewart and —they would provide stern opposition. BMW, too, hauled in more big guns for selected events with Jacky Ickx, and Derek Bell each playing a role. One can only imagine the budgets deployed to get the best of the Formula One bunch on track for a touring car race! Despite BMW’s best efforts as a works team, it could not have won the manufacturers title without the sterling work of the Alpina team. BMW won the first race with the orange Alpina CSL driven by Muir and Lauda, but lost the next two due to poor reliability and the pace of the V6 Capris. For the fourth round at the Nürburgring, BMW homologated a new crankshaft and the now famous “Batmobile” aero kit for the second half of the year. The new 3.5-liter, 380-bhp car knocked ten whole seconds off its 4 early season pace on the 14-mile circuit. After that, nothing other than a CSL won a 1973 race, which delivered Hezemans his second ETCC title. Not satisfied with this, the works CSLs won 5 their class at the 24 Hours of Le Mans and the Spa 1000 3 Kilometers while the new BMW 2-liter Formula Two engine dominated the European Championship in a March chassis driven by Jean-Pierre Jarier. It was a true purple patch for Neerpasch’s new company, and the start of a golden age for BMW Motorsport. However, enjoyed a short-lived pinnacle in 1973. The oil crisis inspired by the Arab-Israeli war caused car manufacturers to retrench in the face of potential economic downturn and motor sport budgets were among the first to be cut. Despite this, 1974 brought new developments in the BMW vs. Ford battle. Both featured 24-valve engines in selected 1974 races but neither manufacturer attended all events. BMW won at Monza and (where Stuck and Jacky Ickx shared the Peltier shared both the car and the driver’s title with midnight blue works car) while Ford took the last three races, and Sigi Müller Sr., while BMW scooped the manufacturers the most prized round at the Nürburgring, which was won by a title with a straight line of 20 point finishes. Zakspeed Escort in the smaller class. The potent Capri RS3100 The CSL Batmobile went from state of the art took the last two races ahead of private BMW competition only. touring car to “vintage hotshot,” winning the ETCC The high spot for BMW was the Grosser Preis der Tournwagen at four more times until its homologation expired in 1980. the Nürburgring in July. The last hurrah for BMW’s mighty 24- Under new, stricter rules less extreme BMWs valve, 420-bhp CSL found Ronnie Peterson partnering Stuck and hit the circuits in 1976, most notably with less Jacky Ickx sharing with Derek Bell (a portent of things to come extravagant wheel arches, no short run, four-valve heads at Porsche). Neither car finished, but Stuck demolished the and narrower wheels. touring car lap record with 8 minutes, 10.9 seconds, good enough Of the 45 ETCC races over the next four years, 44 for pole ahead of in the 1966 Grand Prix and in 2 nd were won by a 3.0 CSL and the other by a BMW 530i. 1). eventual victor dieter Quester’s schnitzer BMW 2800cs leads the dieter glemser/ capri Rs2600s into the hairpin at Zandvoort place behind Clark at the 1967 GP, albeit on a resurfaced track. This is not to say that the racing wasn’t good, but there in 1971. 2). chris amon passes the nürburgring pits en route to a famous victory with Hans stuck in the 1973 etcc grand Prix de tourenwagen. These were serious racing cars. was little competition for the all-conquering Batmobiles this was the first race for the famous “Batmobile” wing kit. 3). 1977 etcc champion dieter Quester in his alpina csL leads the Martino Star of the season for BMW was the Belgian 3.0 CSL of Alain except for one factory team that promised much, but Finotto/ csL at Monza. 4). a wonderful picture showing just how acrobatic the 2002 was at the old nürburgring. this Koepchen tuning Peltier, a feat he repeated in 1975 when manufacturers had left flattered to deceive. For the record, the 1976 champions car with an unidentified driver is at the adenau bridge. 5). Jörg obermoser drives the gs tuning 2002 to division 2 victory in the 1975 the field to enthusiastic teams from Alpina, Schnitzer and others. were Belgians Jean Xhenceval and Pierre Dieudonné dRM race held on the stadium roads in nürnberg.

46 ViNtAGe RACeCAR ViNtAGe RACeCAR 47 driving for team Luigi. The classical green Alpina CSL of Dieter Quester took the prize in 1977, followed by the Luigi BMW Italia car of Umberto Grano the following year. The seven-year CSL chapter closed in 1979 with a championship for Italian stalwarts and Carlo Facetti. The 340-bhp CSL did face what might have been a serious challenge in 1976 and 1977 from a factory Jaguar team under the aegis of parent company British Leyland. Broadspeed developed the 5.4-liter V12 XJ12 C into a fire-breathing 500-bhp monster driven in 1976 by Derek Bell and David Hobbs. It only appeared 1 at the Silverstone TT in 1976, where Bell promptly put it on pole by two seconds. The underdeveloped car led, but soon retired. The following year heralded a better-developed car, now with 560-bhp, 2 but suspension and oil surge problems dogged the rapid cat. It also carried 300 kilos more weight than the lithe CSL. While fast in 5 practice, it almost always broke. The two seasons netted just one 2nd place (at the Nürburgring, of all places) and a 4 th at Silverstone, 6 then Jaguar withdrew. The CSL sailed serenely on. However, the ETC was in a state of suspended animation during this dominant CSL phase. To illustrate the lack of progress the Silverstone pole time for the four years went 1m 36.72, 36.08, 37.14, 36.22. Likewise the Nordschleife poles 1976 to 1979 were 8m 29.0, 30.9, 34.9 34.0. However, BMW was making progress in other areas. While the private teams were dominating the principal touring car series on the factory’s behalf, Jochen Neerpasch had grand designs on the Group 5 World Championship for Manufacturers. BMW Motorsport planned a mid-engined supercar powered by the 3.5-liter, 24-valve CSL engine with the specialist help of Lamborghini. The Italian company was slow, 3 hindered by constant Italian strikes, and belatedly the project was brought back to Germany and finished, albeit two years late. By the time it arrived the game had changed and serial winners Porsche were preparing for Group C. But the M1 is another story. Neerpasch, however, never stood still. He reasoned that the CSL could be modified as an interim competitor for Porsche. He watched art dealer Hervé Poulain race an Alexander Calder art design on a CSL at Le Mans in 1975. The car didn’t finish, but stimulated the start of BMW’s Art Car collection. The following year a mighty 750-bhp turbocharged CSL was adorned with the “millimetre” art of . This monster never finished any of its three races—it either fried its clutch or overwhelmed its gearbox—but with driving talent that included Swedes Peterson BMW focused on Division 2 with its young team of and , Brian Redman and Peter Gregg it was both BMW Junior drivers—Marc Surer, Manfred fast and spectacular. Winkelhock and . The youngsters were Where the CSL Turbo couldn’t hack it, the 975-kilo, enthusiastic to the point of shredding bodywork and normally aspirated 470-bhp CSL could take on Porsche in the knocking each other off track. BMW went so far as to classic endurance races. While on paper the Batmobiles on form a “Gentlemen Driver” squad for selected races with steroids should not have gotten close to the 640-bhp 935, these Stuck, Peterson and Hobbs, but they were scarcely more ultimate CSLs won three rounds outright—at the Silverstone 6 controlled. Hans Stuck was still the master of the Hours and the Nürburgring and Österreichring 1000 Kilometers. Nürburgring though. In one of these 320is he lapped in With several other placings, BMW finished only 10 points behind 8 minutes 1.8 seconds, somewhat faster than a full-house Porsche by year’s end. This was to be the highest glory point for Group 5 3.5 CSL ever did. the CSL, however. For 1977, BMW was concentrating on its new In the 1977 WMC, one of these two-liter buzzbombs 320i Group 5 car, a lithe, 765-kilo silhouette packing a full 300- was driven at occasional rounds by Peterson, Stuck, bhp F2 engine and big fender extensions housing huge tires. and some of the Juniors. It was no The 320i was designed principally for the DRM (Deutsche match for the 935/77 with almost 700-bhp, but Rennsport Meisterschaft) that ran under Group 5 rules. With consistency and speed rewarded the 320i with several 1). Marc surer testing the new group 5 BMW 320i. 2). Paul Rosche was BMW’s “powermaster,” heading the company’s engine department for many Porsche dominating Division 1 with 934 and 935 turbo cars, places during the year. It was obvious, however, that years. 3). 1977 etcc champion dieter Quester. 4). the Peterson-Redman 3.5 csL at daytona in 1975. 5). 1978 etcc champion umberto grano.

48 ViNtAGe RACeCAR ViNtAGe RACeCAR 49 turbocharging was the way to go. Several BMW teams in the DRM experimented with turbo 1.4-liter engines in both the older 2002 and the new 320 bodies. They were fast but fragile, until won a race at the season end, but BMW Motorsport had already seen the light. A two-liter turbo 320i appeared at the Brands Hatch 6 Hours and all but matched the Ickx/Mass Porsche in qualifying. Sadly, Peterson never got a chance in the race as Stuck plowed off the wet track on only the fourth lap, but this did not blind BMW to the opportunity this technology offered. The genius of engineer Josef Schnitzer worked magic on the 1 small turbo engine, and it was this that led Paul Rosche to develop the engine for its F1 World Championship success with Brabham in 1983. Schnitzer went on to be BMW’s most 2 3 consistent and successful partner in touring car sport, and remains so today with Charly Lamm at the helm. While this turbo 320i made occasional appearances in 1978 WMC European races, it was being tested for a full assault on IMSA. BMW North America wanted to build the BMW brand there, and at the same time inform U.S. customers that its name stood for Bavarian, not British, Motor Works. The 3.5 CSL had won four IMSA rounds including Sebring in 1975 and another two in 1976 including Daytona. BMW NA, with McLaren Engines, developed the 320 Turbo and from 1977 to 1979 it won eight IMSA races driven by David Hobbs and Derek Bell. Back across the pond, just as Group C was prescribed for from 1982, Group A was enshrined for touring cars, the idea being to maintain closer links with true production cars. In the interregnum, between the CSL era in 1979 and the start of Group A, there were two more years of Group 2, both won by BMW driver Helmut Kelleners, firstly in a 320 and then in a 3 4 635 CSi with Umberto Grano in 1981. The new formula was short of homologated cars but, typically, 5 BMW prepared a new ready-made Group A 528i for private teams. Jaguar returned to the ETCC with its new XJS V12 coupé run by . The 528i produced 238-bhp compared with the British car’s 375, but it had a huge weight advantage of almost 350 kilos over the Jaguar’s portly 1400. A flotilla of eight BMWs faced two big cats and won seven of the 11 rounds, Jaguar getting into its stride toward the end of the season. For 1983, BMW introduced the new 635 CSi with more power and the memorable “Original Parts” livery, but Jaguar had 400 more reliable horsepower and won five races to BMW’s six, giving old hand Dieter Quester the title over owner/driver Walkinshaw by a Ravaglia scooped the crown in his Schnitzer-run car by a scant 13 points. mere eight points. On the other hand, BMW noticed By now the competition was warming up, with Volvo’s 240 that while overall driver glory came its way, the class turbo and the V8 Rover Vitesse posing a more serious challenge. system meant that overall manufacturer titles went to By 1984, Walkinshaw had raised the Jaguar’s output to 450 bhp smaller cars with little competition, notably Toyota and and the XJS was untouchable for sheer speed. Walkinshaw Alfa Romeo. The last time a large class competitor took himself won the title, Jaguar scoring six wins to BMW’s four with the maker’s title was 1979. a sole victory for the Swedes. Mission accomplished, Jaguar With BMW’s encouragement, Team Lindner withdrew, leaving the field to Walkinshaw’s Rovers for 1985 (six developed firstly the 323i and, in 1986, the 325i for wins) and Volvo, with seven and the championship the Swedes so Division 2, in which it shared overall manufacturer coveted. The outgunned 635 won but one race, the blue-ribbon honors with Toyota. The 1986 325i driven by Winni Spa 24 Hours driven by Gerhard Berger, Roberto Ravaglia and Vogt weighed in at under 1000-kilograms and delivered Marc Surer—no shortage of driving talent there. just 250-bhp. BMW saw that small and wieldy could BMW fought back in 1986 by squeezing 330 horses out of its beat large and brutal, a fact that leads to the next part of 1). By 1983, the new group a BMW 635 csi was ready for etcc action and this schnitzer entry duly took the 1983 title in the hands of dieter venerable six, and shared five wins apiece with Rover, the other the story—in fact to BMW’s most successful racing car Quester. 2). Lured away from Ford, Jochen neerpasch subsequently became the father of BMW Motorsport. 3). Paul Rosche was BMW’s three going to Volvo and a single victory for a Ford Sierra XR4Ti. ever, the M3 E30. You can read about that elsewhere in “powermaster,” heading the company’s engine department for many years. 4). Ronnie Peterson hurls the 780 bhp csL with “art car” livery by Fred The Ford was a portent of things to come, but Italian hot shoe this issue. stella, during the 1976 season. 5). in 1983, BMW’s “original Parts” livery on the new 635 csi became a familiar sight in the winner’s circle.

50 ViNtAGe RACeCAR ViNtAGe RACeCAR 51 mARkET guide Under 2-Liter Grand Touring Overview VEHICLE CATEGORY MAKE MODEL LEVEL III LEVEL II LEVEL I Abarth - Fiat 750/850 $150,000 $200,000 $225,000 he under two-liter Grand Touring 1964 Porsche 904GTS (GT) cars have always had a place 1000 Bialbero $40,000 $70,000 $100,000 Under 2-Liter Tto compete within the ever Abarth- 1300 GT $150,000 $200,000 $250,000 changing regulations of international Grand Touring 2000 GT $325,000 $400,000 $450,000 motorsports; the World Sports Car AC Bristol Coupe $125,000 $150,000 $200,000 Championship from 1953-1961, the Speedworld Challenge in 1962-1963, the Bristol Roadster $250,000 $300,000 $400,000 Criteria Used For Assess - International Championship of Makes ing Valuations for this Alfa-Romeo Giulietta Sprint/Spyder/Veloce $75,000 $100,000 $135,000 from 1964-1971 and the World y t i

Guide: Giulietta Sprint/Lightweight $225,000 $275,000 $325,000 Championship of Makes from 1972-1981. c o l e V • Degree of Originality This included racing in the great SVZ $325,000 $425,000 $500,000 e g a t

• Overall Condition, Restoration n

endurance races such as the 24 Hours of i • Technology, Design, Coachbuilder SZ1/ SZ2 $375,000 $450,000 $525,000 Le Mans, the 1000-kilometer rounds at the V • Production Numbers/Rarity GTZ-1 $1,000,000 $1,300,000 $1,500,000 Nürburgring, Spa and Monza, and the • Competition History GTZ-2 $2,500,000 $3,000,000 $3,500,000 Targa Florio. Not to mention national • Ownership History, Documentation races throughout Europe and SCCA races GTA 1600 Corsa $250,000 $375,000 $450,000 • Modern Event Eligibility throughout the U.S. Alfa Romeo, Lotus, Following its success with the 718 the new type-901, 6-cylinder engine. The GTA Junior 1300 $100,000 $125,000 $150,000 Porsche, Triumph all designed very series, aluminum-bodied Spyders during 904 was very popular, so a second series Regional Variances Alpine Renault A110 $75,000 $125,000 $175,000 lightweight successful competition cars. the 1950s, the 904GTS was Porsche’s first of 20 cars was built with slight Arnolt-Bristol Bolide $225,000 $300,000 $350,000 Abarth, an Italian specialty tuner, fiberglass sports car. One hundred were improvements. modified small-bore GT cars from Fiat and necessary to be built for homologation It should also be noted that the The prices stated in this guide are based on Austin-Healey Sprite $15,000 $25,000 $35,000 U.S. values. The values of historic racing cars Simca, all with great success. These under into the Grand Touring category. It had a factory built 12 cars with numbers 906- Devin Porsche $30,000 $40,000 $55,000 can vary as much as 25%–35% in other two-liter GT cars filled up the racing grids steel chassis, to which the fiberglass body 001 to 906-012. These cars used the 904 countries, depending on local market Courier $20,000 $35,000 $45,000 on both sides of the Atlantic and provided was bonded. The engine was a 2.0-liter frame, but with the 6-cylinder engine. appeal, currency rates, import duties, and LeMans $675,000 $825,000 $900,000 some exciting automobile racing. version of the 4-cylinder, 4-camshaft Also, some were specially constructed VAT. Most of the time, we are able to Today, under two-liter GT cars qualify type-587 Carrera engine. A new 5-speed, Hill Climb Spyders. The 904 was the Ginetta G4/G4R $50,000 $75,000 $125,000 document known sales or closed escrows, as to race in many great historic events type-904 was used. beginning of a series of lightweight they say in real estate. When this is not Appia Zagato $50,000 $60,000 $75,000 worldwide, from the Rolex Monterey Suspension was fully independent with fiberglass cars from Porsche. Today, the possible, a logical estimate of the car’s value B20 GT $150,000 $175,000 $225,000 Motorsports Reunion to the Tour (de four-wheel disc brakes. Ten cars were 904 is immensely popular, as it is a true France) Auto because they are dual- retained by the factory, and these cars dual-purpose sports and racing car eligible is given, based on its sales history and Flaminia Sport Zagato $150,000 $200,000 $225,000 relationship to cars of its type. purpose race and street cars. Due to their used the type-771, 8-cylinder engine and for so many events. $75,000 $100,000 $125,000 technology, great designs, eligibility and VALUATION CATEGORIES Super 7 S.1/S.2 $25,000 $35,000 $45,000 low production numbers, legitimate GT The best combination of 26R $175,000 $200,000 $250,000 competition cars have steadily been AC Bristol Roadster increasing in value. I all criteria. 47 $150,000 $175,000 $200,000 L The value today of an under two-liter E Satisfies mid-range Maserati A6G 2000 $1,600,000 $2,000,000 $2,500,000 V of criteria. GT car is determined by many factors, E II MG MGA Twincam $40,000 $55,000 $75,000 including the car still having its unique L In need of restoration. Meets MGB $15,000 $25,000 $30,000 competition features available on a race III only a few points of criteria version that were not available on a Morgan Plus 4 $60,000 $75,000 $100,000 production version, the quality of OSCA 1600 GTZ $300,000 $400,000 $500,000 restoration and a good provenance. The prices stated in this guide are based on U.S. values. The values of Porsche 356A Coupe $50,000 $75,000 $125,000 historic racing cars can vary as much 356A Speedster $150,000 $175,000 $200,000 as 25%–35% in other countries, depending on local market appeal, 356A/Carrera GT Coupe $800,000 $900,000 $1,100,000 currency rates, import duties, and VAT. 356A/Carrera GT Speedster $1,000,000 $1,200,000 $1,400,000 356B Carrera GT $500,000 $600,000 $700,000 AC cars, or AC Autocars, was had a tubular chassis and was powered by Abarth Carrera GTL $3,000,000 $3,500,000 $4,500,000 MARKET GUIDE EDITOR: established in 1904 in South London, a 2.0-liter, 6-cylinder engine. Mark Leonard 356B/C Carrera 2 GT $700,000 $900,000 $1,000,000 England by engineer John Weller. The Interestingly, the engine was a derivative Grand Prix Classics 356B/C $40,000 $55,000 $75,000 AC name was taken from the AC of the BMW 328 pre-war design. All told, 7456 la Jolla Blvd., 904GTS $1,500,000 $1,800,000 $2,000,000 Autocarrier three-wheeler, the company 686 AC Ace Roadsters were built until la Jolla, CA 92037, produced. AC built a variety of different 1962. In 1956, the Bristol-powered (858) 459-3500 Sunbeam Alpine $25,000 $35,000 $40,000 www.grandprixclassics.com cars, but in 1954, created a beautiful version was introduced. These were Triumph TR2/TR3 $30,000 $40,000 $50,000 aluminum-bodied two-seat roadster called stunning cars to look at with their hand- TR4A IRS $30,000 $35,000 $40,000 the AC Ace and later Bristol Roadster. It formed bodies and wire wheels.

52 ViNtAGe RACeCAR ViNtAGe RACeCAR 53 PHoTo gaLLeRY SCCSA SVRA ALL HISTORIC RACE MEETING SPRING VINTAGE FESTIVAL Mallala Motorsport Park, Mallala, South Australia Road America, Elkhart Lake, WI April 23 –24, 2 016 May 12-15, 2 016 Photos: Jim Hatfield, JR Schabowski, Fred Sickler Photos: John Lemm

1 Justin elvin’s Morris cooper s picks up a rear 1 a trio of Mustangs dives into turn 5 during sunday's Feature Race as wheel. Randy Rupp’s #111 leads similar cars of colin comer and adam Rupp. 2 Brenton griguol has an agricultural moment in his 2 the clair schwendemann/alan sevadjian 1968 corvette barrels through ex-Frank gardner Lola t142. turn 6 during the Badger enduro contest. 3 Historic touring car cup winner Roger oliver’s 3 Jeff Lumbard's 1961 austin-Healey 3000 MK1 leads thom allan's 1965 leads the Ford Mustang of ti and dan Powell's 1961 austin-Healey 3000 out of darryl Hansen. turn 7. 4 Mac Mccombs’1968 Ford gt40 Mk1, crests the hill at turn 2.

4 andrew Mcinness leads Richard davison, Ben d l e i f t

Robson and the rest of the field a H 1 m through the esses. i J 5 tony Parkinson’s newly acquired austin-Healey 2 sebring 3000 leads Jane Vollebreght’s MgB. 1

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54 ViNtAGe RACeCAR ViNtAGe RACeCAR 55 MONACO VRG GRAND PRIX HISTORIQUE JEFFERSON 500 Monaco, Monte Carlo Summit Point, Summit Point, WV May 13-15, 2 016 May 14 –15, 2 015 Photos: Peter Collins Photos: Mike Matune

1 on the limit, simon diffey in his . 1 the distinctive livery on clarke ohrstrom’s BMW 3.0 2 heads out of the tunnel with csL makes it hard to miss. his . 2 this is either a commuter 3 Joe colassacco and the Ferrari 1512 howl rush hour or just part of the past the Hotel de Paris. field for the Royale turns the Ferrari 312B3 into Ford challenge group race. the swimming pool chicane. 3 in the wet, steve Lambert 5 Maserati 150 200s of Michael Willms rounds holds his Porsche 914 to the inside of turn 5. Portier. 1 4 Bob Leitzinger’s datsun PL510 heads toward turn 4. 2 1

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56 ViNtAGe RACeCAR ViNtAGe RACeCAR 57 GRAND PRIX PAU HISTORIQUE HMSA Streets of Pau, Pau, France BARBER HISTORICS May 20-22, 2 016 Barber Motorpsports Park, Birmingham, AL Photos: Chris Willows May 20 –22, 2 016 Photos: Chuck Andersen 1 Beautiful Pyrenean house and pretty chevron B52 make a lovely image. andy storer is the driver. 1 Mark clark at speed in his 1978 crosslé 32F. 2 three classic F3 cars hurtle along Pau's narrow streets under 2 Jerry Peters’ Porsche 914-6 leads tom grudovich’s Lola a monkey puzzle tree. MKi1 and Robert davis’ Lotus super 7 behind the spider. 3 Pierre tonetti won the first Lurani trophy Formula Junior race 3 ira schoen’s Ford capri leads george calfo’s Porsche in his Brabham Bt6. 911s and a host of others into the downhill sweeper. 4 didier Marty steers his Lotus 7 s1 into the chicane. 4 Here’s david smith in his ex-Moretti 1979 . 5 a train of Formula Junior cars rise up the hill toward the high 1 5 tom grudovich muscles his 1960 Lola MKi to the apex. point of the Pau . 1

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58 ViNtAGe RACeCAR ViNtAGe RACeCAR 59 HSCC INDY 500 INTERNATIONAL TROPHY CENTENNIAL CELEBRATION , Northants, UK Indianapolis Motor Speedway, Indianapolis, IN May 21 –22, 2 016 May 28 –29, 2 016 Photos: Pete Austin, Peter Collins Photos: Jim Hatfield, Dan R. Boyd

1 opening lap of the gt & sports car cup contest. 1 anthony edwards drove his ex-Roberto guerrero 1984 true Value March 84c-cosworth. 2 Michael sidgwick raced his trojan t101 for the derek Bell trophy. 2 the Henry Ford Museum brought Jim clark’s 1965 indy- 3 Winners of the Pre-80 endurance contest were Leo Voyazides winning -Ford for to drive. and andy Wolfe in this Lola t282. 3 Here’s Philippe de Lespinay in the 1961 Kimberly cooper 4 during the very slippery Jaguar challenge race, Robert Binfield t54 with which Jack Brabham sparked indy’s rear-engine got his e-type a little bit out of shape. revolution, and that Jack’s grandson Matthew would drive 5 the Bryant ac cobra heads a pair of Jaguar e-types into copse. during saturday's lapping session. d l e i n f i

t 4 turning many heads was this replica of the 1968 Lotus 56 t a s u H

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60 ViNtAGe RACeCAR ViNtAGe RACeCAR 61 PRoDUCT ReVieW WEB eXcLusiVe th race. Many may not realize that these races, while including Grand 100 Running of the Indianapolis 500 Prix events, also included the Indianapolis 500 from the inaugural By Jack Bianchi year until 1960. Smith gives significant headlines of each race and a season-by-season review so the reader gets a clear understanding arrived. The Truesport is powered by a of the character of every event. The concluding pages of each AV 2.65 turbo running on methanol. season feature a spreadsheet analysis of each competitor, their car This was a lifelong dream of , and performance—races contested, victories, podiums, races led, but because of his untimely death in 1986 lights-to-flag victories, etc. The book is rounded off with he was never able to see the final Appendices depicting the champions, race winner of the World completion of the car. The car had been Championship series, while also embracing all the non- campaigned by in 1991, and championship races—starting with the 1946 Valentino Grand drove it in ’92 on a limited Prix in Turin, Italy, through to the 1983 at schedule. The Truesport had been in Brands Hatch, England. storage for 19 years when we purchased it, The book is well illustrated with both color and black-and- and hadn’t been driven on the Speedway Formula 1: All the Races, 1950-2015 white photographs, and is also stunningly augmented by the since Scott drove it to 12 th place in 1991. inclusion of artwork by French artist Alain Baudouin, “official” Wednesday during speed week is By Roger smith painter of the famous 24-hour race at Le Mans, depicting every always a community day, so it was free ith the Formula One World Championship celebrating Grand Prix-winning car—205 in all. entry for all. The day started out with its 65 th year and 935 races by the concluding race of last Any book is a headache for authors to produce, however, overcast skies and a 60 percent chance of Wseason—the Abu Dhabi GP in November, 2015—some Smith must have had many a sleepless night during the rain. I had started the car before loading it fans may be asking where and when did it all begin? This third production of this factual tome. Formula 1: All the Races, 1950- in Santa Barbara, and discovered that two edition of Formula 1: All the Races, 1950-2015 works hard to bring 2015 is a must, and may be considered the ultimate reference cylinders had low temperature readings things as up to date, or as near as a book of this nature can. Starting book for F1 race fans, scholars and aficionados alike. My wife and I traveled back to vintage cars from all over the world that and traced the problem to the injectors, at Silverstone in May 1950, Smith gives race-by-race accounts in Available from www.evropublishing.com for UK£50.00 and Indianapolis for the “500” to take part in would be running in three classes for three which I installed at the track. We were what he describes as a “race pod”—up to three per page. These US$79.95. ISBN: 978-1-910505-11-3 hardback, with more than the vintage race portion of the event. The days. The event was a complete sellout so pre-heating the engine in the pits just race pods concisely, but comprehensively, include a race report, 400 photographs and color illustrations. fact that I was going to drive alongside of the crowds were awesome. when it started to rain… the points finishers, the winning driver’s car, time and distance Al Unser Jr., Bobby Unser and Mario We had transported our Truesport Read the rest of the story at followed by other race details, including , laps, the Andretti on the Speedway for the 100 th 91c-01 Indycar two weeks prior, so it was www.vintageracecar.com by clicking on “Web number of starters and finishers, weather details, fastest lap and Reviewed by Mike Jiggle was a dream come true. There were 118 waiting for us at the Speedway when we Exclusive” under the “More!” menu. championship leader board—in fact, a précis of each and every

Lola T70 Magnesium wheels inside the rim has been added to prevent Marvic Wheels, srl tire rotation on the wheel. Marvic’s also offers historic racing car arvic Wheels Srl, established in enthusiasts and restorers with custom- 1954, is a sandcasting magnesium made products and a rebuild service for Mfoundry based in northern Italy other components such as uprights, covers, that supplies many Italian and European gearboxes or manifolds, all sand-cast in motor sport companies. AZ91 magnesium alloy and completed Marvic manufactures and offers a wide with quality checks, machining and range of magnesium replica wheels for finishings, ready to be fitted on the car. classic racing cars including GTA, GTAm, Professionalism, passion and technical Stratos, Bizzarrini and Pantera Gr4 and know-how achieved throughout 60 years have now introduced a new range of of experience, make Marvic Wheels an wheels for the legendary Lola T70. The company is proud to exclusive and skilled partner, following every minute detail of a contribute to the timeless story of this car by producing brand- project and establishing a close partnership with each customer. new genuine magnesium replica wheels for all the T70 versions Marvic Wheels, Srl produced: MK1/2, MK3 and the astonishing MK3B. Via Gallarate, 4 - 21020 Brunello (VA) - Italy Thanks to 3D optical scanning of originals, all the Lola T70 Tel +390332463386 • fax +390332464160 wheels manufactured by Marvic conform exactly to the original Lola www.marvic.it • [email protected] specifications. They are all one-piece castings (no separate centers or rims), are therefore exacting replicas, identical to the originals, and will satisfy all safety, quality and performance requirements. Reviewed by Mike Jiggle All Marvic’s wheels come complete and are ready to be bolted Not Rec om mend ed on. They are heat treated for strength and have the highest moderately Use ful mechanical properties, quality checks, machining and are powder Recommended coated in original color or contrast cut. The anti-slip machining Excellent

62 ViNtAGe RACeCAR ViNtAGe RACeCAR 63 GREATEST RacecaRs mARkET PLace Bentley 3-liter

By duncan Wiltshire ’ve been fortunate to race Bentleys for is a hard car to beat in terms of a corner to negate any slight understeer. The 25 years. Indeed, most of my earliest consuming driving experience. I’ve raced engine is a really clever design (overhead Imemories involve sitting in the back of the car at Silverstone, Le Mans, Spa- camshaft and four valves per cylinder) and, Bentleys going to events. My father, Ray Francorchamps, Brands Hatch and on ultimately, it’s an engineer’s car. As an Wiltshire, was the Bentley Drivers Club numerous other circuits around the owner, expect to get your hands dirty President for many years, and everything continent. Every moment on the racetrack trying to keep the car in top form, but that in our household revolved around is a privilege—even those rare moments is a big part of the pleasure of ownership. Bentleys. This is an upbringing for which when the car decides to let you down. Vintage cars reward regular care and I’m very grateful, as most of my social life, However, those few occasions are maintenance, and will punish neglect, as and indeed my livelihood, revolve around inevitably the result of shoddy preparation. mine did recently at the Donington the car world. The car is heavy to maneuver at low Historic Festival. I’ve had many memorable races in my speeds, and the steering isn’t the lightest I’m going to be running the car over 3-liter Bentley over the years. I’m a big fan thing in the world. However, once rolling, the first weekend of July at Flywheel, of pre-war racing, which was why my it is spectacularly direct. The gearbox of which takes place at Bicester Heritage. It’s company, Motor Racing Legends, started a my 3-liter is like all Bentleys, fierce and not a race as such, but I am going to give it series dedicated to them back in 2004. Our strong-minded, but you soon learn to a proper go around the demonstration various race series have become so popular master it and the feeling of satisfaction track. I expect quite a few other Bentleys that now I seldom have time to put a when you make a perfect gear change is will join me. Whether it’s racing around helmet on! When I do, thoough, there is what makes the car such a challenge and Le Mans, running the 1000-mile trial, little to beat the sound and raw grunt of a pleasure to drive. holidaying in France, or just going to the Bentley; and there’s a definite skill to Typical of its era, the car is short on pub for a bloody good lunch, you can’t beat driving a Bentley quickly. power, but has massive amounts of torque the sound of Bentleys driving together. I The 3-liter was where it all began for —so momentum is everything. Although can’t help thinking that’s what life is all W. O. Bentley and his eponymous marque the car is heavy, if you know it well about. and I confess, although I may be biased, it enough, you can powerslide it into a

F2, FB, Atlantic, Super Vee

1961 TR 61 Reconfiguration. Accurate and evocative this stunning car was built by mark Gerisch using factory plans and actual Ferrari components including the engine. $650,000. 1965 Brabham BT14, s/n FL-9-65. Front running example against BT-29’s. low hours and Fantasy Junction excellent compression on Crowther lotus twin tel. 510-653-7555 fax. 510-653-9754 Cam engine. Taylor transmission. log book, www.fantasyjunction.com (a/08) documented history. $79,500 . Fantasy Junction Lotus 23B. owned by me over 30 years, total tel. 510-653-7555 fax. 510-653-9754 rebuild and now a brand-new car. Never raced www.fantasyjunction.com (a/08) and in immaculate condition. £85,000. Pat thomas tel. +44 (0) 7719 218 796 (s/05) Sports Racer, Can-Am

1964 Genie Chevy Mk10, s/n H-126. Factory car driven by Dalton, Bondurant and Pabst. merle Brennan CanAm history. Chevy 377, Hewland lG600 and BmC transaxle. 1962 - 23-s-12. Recognized by the Sorted, fully documented, spares. $149,500. Historic lotus Register & given “Green” status. Fantasy Junction Twin Cam 1968 “C” Sports Racer Champion” tel. 510-653-7555 fax. 510-653-9754 ARRC (SCCA) Run-offs. one owner since 1978 www.fantasyjunction.com (a/08) with Vintage Race History from 1981 8th Annual monterey Historic. Concours winner. 1983 Lola 596C, s/n HU-16. multiple Enduro contact skip Quain: winner. Vintage eligible, fully sorted and event cel. 650-504-4846 [email protected] (a/07) ready. low time on Drummond Bridgeported a n

r 12A mazda and Taylor Racing gearbox. $59,500 . o H Fantasy Junction m o

T tel. 510-653-7555 fax. 510-653-9754 www.fantasyjunction.com (a/08)

64 ViNtAGe RACeCAR ViNtAGe RACeCAR 65 mARkET PLace mARkET PLace Big Bore GT, Stock Car Roadcars Wanted

1962 Jaguar XK-E Lightweight conversion by Zealia Engineering. Comprehensively rebuilt. 3.8 liter, 250 hp engine by Rob Beere, Lotus 47 Ex-works. Ex-John miles/ triple Webers Getrag 5-spd gearbox, original works car, fully restored, with spare set of wheels pattern mags. Road registered in the USA. and gear ratios. loads of documented race history. $175,000 . £185,000. 1985 Turbo. Full engine rebuild. J.S. Inskip Stories Wanted. i am looking for Red leather interior, glass sunroof. Absolutely any stories or photos about J.S. inskip motors, in Fantasy Junction Pat thomas tel. +44 (0) 7719 218 796 (s/05) tel. 510-653-7555 fax. 510-653-9754 immaculate condition. £15,000. NYC, and Providence, Ri. Anything at all, not just Pat thomas tel. +44 (0) 7719 218 796 (s/05) Rolls-Royce or Bentley. mG, Austin, BmC, land www.fantasyjunction.com (a/08) Rover, morris. i have the books by Souter and DeCampi, but need more info about the dealership, and activities of the business, its employees and owner. Are any of the buildings still standing anywhere? i know the building in Providence, Ri is gone. Stories, invoices, pictures, old Ads, letters or anything will be greatly appreciated. All originals 26r/GTS. Brand new rebuilt car, will be returned after copying unless not needed only two races old. 216bhp, 2-liter, BDG steel back. Also, if anyone knows where any Brewster blocked dry sump twin cam engine. Absolutely Bodies or Brewster Bodied Cars of any make or 1947 Bentley Mk VI Special “Black Adder 6” immaculate condition. £85,000. model can be located please contact me. A stunning and wickedly powerful special, this car (s/05) dicken Wear [email protected] started life as a 1947 Bentley standard steel Pat thomas tel. +44 (0) 7719 218 796 20 01 Maserati 3200 GT. The desirable 7575 W. Washington ave. ste 127, saloon. it was the 23rd Bentley mk Vi built after Las Vegas, nV 89128 (s/08) World War ii. in the 1970s, this car was rebuilt as boomerang rear light model. Very low mileage, the 4th Donington Special. it was raced in the Uk immaculate interior still has some protective and competed in a number of events, winning the covers on carpets from new. Has had new timing Bentley Drivers Club’s kensington Show Best in belts and fully serviced. Registration not included. Class (modified Crewe Bentley) in 1979 and £18,995. 1983. in 2005, its current owner decided it could Pat thomas tel. +44 (0) 7719 218 796 (s/05) use a full makeover. The car was completely stripped to a bare frame and a new custom, aluminum boat-tailed body was fabricated by hand. At the same time, every mechanical component was meticulously refurbished, almost entirely out of parts from the “Factory Parts Bin.” Lotus Elan Sprint. lagoon blue over white, For a full description and more photos, goto the fully rebuilt, in great condition. £35,000. classifieds section of: www.vintageracecar.com Pat thomas tel. +44 (0) 7719 218 796 (s/05) Kelly [email protected] (a/06) Small Bore GT

1966 Hadley Safari Clubman. Australian Group ‘o’ Sports Car with Confederation of Australian motor Sport log Book and Cert. of Description. lotus 1860-cc twin-cam, dry- 1975 BMW 2002. Completely restored in sumped and 45 DCoEs. CP pistons, Argo rods 1993 won several BmW awards in the 90s. in and steel crank. Hewland 5-speed, 4-wheel discs, 1998 it was converted to a race car was raced lSD, Avons and Connolly leather. Aus$45,000 or on and off in BmWCCA and CVAR. in 2013 we negotiate a price less engine. bought it in great condition with the exception of a compression problem in the engine. in 2014- geoff Wheeler 2015 the car has not been raced as a completely tel. 61 41 4 51 4 283 or [email protected] new engine and many other components were installed (14k +). Today the car is in great shape ready to race. We are selling it because of other racing commitments. $27,500. TRAilER iNClUDED. Goto: www.vintageracecar.com for more details Javier espinosa tel. 214-725-2411 (s/08)

66 ViNtAGe RACeCAR ViNtAGe RACeCAR 67 NEV’S notes in the third, a blown engine. Their life and their days together as the happiest The Stuck Saga, Part 1 confidence remained and when, in the days of her short life. Shortly afterward, in final event, in the “borrowed” car, he won, 1931, there was another blow to Stuck, the by neville Hay beating the works car, they promptly withdrawal of Austro-Daimler. t the first invited him to join the team. Hans, the extrovert, had many friends, Shelsley Walsh There are some wonderful stories in among them, from his barnstorming days, Ameeting after the Hans Stuck’s life about the next few years, the famous stunt pilot, Hans Udet, and a war, only the weather was far more that I could cover about the man with whom he enjoyed shooting, e l g g i as predictable as the private and professional life of the “King of Julius Schreck. In the mid-1920s Stuck J y r a belief among spectators the Hills” in a comparatively short article. was delighted when his old friend Schreck K that Raymond Mays would establish In the mid-1920s he was divorced from his introduced him to a strange character Fastest Time of Day (FTD). The weather older wife and there were triumphs and wrapped up in an overcoat—a politician, was dreadful and, for a small boy, it was tragedies on the circuits, the hills and in named Adolph Hitler. Schreck and Stuck almost like the echo of voices from the his private life, too. Among his successes had another of their shooting meetings in past to hear spectators who had been was his first visit to Shelsley, where his 1931 and Hans didn’t think that the now present in 1936 recall when Hans Stuck 1930 record of 42.8 with the Austro infamous Hitler would be interested even and the Auto Union was there. After 10 Daimler stood for three years. At this time, in passing the time of day with an out-of- years and the Second World War, Hans always a hit with the ladies, Stuck began a work racing driver, but he was wrong. The Stuck was a legend. serious relationship with a Birmingham man who would be Führer, invited him to In July 2016 his son, Hans-Joachim born girl, Xenia, whom he had met some the “Brown House” and promised him the Stuck, President of the German Motor years prior to her marriage to a Count earth if he was elected to power. Sport Association, was at Shelsley driving Szichy. At the Semmering Hill Climb, this Even more oddly, although Hitler was one of the 1936-’37 Auto Unions some 80 young Polish playboy, who owned a new powerless to help him in 1931, it was a son years after his father drove one there. So, who are the Stuck legends, father and son? Hans Stuck was born in on “By 1922 Stuck was married...a farmer, delivering milk December 27, 1900. The original family name was Stucki, the name of his by road.... It was driving up and down the hills quickly, grandfather who was a Swiss farmer, but by 1920 standards, that encouraged his love of speed.” when the family moved back to for his mother’s health, the then-young Hans was known as Hans von Bugatti, bet his wife against Hans winning of the Kaiser, Crown Prince Wilhelm, who Stuck Villiez, Villiez being his mother’s in the Austro-Daimler. Hans and Xenia was able to persuade a Mercedes SSKL out maiden name. Somehow the von was knew of the wager, which Szichy lost and of the Stuttgart manufacturer at the right added and is still sometimes used. the lady left with the handsome Austrian price, so it was “game on” again. Stuck When his elder brother, Walter, was to become his constant companion. drove on the Hills against Caracciola and killed during WWI in 1918, together with By now he had sold his farm and, all the other continental stars of the time, his CO, Hans was sent to tell the CO’s mindful of the financial inflation problems including another Mercedes protégé, family. By 1922 Stuck was married to the at the time, kept the Swiss Francs which . CO’s sister and was a farmer, delivering he took to Switzerland when competing at There was now a new lady in his life, milk by road, which was more profitable Freiburg. He left the money in a bank swimmer and star Paula von than by train. It was driving up and down deposit overnight, only to find when he Reznicek. She and the Mercedes SSKL had the hills quickly, by 1920s standards, that returned to collect it, that the manager joined him on a very successful visit to encouraged his love of speed. had absconded with his money and a great South America at the end of 1931, leaving His friends suggested he should set a deal more! Penniless, or Francless, he told on his birthday, December 27. Paula began record for driving backward up a hill and Austro-Daimler about his plight, and to manage his career and they married in wagered a bottle of champagne against surprisingly they gave him a new, all- 1932 with Ernst Udet and the Crown him succeeding. Having won the bottle of expenses-paid contract that helped in the Prince as witnesses. In 1933, Hitler came to champagne, they then suggested he circumstances. power and made good his promise of compete in more hillclimbs. He took up It was still 1930 when Stuck took support for motor racing. The ex-Austro- the challenge and, after a number of wins, Xenia to the train to visit her parents in Daimler designer, the genius Dr. Porsche, approached Austro-Daimler. Theirs was Birmingham. At their parting she told him designed the rear-engined Auto Union, the car to have for hillclimbs in those days, how happy he had made her and how which Stuck drove throughout the ’30s and so Hans suggested they should give him much she loved him, but she never Hans Stuck introduced him to Hitler. one. They must have seen something returned. A few months later the grieving Porsche discussed with Hitler roads and special in the young Stuck because they Hans Stuck found she was in a sanitorium cars and the good Doctor was requested to did agree to loan him a car for four events. in Montreux. She refused to see him, but design a “peoples’ car,” the Volkswagen, In his first event there was a fire, in event wrote to Hans telling him that she was which, pre-war, had taken more deposits two an accident when he broke his leg and dying and wanted him to remember their for cars than cars they had!

68 ViNtAGe RACeCAR ViNtAGe RACeCAR 69 BAVARIAN MOTOR WORKS HITS THE CENTURY MARQUE: 100 YEARS OF BMW V i n t a g e

R o a d c a R

The International Authority on Vintage and Historic Racecars AUGUST 201 6 a u g u s t

2 0 1 6 6 1 0 2

t s u g u Simply t he BeSt a We test drive the 1989 BMW M3 E30

FEATURE LEGENDS SPEAK INTERVIEW BMW’s Motorsport Heart & soul Belatedly Following in dad’s Footsteps trans-am King tom Kendall—Part 2

R

VOLUME 19, ISSUE 8 a c USA $9.95, UK £6.50 e c a

www.vintageracecar.com R

e g a t n i V Contents

VOLUME 6 • ISSUE 8 • AUGUST 2016

4 From The Editor 6 Flashback 8 News 16 BY DESIGN Designer Albrecht Goertz and the Remarkable BMW 507 18 ProFIlE : Amazingly Modern 1937 BMW 328 30 INTErvIEw : David Madeira CEO, LeMay—America’s Car Museum 36 FEATUrE : 18 From the Egg to the Ultimate How BMW Conquered America 44 DrIvEN 1976 BMW 2002 46 PhoTo GAllErY 46 Copperstate 1000 47 California Mille 48 Greystone Mansion Concours d’Elegance 49 Mille Miglia 50 Concorso d’Eleganza Villa d’Este 52 BMw PErForMANcE GUIDE: 36 Products and Services

Vintage Roadcar is published by ParabolicaPublishingLLC 5212KatellaAvenue,Suite206 LosAlamitos,CA90720 www.parabolicapub.com

Copyright©2016byVintageRacecar/ParabolicaPublishing,LLC.,Allrightsreserved. Reproductionwithoutpermissionisprohibited.Everyeffortismadetoensurethat theinformationenclosedistrueandaccurate.However,wemustdisclaimanyliabil- ityforthetimeliness,use,interpretation,accuracyandcompletenessoftheinfor- mationcontainedwithin.Unsolicitedcontributionsarewelcome,butshouldbe prefacedbyaquerylettertotheeditor.Inordertobereturned,allsubmissionsmust 48 49 beaccompaniedbyaSASE.

2 VINTAGE ROADCAR VINTAGE ROADCAR 3 FROM THE EDITOR

The Ultimate Riding Machine

Asyou’llseethroughoutthismonth’smagazine, Thefirstiscanwetrulygiveupallcontrolandlet itwasacceptabletosacrificethedriver.Butwhat thisissueprominentlyfeaturesandhighlightsthe carsdriveautonomously?Justthismorning,Iread happenswhenthecalculusincludesmorepassen - rich,100-yearhistoryofBMW. ofaTeslaownerwhowaskilledyesterdayinthe gers?Yourchildren?Ababy? ForyearsBMWhasbeensynonymouswithit’s world’sfirstautonomousdrivingfatality.Withhis Whilethisposesafascinating,butchilling,setof ubiquitoustagline,“TheUltimateDrivingMachine.” TeslaSinautonomousdrivingmode,thecar’scom - obstaclesthatwillhavetobeaddressedbeforeau - WhileBMWhasusedthissayingforover40years, putersystemwasunabletoresolvethewhite-col - tonomouscarsaretrulyturnedlooseontheworld, howmuchlongerdoyouthinktheycanconceivably oredsideofasemi-trucktrailer—againstabright italsoleadsintoanotherpotentiallydeepquag - useit?Apparently,onlyforfivemoreyears. sky—asitturnedleftinfrontoftheoncomingTesla. mire—thatoffinancialresponsibility.Theconcept— WhywouldBMWabandonsuchasuperlative?Is Asaresult,theTeslaplungedunderneaththeback andbusiness—ofautomotiveinsurancehasevolved theirmasterplantosegueinto“mediocredriving ofthetrailer,killingtheinattentive“driver.”Willthe overthepast100years,predicatedprimarilyon machines?”No,infactby2021,theplanisBMW technologyeverbefoolproofenoughtoavoidthis driverresponsibility.Theprospectofautonomous maynotproducedrivingmachinesatall. kindofaccident?Doesitmatter?Aconventional drivingpromisestocompletelyupendtheveryfoun - Arecentcompanypressreleasestated,“Together driverfacesacertainamountoffatalriskcontrolling dationofthatsystem.Howdoyouinsureanau - withIntelandMobileye,theBMWGroupwillde - hisorherownvehicle,sowillitbesufficientforau - tonomousvehicle?Whoisfinanciallytoblamewhen velopthenecessarysolutionsandinnovativesys - tonomousdrivingdeathstomerelybestatistically oneofthesecarscrashes?Themanufacturer?The temsforhighlyandfullyautomateddrivingtobring nomorefrequent? softwaredeveloper?Andevenmorecomplicatedis thesetechnologiesintoseriesproductionby2021. Anotherfascinatingquestionwasrecentlyraised howoneinsuresandresolvesanaccidentbetween TheBMWiNEXTmodelwillbethefoundationfor byastudyexaminingpeople’sperceptionsofthe amanuallydrivencarandanautonomousone?How BMWGroup’sautonomousdrivingstrategyandset “moral”algorithmsthatwillbenecessaryforau - canacomputerbeatfault? thebasisforfleetsoffullyautonomousvehicles,not tonomousdriving.Inshort,asanautonomously Thesearejustahandfulofthenewissuesthatso - onlyonhighwaysbutalsoinurbanenvironmentsfor drivencarmovesdowntheroad,constantlyscan - cietywillhavetowrestlewith,beforepersonal thepurposeofautomatedridesharingsolutions.”In ningforobjectstoavoid,atsomepointintime,it transportationcanmakethetransitionfrom“dri - essence,BMWplanstooffer,“TheUltimateRiding willbefacedwitha“Sophie’sChoice”decision…a ven”to“driverless.”It’satrulyfascinatingperiodof Machine.” pedestrianisintheroadandalightningfastcom - potentialtransition,butifIwereanexecutiveat AndBMWisnotalone.Autonomousdriving— puterassessmentrevealsthattherearenoviable BMW,Iwouldn’tgiveuponthe“UltimateDriving whichseemedlikefar-fetchedsciencefictionjusta optionsotherthan:1)strikeandkillthepedestrian; Machine”justyet. fewyearsago—isadvancingatabreakneckpace. or2)crashthevehicleofftheroadandpotentially Whileautomotiveoutlierslikethe“Googlecar” killorinjurytheoccupant(s).Thisisessentiallya wereperhapsalittlehardtotaketooseriouslyfrom moraljudgmentthatahumandriverwouldhaveto apurelyautomotiveperspective,thefactthatmajor makeinaflash,basedonahostofsubjectivedeci - manufacturerslikeBMW,Mercedesandothersare sionsandlifeexperiences.However,thecomputer CaseyAnnis aggressivelycommittingtothetechnology—with hastobeprogrammedtopickasolution.Soastudy Publisher/Editor launchdates—suggeststhatthefutureof“driving” polled2,000peopleontheiropinionofwhatanac - maynowbeinquestion. ceptableoutcomewouldbe.Perhapssurprisingly,it Whilethedaysofcontrollingthespeedanddirec - dependedonthesituation.Ifthechoicewasasingle tionofourownvehiclemayseemtechnologically passengervs.10pedestriansinthestreet,75per - destinedforextinction,however,thereareahostof centofrespondentsfeltitwasacceptableforthe fascinatingnewquestionsandchallengesthatthis computertosacrificethedriver.Butasthecountof paradigmshiftevokes.Andsomearesignificant pedestrianswasdecreased,theanswersbecome enoughthattheymaydelay,orultimatelystymie, muchmoreequivocal.Iftheoptionwasthelifeofa thisrevolution. singlepedestrianvs.thedriver,only23percentfelt

4 VINTAGE ROADCAR VINTAGE ROADCAR 5 flashback photo courtesy of LAT Photographic

For the 1953 Paris Salon, Pegaso displayed a Z-102 fea - turing cabriolet coachwork designed by Saoutchik. Only two examples were built that year.

6 VINTAGE ROADCAR LAT Photographic • BridgeHouse,69LondonRoad,TwickenhamTW13SP,UKTel:+44(0)2082673000,Fax:02082673001Email:[email protected]www.latphoto.co.uk VINTAGE ROADCAR 7 NEWS • what’s going on?

The First Cobra to be Sold in Monterey! Salon Privé Preview

CSX 2000, arguably the most impor - a lithe, stylish package—became the cor - auto industry as a whole. Had Carroll tant modern American car and a vehicle nerstone on which Carroll Shelby built an Shelby never decided to squeeze that that revolutionized the automotive world, automotive empire and forever changed high-performance V8 into its engine bay, will cross the auction block this summer the course of automotive history. there would be no Cobra and certainly as part of RM Sotheby’s flag - no Shelby American, nor ship Monterey sale, August GT40, nor the others that 19-20, in California. Offered followed. The automotive for sale by the Carroll Hall landscape and sports cars as Shelby Trust, the iconic we know them would be very Cobra was constructed and different.” Asitreturnsforits11 th year,SalonPrivéhasfirmlyestablisheditself kept from new by the leg - As part of an impressive asoneoftheUK’smostprestigiousLuxurySupercarShowandCon - endary Carroll Shelby and showcase celebrating 50 coursd’Élégance,andthe2016editionwilltakeplacefromSeptem - never left his ownership. years of Shelby heritage, ber1-3onthegroundsofBlenheimPalace.Thethree-dayevent The original Shelby Cobra, RM Sotheby’s Monterey incorporatestheChubbInsuranceConcoursd’Élégance,Boodles CSX 2000 marked the start sale will also offer the 1965 Ladies’DayandTheSalonPrivéSupercarShow,whilealsoshowcasing of Carroll Shelby’s incredible automotive “When it comes to American sports Shelby 427 Cobra, CSX 3178, on behalf Pirelli’sPrestige&PerformanceCompetition,theEFGArtandMem - legacy. The car was born in 1962 in a cars, CSX 2000 is without peers. Its his - of the Carroll Shelby Foundation. An - orabiliaFairandTheSalonPrivéSale. small garage in Santa Fe Springs, Califor - torical significance and impact on the other car in single-ownership with Car - Toppingtheattractionsis“50YearsofTheLamborghiniMiura,”as nia, after Carroll Shelby, joined by a global sports car scene cannot be over - roll Shelby from new, CSX 3178 was SalonPrivédedicatesanentireclasstocelebratingthegoldenan - handful of hot-rodders, shoehorned stated,” says Shelby Myers, Car Specialist fitted with a rare automatic transmis - niversaryoftheiconicprototypesupercar.Thefirstentryisconfirmed Ford’s new, lightweight, high-revving for RM Sotheby’s. “In the automotive sion for his personal driving use. asalate-productionP400Smodelwithonly14,000verifiedmilesthat 260-cubic-inch V8 into a modified AC world, CSX 2000 was the shot heard For more information visit www.rm - isjustoneof24right-hand-drivecarsproduced. Ace chassis. The result—a fierce sports ’round the world; it revolutionized not sothebys.com Amongtheotherclasseswillbe:EuropeanGrandTourers;Gone car armed with incredible performance in only American racing, but the greater withtheWind;RacingImprovestheBreed;PorscheRacingPedigree; Pre-WarCoachwork;TheGreatV12Ferraris;and’80sDreamMa - chines,andhighlightingtheentrylistisauniqueex-works1969 Porsche911thatcompetedinthe1970TourdeFrance. Theevent’spanelofworld-renownedjudgeswillbeledbychief judgeandfive-timeLeManswinnerDerekBellMBE,whowillbe joinedbythePresidentofHistoricaSelecta,AdolfoOrsi,formerWorld ChampionMotocrossRacerJeffSmithMBEandRolls-RoyceDesign DirectorGilesTaylor.Formoreinformation,pleasevisitwww.salon - priveconcours.com

8 VINTAGE ROADCAR VINTAGE ROADCAR 9 NEWS • what’s going on?

CLASSIC NOTES BMW, Lamborghini Miura Feature Inside the Mille n ’s newest Route 66 attraction, at The Quail Gathering Guy Mace’s Route 66 Car Museum , opened its doors to the public on June 15. The Museum is located at 1634 West Col - Miglia lege in Springfield, Missouri, and will be open Wednesday through Satur - day between 10 a.m. and 5 p.m. It’s near both the city’s Route 66 Roadside Park and the Route 66 Mosaic Wall, other commemorations of the fa - bled Mother Road highway that helped settle the American West. For complete in - formation please contact Guy Mace at (417) 861-8004 or via email at [email protected] OneofthemostenjoyableeventsofMonterey “Outlaw”Coupe,amodifiedtakeonthecarthat ClassicCarWeek,TheQuail,AMotorsportsGath - wonitsclassatthe195124HoursofLeMansby n In a world first, England’s Concours of ering,returnstothelushgreengrassesofQuail afulllap,andfinished2 nd overallintheMille Elegance this September 2-4, will gather cars from the grid of the inaugural British Lodge&GolfClubinCarmel,California,onFriday, Miglia;a2016ScuderiaCameronGlickenhaus,re - Grand Prix, held at in 1926. August19. centlywinnerofitsclassatthe201524Hoursof TheMilleMigliais,ofcourse,ahistoricItal - ClubofBrescia. BetweenoneMilleMigliaandanother, Visitors will have the unique opportunity Thisyear’seventwillcelebratemultiplefea - NürburgringbeforebeingdisplayedatVilla ianover-the-roadeventthatoriginallycov - Todaythe“road-goingmuseum,”asthe muchofthepermanentemployees’timeis to see the beginnings of top level British turedthemes,including:RivalriesoftheAges;the d’Este;a1934PackardChassisCoachbuiltBody, eredthe1,000milesreferencedinitsname, modernMilleMigliaiscalled,hasaturnover spentnegotiatingpermissionforthe“road- motorsport, as a 155B, a 100 th AnniversaryofBMWCelebratingMotorcars ownedbyMetallicafrontmanJamesHetfield;a butwhichcametoanendafterits1957run - ofmorethan€8millionandanetprofitof goingmuseum”toparadeacrossthepublic 700, a Thomas Special and a Halford Spe - andMotorcycles;aRetrospectiveofLagunaSeca 1966LolaT70Mk2Can-Amcarthatleftthefac - ningasopen-roadracesweregenerallyre - €4.5million.Afterpayingtaxesandshare - roadsadministeredby262municipalauthor - cial are expected to be among the 1,000 Raceway;the50 th AnniversaryoftheLamborghini toryasaroadster,buthasbeenconvertedto placedbyclosed-circuiteventsworldwide. holderdividends,thatproducesaclearprofit itiesinmaximumsafety.Thatincludesthe cars lining up on the grounds of Windsor Miura;Supercars;theGreatFerrarisandSports coupeformforvintageracing;anda1955 Today,theMilleMiglia—whichhasbeen of€1.3million.The1000Migliahasnodebts 450carsenteredfortheMilleMigliaitself,the Castle to help celebrate Her Majesty The andRacingMotorcycles. Porsche550Spyderwhosepedigreeandhistory rebornasaneventforhistoriccars—isaprof - anditssuppliersarepaidwithin30days. 110carsthattakepartintheFerrariTribute Queen’s 90 th birthday. For more informa - tion please visit www.concoursofele - Morethan200raremotorvehicles,selected earneditthetitleof“TheMostSignificant itablebusiness,butiswasn’talwayslikethat. Ofthat€8millionormore,about30per - and1500administrativeassistancevehicles. gance.co.uk fromprivatecollectionsaroundtheworld,willbe PorscheClassWinner”atAmeliaIslandin2008. Infact,AndreaDalledonne,whoheadsthe centcomesfromtheparticipants,whopay Thesecret?Alotofworktoincrease ondisplay,including:a1957LanciaAureliaB20 companythatrunsthegreatrace,callsitthe €8,540percartotakepart,thenthereis turnoverandreducecostsinattemptingto n Sunday July 31, will see over 740 vintage bestpubliccompanyintheworld—evenif profitfrommerchandisingandsponsorship createtheeventwithrigidfinancialregula - cars, motorcycles, busses, tractors and bi - theMM’sturnoverismuchmoremodest money.Thecompanyhas11permanentem - tionsandenhancingthestrongpoints. cycles make a 30-kilometer tour through thanmost. ployees,butwhentheraceisonthatnumber Forfurtherinformation,pleasevisit th the streets of Paris as part of the 9 annual Allofwhichhappenedfollowingthe2013 growsto3,000,includingadministrators,se - www.1000miglia.eu/MilleMiglia Traversée de Paris . The route will take the establishmentofthe1000Migliasrl—alim - curitystaff,mechanics,hospitalityandcater - -- Robert Newman participants from Vincennes to Meudon, itedliabilitycompany—bytheAutomobile ingservices. with a huge picnic on the Terrace of the Meudon Observatory. For more informa - tion visit www.vincennesenanciennes.com

n Bonhams’ 9 th annual Greenwich Con - cours d’Elegance Auction generated strong prices for several notable models with an overall sell-through rate of 80 percent. One notable lot was a 1966 Shelby 350 GT “carry over” which sold to an American collector for $159,500.

10 VINTAGE ROADCAR VINTAGE ROADCAR 11 NEWS • what’s going on?

Lamborghini Museum Opens America tops RM Monaco Sale

May’sMonacoauctionbyRMSotheby’s, Thesecond-highestsellingpriceofthenight $3,132,360.Roundingoutthetopthreesales alongsidetheGrandPrixHistorique,soldmore wasforthe1997Porsche911GT1Evolution, wasa1966Ferrari275GTS,chassisno.07805, than$30millionworthofclassiccollectorcars, chassisno.GT1993-117,theonlyknownroad- whichrealizedjustover$2million. toppedbythe$8,226,400broughtinbya1951 registeredexample,andoneofjust14GT1 ForalistoftheTop-10salesvisitvintager - Ferrari340AmericaTouringBarchetta,chassis racecarsinprivatehands.Alsoboastinganex - acecar.com/ferrari-340-america-tops-rm- no.116/A(below),acarwithanextensive tensivecompetitionhistory,theGT1hadjust monaco-sale/ competitionhistory,bothatLeMansandin undergoneacomprehensiverestoration,pass - theTargaFlorio. ingontoitsthirdownerforarecord-breaking

Mecum Portland Inaugural

AutomobiliLamborghiniCEOStefanoDomenicalipresidedatthe tothefutureofLamborghini.TheLamborghiniMuseumisopentovis - openingofthenewlyrevampedLamborghiniMuseumatthecom - itorsfrom10a.m.to5p.m.,MondaytoSaturday,alsogivesvisitorsthe pany'sheadquartersinSant’AgataBolognesenearBologna,Italy.The opportunitytoseecurrentmodelassemblylines(bookingrequired). openingcoincidedwiththefirststageoftheMiuraTour,theowners’ ThisisauniquewayforLamborghinienthusiaststogainacomplete rallycelebratingtheiconicsupersportscar’s50 th anniversarywitha understandingofthelegendarybrand’shistory,whichtodaycontinues journeyofover500kilometersthroughtheItalianregionsofEmilia, onthepathoffounderFerruccioLamborghini'soriginalvisionaryideas. LiguriaandTuscany. Forcompleteinformationpleasevisitwww.lamborghini.com “TheinaugurationofthenewMuseumonthesame dayastheMiuraToursetsoff,sendsoutaclearsignal onLamborghini'scommitmenttohonoringitshistory,” commentedDomenicali.“TheMuseum,whichhasbeen MusclecarsdominatedthetopsellersatMecumAuctions’inaugural designedasanauthenticexperienceforvisitors,willbe Portlandauction,heldFather’sDayweekendatthePortlandExpoCenter. akeyattractionforanever-increasingnumberofarrivals Some300vehicleswerehammeredsoldforatotalofmorethan$9.3mil - fromaroundtheworld.Thenewlayoutnowprovidesa lion,witha1965ShelbyMustangGT350Fastbackpullinginthehighestbid richerexperienceoftheworldofLamborghiniwhereour of$305,000. history,engines,designandtechnologycometogether “ThepeopleofPortlandwereextremelywelcoming,andthelargecrowds inajourneyfromthebrand'spasttoitsfuture.” andstrongbiddingreflectedtheirenthusiasm,”notedMecumpresident TheLamborghiniMuseumopenedin2001,andhas andfounderDanaMecum.“Portlandprovedtobeanexcellentcityfora nowbeencompletelyrenovatedtocreateanauthentic Mecumauction,andholdingitoverFather’sDayweekendgavefamilies experiencethattakesvisitorsonajourneyfromthepast lookingtocelebrateaperfectplacetodoit.” ForalistoftheTop-10salesvisitvintageracecar.com/mecum-auctions- portland-inaugural/

12 VINTAGE ROADCAR VINTAGE ROADCAR 13 NEWS • what’s going on?

Inaugural Swiss Concours a Success

The1 st SwissConcoursd'Elégancedrewa thisneweventpaidtributetoanumberof largeaudiencetoboththespectaculararrival rarelyseenmasterpieces.AHispano-Suiza of14racingandthesubsequent H6BBoulogne,auniquePicPicR2model,Fer - awardceremony,wheretheBestofShowTro - raris,1930-1935racingBugattis,aMercedes- phywasawardedtoaLamborghiniMiuraP400 Benz300SLandotherremarkablevehicles SV.Bornunderthedirectionof“Quail,AMo - helpedanimatethegroundsoftheChâteau torsportsGathering”creatorMathiasDoutre - deCoppet. leau,June’seventatGeneva’sChâteaude Participatingautomobilesweredividedinto Coppetdisplayed53exceptionalautomobiles adozenclasses,withfive“exceptional” asnumerousparticipantsportrayedthem - awardsalsopresented.Afulllistofwinners selvesinperioddresstoaddtothescene. canbefoundatvintageracecar.com/inaugural- Anopen-airmuseumcelebratingthehistor - swiss-concours-success/ icalandculturalheritageoftheautomobile,

14 VINTAGE ROADCAR VINTAGE ROADCAR 15 BY DESIGN by Raffi Minasian

Designer Albrecht Goertz and the Remarkable BMW 507

heBMW507isfrequentlycitedasoneofthemost aheadofthedesigncurve.Duringthistime,HoffmanconvincedBMW speedstreaksthatacceleratefromthefrontandrearwheelopenings beautifullydesignedcarsregardlessofera,originorclas - thattheyneededacartocompetewiththeJaguarXK120,Mercedes- givethecardramaticforwardmotion,accentuatingthebeautifullycom - T sification.DesignerAlbrechtGoertzpennedalithesports Benz300SLandothersportingcarsmakinginroadsintothehigh-end posedwheelopenings.Eventhetallwindshieldbecomesforgotten carwithnearperfectproportions,tautsurfacingand U.S.market.Hoffmanwasright,buttimingandcostsproveddaunting. whenviewingthelowprofile—especiallywhenoneseesthevoluptuous brilliantbrandingsignature,resultinginatimelessexpressionofBMW’s Althoughthe507emergedavisualtriumph,itneveramountedtothe factoryhardtopadorningthecanopywithoutanyoftheclumsiness heritage. salessuccessHoffmanhopedfor.BMWprojected1,000carsforannual seeninsomanyotherhardtopcars.CertainlyGoertzstudiedItaliancar Atage24,GoertzarrivedintheU.S.afterfleeingNaziGermany.After salesat$5,000each,butonly252show-stoppingexampleswerebuilt design,asthereareelementsofItalianinfluencethroughout,mostly twoyearsofoddjobs,hefoundhimselfinLosAngeles,settingupa overathree-yearperiod,causingBMWtolosemoneyonevery507 fromAlfaRomeoandTouring-bodiedcarsand,ofcourse,the1953AC smallshopmodifyingFords.Inspiredbytheemergingcustomcarcul - evenwithitsstaggering$10,000deliveryprice. Ace,buttrulythe507—anelegantblendofGerman,Italianandearly ture,hedesignedandbuiltthe“Paragon,”aradically1940Mer - Themoststrikingfeatureofthe507isthenarrowbodycross-section. sportcustoms—carriesitsownuniquevisualsignature. curycoupe.TheParagonearnedtheinterestofRaymondLoewy,who Theoverallcarissolowandfenderprogressionssotighttothewheels WhileGoertzwouldgoontoworkwithafewothercarcompanies encouragedGoertztostudycardesign,eventuallyhiringhimforfull- thatthewheelsandtiresappearlargeandaggressive,eventhoughthey afterBMW,receivingsome(oftendisputed)creditforearlydevelop - timeworkatStudebaker.In1952,GoertzmovedtoNewYorkand arestandardfortheera.Despitetheratherheftyandupright502ori - mentontheDatsun240Z,andproposingdesignsforPorsche(noneof openedhisowndesignstudio,wherehewouldworkonawiderange gins,Goertzdrewalowbeltlineandhighrockerstogivethecaratrim whichweremanufactured),the507wouldremainthepinna - ofproductsincludingMontblancPens,variousconsumerproductsand sideview.Thefrontfenderswerepushedforwardandthehoodline cleofhiscardesignwork.Today,roughly80percent aspecialeditionSteinwayGrandPiano.Theyears1953-1955,however, lowereddramatically,beguilingtheall-newV8enginethatlurkedunder oftotalproductionstillexists,mostofwhich wouldprovetobeapivotaltimeforGoertz,ashebefriendedMaxHoff - thegentlycrownedhood.Althoughthecowlistall,itisdrapedgradually arebeautifullyrestoredandvaluedin man(BMW’sU.S.importer)whoeagerlyhiredhimtodesignboththe overthewidefrontalarea.ThegrilledepartedfromtheBMWtwinup - theseven-figurerange.Althoughthe 503and507seriescars. rightopenings,elongatinghorizontallyandpushingtheleadingedge 507nearlybankruptedBMW,likemany UnderGoertz’scarefulhand,the503becameabalancedandpure outwardtoaprominentanddistinctivepoint(afeaturelaterechoedin risksinthecarbusiness,itprovedthat statement,advancingasmoothsingularenvelopedesignwithaninte - shark-nosedBMWcarsofthe1960sand’70s). BMWwascapableofbuildingacarthat grated,moderntwin-grillefasciareminiscentofthefinestItaliandesigns The507fenderlineracetrackstheperimeterofthecarwithoutin - couldexcite,inspireandperform—a ofthetimes.Goertznotonlyimprovedupontheratherformalandro - terruption,creatingasinewyexpression,swellinggentlyoverallfour provenvisionembodiedintheir tund501,hisdesignadvancedperceptionsofBMWasacompany wheels.Amongthemanydelightfuldetailsthroughoutthe507,the currentofferings.

16 VINTAGE ROADCAR VINTAGE ROADCAR 17 profile 1937 BMW 328 Amazingly Modern

story & photos by j. michael hemsley

1937 BMW 328

18 VINTAGE ROADCAR VINTAGE ROADCAR 19 profile 1937 BMW 328

ometimes, when asked for a list of significant cars, a mar - que can be overlooked. It is seldom because the marque isn’t important; rather it is often a case that the marque is thought of as being “modern.” BMW has claimed such an important place in the import car market, that its his - S tory is overwhelmed by the company’s modern status. Then an opportunity comes along that brings all that his - tory back into focus. Such was the case for this profile of Lothar Schuettler’s 1937 BMW 328. When the company’s history is re - searched, the speed of the early development of BMW’s automobiles is impressive, and the 328 represents the apogee of the company’s pre- WWII history. The BMW 328 is a significant automobile in so many ways. Having experienced the car on the road, it was pleasing to read that others shared the impression that the car imparted. said that he thought the BMW 328 “was probably one of, if not the most advanced two-liter sports car of its time.” Craig Cheatham, in his 2004 book titled Vintage Cars , simply called the BMW 328 “amazingly mod - ern.” So, how modern is the 328 and how is it that a car built in the late 1930s has such a reputation? bayerische motoren Werke In a perverse sort of way, lovers of BMW motorcycles and automobiles have to be thankful that the company was an important contributor to the losing German war machine in two world wars. Had those conflicts turned out differently or not happened, BMW might still be in the busi - ness of making aircraft engines and not “ultimate driving machines.”

The company that would become Bayerische Motoren Werke was orig - between the wars and after WWII, when BMW used the roundel super - inally founded by , son of Nikolaus August Otto, inventor of imposed on the front of aircraft in the articles. The badge, or roundel, the internal combustion engine. Gustav Otto started an aircraft manu - represents a section of the Bavarian flag, which has alternating white and facturing company, Otto-Flugzeugwerke. Production problems in the blue parallelograms. There are also claims, all unsubstantiated, that the early years of WWI and health problems resulted in Otto’s selling his flag comes from the Bavarian anthem, which in part is “die Farben Seines stake in the company. The company was then renamed Bayerische Himmels, Wei ß und Blau” or “the colors of His sky (heaven), white and Flugzuegwerke before it became a part of the engine manufacturer Rapp blue.” Motoren Werke. became the head of the company in aircraft engines 1915, and in July 1917, the company name was changed to Bayerische BMW-built aircraft engines powered some of the best German fighters Motoren Werke. in WWI. The quality of those fighters resulted in BMW having to destroy Before going any further, let’s clear up the mythology of the BMW all its aviation parts after the Armistice. The Allies had no interest in Ger - badge, which was created in October 1917. There are many stories that many being able to resume military production. Still, BMW got back into it represents a stylized spinning propeller. While that is not true, BMW the aviation business between the wars, producing a nine-cylinder radial unknowingly bolstered that story with a couple of aircraft engine articles Pratt and Whitney engine under license. The company’s competence was

20 VINTAGE ROADCAR VINTAGE ROADCAR 21 profile 1937 BMW 328

into the channel when the brakes were applied. As with all motorcycles of the time, it was pretty spartan. automobiles It wasn’t until 1928 that BMW got involved with automobiles through the purchase of Fahrzuegfabrik Eisenach. Auto production had begun in Eisenach in 1896. In 1904, the name Dixi was adopted for the products. The British Austin 7 was licensed by Dixi in 1927 and produced as the 3/15 DA-1, for 3 gears, 15 horsepower, Erste Deutsche Ausführung (First German Version). In order to enter the automobile market, BMW bought Automobilewerk Eisenach in 1928 and started building the Dixi. As BMW grew as an automobile manufacturer, they moved away from the small, boxy Dixi to more sporting and sporty automobiles. Beginning on New Year’s Day, in 1929, the Dixi was badged as a BMW, the first automobile to use the Roundel. BMW then began to improve the 3/15 and, in July 1929, introduced the 3/16PS DA-2. This updated version had a wider body without running boards, four-wheel brakes and a distinctive radia - tor. More models were added over the next few years—the ’29 DA-3 was a two-seater with a pointed tail, the DA-4 was a four-seater —in all, there were six body styles. Sales were good. Through the spring of 1932, 25,356 Dixis and BMW versions were sold. BMW cancelled its agreement with Austin in March 1932, when they took their next big step in automobile production. When Auto Union was formed, left to join BMW as its chief engineer for automobiles. Fiedler designed the car that replaced the Dixi, the 3/20 PS Type AM (Auto München). It was an up-market car with a pushrod, overhead-valve, 782-cc engine on a central backbone frame. The car used swing axles in front and transverse leaf springs and swing axles in back. It came in sedan, cabriolet and roadster bodies made in Sindelfingen by Mercedes-Benz. BMW and Mercedes complemented each other more than they competed, so there was a close relationship between the companies. Improvements came quickly. The Type 303 was produced from the spring of 1933 into 1934. About 2,300 were made. It had a small, six- demonstrated by its modifications to the Pratt and Whitney engine that gines, BMW looked to other opportunities for its factories. In the search cylinder engine mounted in a tubular frame with the side rails and cross - increased power output from 450-hp to 1,000-hp. As Germany slid to - for another product, BMW shop foreman and motorcycle enthusiast members welded for rigidity. It was the first vehicle to use the ward aggression again, BMW provided engines for some of the Luft - Martin Stolle suggested they build motorcycles. The head of engineering, “neisenformig”—the kidney-shaped grille that has become as much a waffe’s key airplanes. One engine, a 14-cylinder radial, powered the Max Fritz, was initially reluctant, but he decided to address the project symbol of BMW as the roundel. The story of the grille shape is that it was Focke Wolfe 190 fighter. BMW also built the world’s first mass-produced in his spare time. The result was the very successful R32 motorcycle in used on a custom roadster built in a bodyshop in Bruchsal, Germany, jet engine for the Heinkel HE 162, although that airplane was produced 1923. It was successful because it was rugged and quick, with its trian - owned by the Ihle brothers. Relegated to a junkyard, the car was seen too late in the war to have any effect. The result of BMW’s return to build - gulated frame and low center of gravity. The horizontally-opposed engine by Fiedler, who adopted the Ihle grille design for the BMW 303. The 303 ing military aero engines was the same after Germany’s surrender in 1945 and shaft drive became the model for nearly all BMW motorcycle engines debuted at the Motor show in 1933. as it had been in 1918. The company was again out of the airplane engine even up to today. Not quite Art Deco, but certainly streamlined, it set the The 303 became the Type 315 with a 1490-cc engine producing 34-hp business. This time, though, they found a lasting opportunity. While no design tone for later BMWs. The R32, although better than a motorized or 40-hp with Fiedler’s specially designed triple carburetors. The 315/1 propellers would be a part of the company’s inventory this time, the com - bicycle, was in many ways still archaic. It could do 60 mph, although that was first produced in 1935. It was a graceful car with flowing fenders that pany would now concentrate on vehicles with wheels. speed was not recommended for prudent riders since it had clincher evolved into the 327 and 328 a few years later. The sports version, with motorcycles rims—if a tire went flat, it would come off the rim. And the rear brake its attractive lines, rear wheel spats and a top speed of 75 mph, drew at - After the Treaty of Versailles forbade the manufacture of airplane en - consisted of a channel bolted to the spokes with a V-block that pressed tention internationally. Its performance at the Alpine Trial impressed H.J.

22 VINTAGE ROADCAR VINTAGE ROADCAR 23 profile 1937 BMW 328

Addington of Frazer Nash enough to cause him to import the cars, slightly era, though, was the 328 Spyder Roadster. This was a design for BMW’s modified, to Britain and call them Frazer Nash BMWs. Mille Miglia racecar and its lines are completely and beautifully stream - Evolution probably isn’t the correct word to use in the development lined. of BMW models in the 1930s. BMW was lightning fast when compared There is much more to the 328 than its beauty. Mechanically, it is a to other auto manufacturers. The staffs at Mercedes and Auto Union marvel. The engine was a cast iron 1971-cc, inline, six-cylinder with hemi - were huge compared to BMW, but development at BMW was furious. spherical combustion chambers (take that Dodge). It had what appeared The 315 soon became the 319 when the engine displacement was in - to be a dual overhead camshaft engine, but it was a less complex ap - creased to 1911-cc. The 326 was introduced at the 1936 Berlin Auto proach than DOHC. The aluminum head had one cam operating the inlet Show. This model was even more streamlined. It had a new box section valves. The exhaust valves were operated by horizontal pushrods that frame with torsion bar suspension in the rear and a new 1971-cc engine ran across the head. The engine with its three downdraft Solex carbure - producing 50-bhp and a top speed of 72 mph. A total of 15,936 four-door tors produced 80-bhp and pushed the car to a top speed of 95 mph. The sedans bodied by Ambi Budd, about 5,000 two- and four-door cabriolets frame used twin tubes to provide a stiff chassis. Drum brakes were hy - by Autenrieth and 641 with special bodywork were produced during its draulic on all four wheels. Its rack and pinion steering was very precise. production run, which did not end until May 1941. There were also der - Front suspension was independent with lower wishbones, a transverse ivations of the 326—320, 321, 327, 329, 335—but the most sporting of semi-elliptic , and lever arm shocks; the rear suspension was them was the 328. a live axle with semi-elliptic springs and lever action shocks. The end re - bmW 328 sult was a car that was light and quick with incredible handling. Compe - Visually, the 328 is just beautiful with its gently sweeping fenders, tition results came quickly. Three 328s were entered in the 1936 Ards headlights integrated into the bodywork, cut down doors and body lines Tourist Trophy and won their class and the team prize. Prince B. Bira was that were curved to match the door shape. As already mentioned, it was 3rd overall at the Donnington Tourist Trophy in 1937. Standard 328s were said to be the most modern and successful two-liter sports car of its time. 4th through 7 th at the 1938 Mille Miglia. At Le Mans in 1939, a 328 was It was certainly a favorite among racers. Possibly the sexiest BMW of the 5th overall and 2 nd in the Index of Performance. It was in the 1940 Mille

Miglia that 328s had possibly their most significant result. Special-bodied car was taken by a soldier during the occupation. Eventually, the car was 328s finished 1 st , 3 rd , 5 th and 6 th in that year’s somewhat shortened race. unearthed and was sold in 1953 for DM 3500 by Walter Riz, a German A total of 462 examples of the 328, plus the streamlined cars built for the national, to William Waechter, who was serving in the U.S. Army in Frank - Mille Miglia, were produced. A prototype for a replacement model was furt. After 37 years, Waechter sold the car to Dr. Fraser of Greenville, also built, but it was never put into production as BMW’s facilities soon South Carolina. The car was in rough shape, however, and Dr. Fraser had shifted to a wartime footing. someone disassemble the car in preparation for restoration. Lothar chassis 85014 Scheuttler, the current owner, recounted what he learned about the car: Some of the history of the 1938 BMW 328 (chassis number 85014) “The man who was supposed to restore it got divorced and moved out profiled here has been lost. That it was produced in 1937 is known. Also of the area, and Dr. Fraser was stuck with all these pieces. Somebody else known is that it was delivered to Schoth & Co. on April 30, 1937. Accord - came along and took the doors apart, straightened them, and painted ing to letters between an American owner of the car, Dr. Jack L. Fraser them—just the doors, nothing else. Never even put them on the car and Jr., and Fritz Huschke von Hanstein, it may have been once owned and make them match – they didn’t even fit.” So, Dr. Fraser had the car in raced by von Hanstein. If so, the car once wore the number plate “SS pieces but was still reluctant to sell it, hoping to find someone to restore 333.” In order to obtain a racing license, drivers had to join one of the it. Nazi organizations, and von Hanstein chose to join the SS. After the war, Schuettler had built a very successful independent BMW repair busi - von Hanstein lost all his property to the Russians and suspected that the ness in the Washington, D.C., area after immigrating to the U.S. and work -

24 VINTAGE ROADCAR VINTAGE ROADCAR 25 profile 1937 BMW 328

ing for what has become one of the top BMW dealerships in the country. He also built a nice collection of significant BMW automobiles and mo - torcycles, most of which he restored himself. He had heard about a 328 in South Carolina and set out to find it and see if he could buy it. When he located the car and Dr. Fraser, he learned that the car was painted white and in boxes. Later, from the chassis number, Schuettler found that the car was originally black with a red interior. But first he had to convince Dr. Fraser to sell the car. Schuettler says, “After I told him about me, and showed him some pictures of my 327, my motorcycle, the 502 convert - ible, and told him that I just wanted it because of my passion. One day he said he would think about it and let me know if I could come down the next week. About a week later, he said I could come down and look at the pieces, but ‘I’m not guaranteeing that I will sell you anything.’” Of course, Schuettler quickly went to South Carolina to see the car. After seeing the car and inventorying the parts for two days, they went to din - ner, and Fraser agreed to sell the car to Schuettler. “The next day I was there with a U-Haul trailer. I put the frame and the pieces in there. That was in 2004.” Schuettler had built a glass-fronted garage—actually more of a show - place—for his collection, complete with his own restoration shop. A visit to that shop shows that he is serious about his restorations. The shop is clean, orderly and complete with all the equipment needed to restore a significant automobile. And restore the 328 he did—completely from the ground up and in only five years. He did everything except the paint and the interior, and the upholstery guy brought his sewing machine to the garage and did the work there. Schuettler reflected about his first shows with the car: “In 2009, I took it to the first show, and we won Best in Show.” That show was in Atlanta. Schuettler and a friend towed the car on an open trailer to the next show in Saratoga Springs, , at the invitation of the Saratoga Automobile Museum. They washed and waxed could pick up the car when Schuettler had it in Hilton Head and take it to otherwise it could blow up on you.” This is another item that it is often His efforts to ensure originality included taking the car completely the car and won Best in Show again, beating all the entrants whose cars their headquarters in Spartanburg, S.C. He agreed, but he emphasized “updated” by owners. A ’60s Volvo, all synchro, four-speed fits right in, apart and building it back, starting from the bare frame. Two examples arrived in 18-wheelers and were attended by handlers. The third show that “sooner or later, I want to get that car back.” Sooner turned into so the original transmission is often replaced. “The shift pattern will show stand out. The engine was rebuilt with new pistons, valves and bearings. was again in Saratoga Springs and resulted in another Best in Show later! BMW then asked if they could take it to the New Jersey headquar - you if you have an original gearbox or a Volvo gearbox.” But a 328 with a The pistons came from a company that makes racing engines—the new award. “I just didn’t believe it; I was in heaven. I knew what I did and ters for display since it was approaching the BMW 100 th anniversary. The Volvo gearbox is not eligible for the Mille Miglia. In response, BMW got pistons are machined using computer technology. The company meas - what I had,” but he didn’t believe others would recognize what it was. car even appeared on a promo tape introducing the new 3-Series. The together with ZF, who made the original transmission. They “introduced ures the old piston and produces a new piston to the owner’s clearance The second time at Saratoga Springs, there were people from the BMW BMW North America CEO was standing with a white 3-series on one side a production line for the original gearbox.” This was an expensive propo - requirements. The suspension has no grease fittings. All parts that need factory there who really know the cars, and they were impressed. There and Schuettler’s 328 on the other side. sition, since an assembly line had to be built, along with castings. The lubrication—suspension parts, steering box—all have a little copper line are many 328s out there, but many of them have been modified with a There is good reason that the company has often borrowed this car. transmissions are available for $21,000, and are considered authentic. going to them from a hydraulic cylinder with heavy oil (gear lube). BMW different gearbox, 12-volt systems and different carbs. The BMW people With one minor exception, it is original. Shluettler points out: “With this There were fewer than 500 328s built. So it is important to restore recommends that the driver pump a small pump two or three times to appreciated that this was a very original 328, and that resulted in Schuet - [car], I took a lot of time and made sure every line was laid exactly as it them to original condition. Schuettler says, “My estimate is that half of lube all the parts every 100 miles. They all have a “leather girdle” to pre - tler and his car being separated for a while. “Four or five years ago, BMW was from the factory. One of the biggest reasons for me was to make it them may be left. The only thing I have done to the car that is not original vent the oil from leaking and dust from getting in. Many other 328s have from Germany approached me. They had built an experimental car and one of the most authentic ones.” It has the original engine; 85014 is both is to put an oil filter on [it]. The original car had no oil filter, but it had an had the copper lines removed and grease fittings added—not Schuettler’s. wanted to show it at Pebble Beach in a display that would honor the 75 th engine and chassis number, so this car is completely right. He kept the oil cooler in front of the radiator. To adapt an oil filter was very easy. The BMW 328 #85014 is a beautiful, original and important automobile. year of the 328. They wanted to put an original 328 on the side of the original 6-volt electrical system—often an item upgraded by other own - line that went to the oil cooler was fed into an adaptor for an oil filter Driving impressions [experimental car]. They asked me if they could have [my] car, so they ers. Then there’s the gearbox. The transmission has a non-synchro first then to the oil cooler. I even have the original hose, so I can just take out My wife says, “Getting old is not for sissies.” It is also not good for get - took it.” BMW paid for Lothar and his partner, Gretchen Carroll, to attend. and second gear, with synchro on third and fourth. “The gearbox was one the oil filter [to return it to complete originality.]” ting into some old cars. I thought the fact that Schuettler’s 328 had sui - “Then I got contacted by BMW of North America.” They asked if they of the weak points of the car. You have to take special care of the gearbox,

26 VINTAGE ROADCAR VINTAGE ROADCAR 27 profile

cide doors would make it easy to enter. I was wrong. The combination of Another tribute for Schuettler and his fine 328 will occur about the space being restricted by the large steering wheel, the small door open - timeS this mpagazeine isc pubilishfedi. Locok foar the tcar ion oa golfn courss e in Cal - ing, and a deteriorating hip joint prevented me from being able to get ifornia this August. my left leg into the cockpit. So, I was relegated to the passenger seat. length: 153.5 inches While disappointing, it was a good thing in one way—I would never have Width: 61 inches driven Schuettler’s car the way he did. height: 49 inches Schuettler demonstrated the starting procedure—“Turn the key, pull Wheelbase: 93 inches the choke, and hit the button. And pray.”—that comment from Gretchen Front track: 45.5 inches Carroll as she watched us prepare to take a ride. “On the dash, you have rear track: 48 inches timing, which can be retarded, second is choke and third is accelerator Weight: 1638 pounds position. The choke does not automatically increase idle speed. It is really engine: cast iron, inline-6 with aluminum head only to start the car, and after the car starts, the choke should be put in Displacement: 1971-cc immediately. The car is kept running by putting the idle speed up. The bore/stroke: 66 millimeters/96 millimeters other adjustment on the dashboard is for the radiator. You have louvers compression ratio: 7.5:1 in front of the radiator that you close up in order to make the car get horsepower: 80 bhp warm. When it’s hot, you push them open. There is no thermostat.” induction: three downdraft solex carburetors Under way, Schuettler is on the gas from the start, smoking the tires transmission: Four-speed manual, non-synchro 1st and as we leap up his neighborhood street. With non-synchro first and second 2nd, synchro 3rd and 4th gears, it requires double clutching, but he is very smooth with his shifts, Frame: tubular steel ladder-type chassis appropriate after his comments about the transmission. We rush up the Front suspension: independent with lower wishbones, street, and my first thoughts are that it is too bad that this magazine does transverse semi-elliptic leaf spring not include sound. This car sounds incredible when you get on it. Schuet - rear suspension: live axle with semi-elliptic springs tler is determined to give me quite a ride. The neighborhood has some shocks: hydraulic, lever-action easy corners and some 90-degree intersections. The car corners flat— steering: rack and pinion very flat. The steering appears light and precise. Then Schuettler turns brakes: Four wheel hydraulic, 11-inch drums down a street with a cul-de-sac. At first I figure he will slow a bit, but no, Wheels: 16-inch knock-on pressed steel he took it as speed!—a great demonstration of both handling and steer - tires: 5.25x16 ing. Then, after accelerating, he showed me how well the brakes work— hands off the wheel, he locked up the brakes. The car stopped straight and fast. As the tire smoke rolled over us, I commented that, “This car just doesn’t fit in 1937.” Schuettler’s reply was, “That’s what people say about this car: it doesn’t feel like a 1936 car.” After that ride, Cunningham’s comment came back to me. The 328 is certainly one of, if not the, best sports car of its era. In fact, it may be the best sports car built for many years after WWII. tributes The best tribute to Schuettler’s competence as a restorer is his cars. He has incredible skills, and possibly more knowledge of classic BMW au - tomobiles then anyone outside the company. Certainly this 328 has also earned the recognition of the company that originally built it, which is high praise. In 2011, Schuettler was presented with the “Professor Dr. Gerhard Knöchlein BMW Classic Award” by the BMW Vintage and Classic Car Club. “This award honors individual club members who have been particularly instrumental in preserving and disseminating the history of the BMW marque. The award was conceived in memory of the founding president of the BMW Veteranen-Club Deutschland e.V., Prof. Dr. Gerhard Knöchlein.”

28 VINTAGE ROADCAR VINTAGE ROADCAR 29 vintage roadcar interview David Madeira CEO, LeMay—America’s Car Museum

VR : So, why don’t we start off at the my years working in higher education, mostly very beginning. When and how were in fundraising and marketing, so I was never you first bitten by the bug? active in any kind of car community for a long DM: Well, I grew up on the East Coast, in period of my life. Then back around 1990, I New England, where in the ’50s and ’60s, the got bitten by the motorcycle again…I was so British invasion really took place. You know, tired of just working, so I bought a Honda ST all the Triumphs and MGs and all the sports 1100 motorcycle and began to do serious rid - cars coming over from the GIs coming home ing again. from WWII and all. So it was always around as ceo of lemay—america’s car museum, madeira has overseen not only the museum’s creation, but also its rapid growth and expan - me and I’ll never forget when the neighbor VR : So that was like a gateway drug? sion over the four short years it’s been open. David madeira across the street—I was 7-years old, so he had DM: Yeah, which literally led me to motor - to be 17—came home with a black MG MGA cycling around the world… really adventure and go on a motorcycle and get away to for - And I did and got the job. We packed up in VR : Do you think it was a help, in the , in 1957. He pulled into the drive - motorcycling is my passion. So I bought that eign lands. I’d get three weeks and go do it. 2002 and moved out to start the museum. grand scheme of things, to have not “I’ll admit to loving way with it and I’m standing there just spell - bike in the late ’90s, and then I bought an ’83 But, my automotive involvement was not come directly from the car community bound. Porsche 911 SC Convertible that I still have as broader than that. VR : You say going into it you were itself? Was that a hindrance or help, do speed and loving to something to fool around with. But around looking forward to a new challenge. you think? drive. I want nothing VR : That seems to be a pretty com - that time, I read a story about a motorcycle VR : So, how did you transition to Did you realize at the time how big a DM: You know, you’re the only guy who mon story among many enthusiasts. trip across and I called the guy, he becoming the CEO of the America’s Car challenge it was going to be? has ever asked me that, and kudos to you be - to do with robotic cars DM: Yeah, so there is this guy who is to happened to live in Chicago, he was in the Museum? DM: No, you know, when I built marketing cause it’s what I have said for quite some time and paddle shifters. I me, you know here’s this stud, and I’m a kid Robb Report and I said, “I’ve got to meet you, DM: I was boarding a plane in 2001 and I and development programs for schools like now. It was absolutely beneficial that I did not and he’s got a cool sports car. So that caught I’ve got to do this.” And he was nice enough picked up the Wall Street Journal and there the University of Texas at El Paseo, or was come from the car community. I came in want a stick shift and a my eye and I was paying more and more at - to meet and I said, “Where you going next?” was this article in there about Harold LeMay part of a billion-dollar campaign, those efforts open-minded, knowing that I’d never run a tention there, I think. I didn’t have a lot of And he said, “Tibet to Nepal no one’s done it, having died and leaving behind his amazing were far easier than building this museum. museum, never tried to build a museum and clutch. I don’t want all money, but the other thing that caught my I got a Chinese government permit.” To which collection of more than 3,000 cars, trucks Raising the money for it was the most difficult didn’t know much about the car community the assists. I want to eye at the time were the motorcycles and all I replied, “I’m going!” and away we went. In and motorcycles…it was just a crazy story project I’ve ever experienced. other than I loved cars and motorcycles. the Triumphs and BSAs were also coming 2000 we rode from Lhasa, Tibet, to Kath - and I was bored and tired of living in the And so I was open and I had to ask ques - feel what I’m doing.” over to the U.S. and so I got into motorcycles mandu, Nepal, over the Himalayas on, virtu - Midwest…I grew up on the ocean; I wanted VR : It must be extremely gratifying, tions and didn’t come with preconceived no - early and I guess that’s where the bug really ally, no road. And that began 16 years now of to get back to the ocean. Somewhere in read - though, to see how well it’s all come to - tions. And one of the first things we did with began. When I went off to college, I rode adventure motorcycling—all over the globe, ing the story I realized that the family and gether now in such a relatively short the board was to visit not only a great number 1,000 miles to college on a Honda 350. which I continue to do. people of Tacoma wanted to save the collec - period of time? of the auto museums in this country, but we tion and build a museum and it seemed to DM: You know, it is. Sometimes when I went and looked at art museums and we went VR : Wow, that’s commitment! VR : After buying the 911, at what me that they didn’t have a plan yet—or a just get to pause and I look around at this to places like Disneyland and Epcot and Uni - DM: It was a 1969 CL350 and I did that point did you start getting more in - leader. place like on this Father’s Day weekend when versal Studios and Santa Monica’s 3rd St. three times. A couple of times it was 300 volved in the hobby? Somewhere in that article there was a clue there were about 3,000 people here and you Promenade. Then we went to Europe and miles a day and another time it took about a DM: I was consulting—we were based in and I made a phone call, and sure enough just see the kids with their dads, or with looked at the corporate museums like Mer - week with another guy on his Triumph Bon - Chicago—but I was consulting in Texas with they were doing a search, so on a whim I grandparents and moms, with smiles on their cedes, BMW and Porsche and in Italy some neville and we did back roads and just had a universities. University of Texas, University tossed my application in. When I got home I faces and I think, wow, this really is pretty family museums. You know, we spent a lot of if granted one automotive wish, great time going across America. So, that was of Maine, Curry College. So, I wasn’t really said to my wife, Lynda, hey, cars are fun and cool to have done this with the help of a great time and effort learning what to do and also madeira would love to drive the le really my orientation to it all. And then I grew into any community actively at that point in this looks like a challenging thing and and many, many people, of course. what not to do. mans-winning Gt40...at le mans. up and became a lawyer and I spent most of time. When I got the chance, it was get out Puget Sound’s beautiful, I’m going to inquire.

30 VINTAGE ROADCAR VINTAGE ROADCAR 31 vintage roadcar interview a conversation with David Madeira

an avid motorcycle enthusiast, madeira has undertaken numerous adventure motorcycling tours over the past 16 years, including this David madeira, at the wheel of the lemay’s 1927 lasalle 303 roadster during the 2011 mille miglia. madeira ranks this lasalle as one of one through the himalayas. his favorite cars due to his 1000-mile italian adventure with it.

VR : There’s an interesting common achieve with it? was to begin to support the few educational The schools ignore them as they push every - from us to help make it possible for them to museums are doing, but we think it’s impor - thread there in that Terry Karges, who DM: Yeah, thank you. institutions that are doing a good job of train - body into liberal arts. From the President on do that and give them an entre into a mean - tant if we’re genuine about saying we are a heads the Petersen Museum, came Most museums have their educational pro - ing young people for full-time careers in au - down they talk about it all the time, you’ve got ingful career. And I really love that aspect of 501C not-for-profit educational institution. from a background of working with grams, which work closely with the schools tomotive and applied arts because the skill to get your liberal arts degree. Well, baloney. what we are doing because it harkens back to That’s how museums get their tax deduction. amusement parks. So, I think you al - and that’s a wonderful thing and we do that sets they apply to arts are very related—those We’re outsourcing everything in this country. Europe and the guilds and you had appren - We’re taking it seriously. The name museum most have to have that kind of experi - too. But, we began to realize that there’s a of preservation and restoration. We realize Try to outsource your plumber. tices and you had journeymen and you had didn’t fit when you think about the things ence if you’re going to make it in this couple of other parts of this that need to hap - that if the activities of the collector commu - So, we began to identify schools like Penn masters. we’re doing. The museum name has always environment today. pen. Enthusiasts have little opportunity to re - nity are going to exist, if there are going to be College of Technology and McPherson Col - We are trying to provide that opportunity bothered me as having a stodgy, dusty image DM: I agree, and I think Terry’s brought ally get out and use their automobiles and be car shows in the future, if there are going to lege and began to provide them with needed for young people, which in turn, keeps the of the past. some good changes there and I’ve had a close part of a social network promoting the use of be concours d’elegance then these old cars support. Then we began to provide young collector community alive, keeps the auction relationship with that board over the years. collectible vehicles, even today’s collectible need to be preserved and restored. Cars need people with scholarships to go to these scene alive, keeps all of those things alive. So, VR : Museum is sometimes viewed as Some of those guys are friends and I think vehicles, not just vintage. To get out in the to be driven and men and women who built schools and then began to provide intern - to me, it distinguishes us from a traditional a static term. that Terry was a good choice. comraderie of others and enjoy the auto in a these carsm, or know how to repair these ships at museums and collections around the museum and by the way, we’ve given out over DM: Yeah, exactly. And our purposes are network of friends. So we began to do that cars, those who know leather craft and metal country so students begin to get hands on ex - the last 10 years nearly $3,000,000 in grants broader than the ones traditionally thought VR : Now, you have a new initiative, through our Club Auto program and a few af - and wood craft and basic mechanics are perience. And last year, we began a program under what was our Hagerty education pro - of so we began to mull that over and thought, where you’ve announced the start of filiate clubs that we had and we have plans to dying. And public schools do a lousy job in of full-time apprenticeships where a young gram. We’ve renamed it in our restructuring, you know, our purpose is beyond just pre - the America’s Automotive Trust. Can expand. meeting the needs and interests of young peo - person would graduate, men and women, and the RPM Foundation, which stands for serving the LeMay collection and honoring you tell me a little bit about why that Then we got involved in providing some - ple in those applied arts for which there are we would place them with a master craftsman Restoration, Preservation and Mentorship. him. Our purpose is really to play a leading came about and what you are trying to thing we think is really important and that very meaningful and well remunerative jobs. in a shop full time for a year with a stipend This is unprecedented of in terms of what role to be at the center of a movement to se -

32 VINTAGE ROADCAR VINTAGE ROADCAR 33 vintage roadcar interview a conversation with David Madeira

trying to organize them, give them special VR : It sounds like part of the mes - opportunities, provide exclusive trips such as sage that presumably needs to be com - our trips to Italy to France with BMW, and municated out there is that the trust do other events locally. More importantly, presumably is going to be nationally we’re bringing them together annually in a focused and not necessarily designed summit with our board to talk about the vi - to benefit the LeMay per se, but to sion that we have and to get their input and broaden the hobby on a national level? to engage them as ambassadors so we really DM: That’s exactly the goal, and we’ve got can create more of a movement in the auto - a long way to go. We just announced, we’re motive sphere to take America’s automotive just getting going, but that is the message. heritage seriously. Through the Concours The Trust itself will not necessarily need to be Club, we’ve created a philanthropic organi - headquartered at the museum over time ei - zation that we hope will be a driving force to ther, and maybe it should not be. Who knows make all of these things possible. where it’s going to go? I don’t know the end result, but I do know that we’re not going to VR : Do you see one of the challenges sit here complacent. We’re always going to in this being the creation of a national strive to serve, to be relevant and to be collab - movement associated with a regional orative. And that’s what we really want. We Under madeira’s direction, the lemay has grown and expanded its many ancillary programs entity? really want to find others who want to collab - including club auto, the rpm Foundation and now the creation of the america’s automotive DM: Absolutely. You know, you’re really orate in something. We all say we believe in trust. astute because what I’ve said from the very this stuff. We all say it’s important to save the beginning is that, being an outsider, I learned classic cars and keep them for future genera - cure America’s automotive heritage. Probably We’re going to try to get more and more ac - pretty quickly that museums of all kinds, tions, and my question is, really, do we? Or is stemming from my legal background I tive in creating affiliate clubs where people even some of the greatest museums, are our day-to-day life about ourselves and keep - thought about the word “trust” and all that it can gather, store their cars and be part of an pretty much thought of as having a regional ing ourselves afloat? We have to take a bold means to people in all of its various permuta - active program. And by getting cars out on the impact. For that reason museums get very lit - initiative, stick to that message and try to live tions. So America’s Automotive Trust is com - road, we are also calling attention to the tle corporate support or broader national that message. mitted to securing America’s automotive importance of these vehicles actually being support. heritage. driven. And to use your word, “static,” get We have 70 corporate sponsors and, led by VR : Let’s change gears just for a How does it do that? Four principle ways. away from the dead image of cars idling away, our Presenting Sponsor, State Farm, we have minute now. Since you’re ostensibly One is by having one of the foremost auto - and just becoming dead. So, we’ve got the mu - five giving over $100,000 a year right now. a motorcycle guy who’s now been motive museums, which does all those tradi - seum, we’ve got Club Auto, and then the RPM We’d love to look to other institutions that immersed in the car world, is there a tional things, but is not just self-focused and foundation that really distinguishes what are like-minded about trying to collaborate particular segment of car, or brand, is the repository for America’s cars. There is we’re all about and shows that we really do in creating a heritage movement. We’d love or type now that you now feel more no Smithsonian for the automobile, so this want to make a contribution to the broad col - to embrace others in an affiliate relationship. passionate about or that really gets you can be a portion of that. There are others who lector community and automotive heritage The trust gives that opportunity to bring in going? are doing that same thing, but we’ve got to through the training of young people. the right entities who want to work together DM: I’m pretty Swiss, if you want to say that. Mille Miglia, in a 1927 La Salle Roadster con - ways like to wrap up with is that if a have that as our centerpiece. Second part of So, as I said, we took a program of the mu - to promote the vision and to promote the vertible, was just amazing. You know, you genie were to pop out of a bottle and our vision is, in partnership with Hagerty, seum, the Hagerty Education Program, and work of any of the entities that are a part of VR : You’re non-denominational? drove night and day and you had to work on grant you one automotive wish, is creating a Club Auto network and creating elevated it to its own separate entity to really it. The Trust will raise money for them and DM: I’m non-denominational. I’ll admit to the car and take care of it and feel how it was there one car—money is no object— driving and auto-centric opportunities up the ante of promoting the message that will find efficiencies by reducing redundancy loving speed and loving to drive. I want noth - doing and urge it along and you fall in love. that you desperately would love to have around the country for those of any means. the skills are being lost and we’re trying to do and by encouraging collaboration. I think its ing to do with robotic cars and paddle People ask me all the time, what’s your fa - if you could be granted it? They may just have a Camaro and they want something about it. important we do this as the collector commu - shifters. I want a stick shift and a clutch. I vorite car here and that ’27 La Salle, would DM: Wow, yeah… it would have to be to be part of a weekend drive out here to The last piece we call the Concours Club, nity is a small community. So we ought to be don’t want all the assists. I want to feel what have to be my favorite car even though there something like the ’66 Ford GT that won Le Wine and Wheels, or a trip around the Great and we have 200 members to date who each collaborating and helping each other more I’m doing. So, I’ve always loved sports cars. are better cars….because of the experience Mans and with it the chance to drive it at Le Lakes based out of Traverse City, or doing have given more than $100,000, whether than just focused on whatever we’re doing in My personal one is a Porsche, but I love with that automobile over those 1,000 miles. Mans. If there’s one thing on my bucket list something out of Allentown driving up they did it through one gift or multiple gifts, our silos. sports cars of all types. that I could do in my lifetime, it would be to through the Poconos. to the museum or the foundation. We’re Speaking of loving to drive, driving the VR : The tough question that we al - drive the 24 Hours of Le Mans.

34 VINTAGE ROADCAR VINTAGE ROADCAR 35 FEATURE

From the Egg to the Ultimate How BMW Conquered America

story By jim richardson PhotoGraPhy By david Gooley

relate this story not to recite BMW history, but to talk about how this maker I of fine performance sedans, considered the epitome of dashing good taste, made its mark in America. BMW wasn’t always as you see it now, building what it calls “The ultimate driving machine.” In fact, BMW started here very humbly, and has come full circle since then. Let me explain: The first BMW I ever saw came waddling into the Union 76 station where I worked when I was 18-years old, back in the late ’50s. It was tiny—in fact, tiny is an exaggeration, minuscule would be more accurate—and it looked like an egg set on three trouser buttons for wheels. It actually had four of them but the back two were pushed together under the car making them appear to be just one. It also had only one door in front like an old refrigerator.

36 VINTAGE ROADCAR VINTAGE ROADCAR 37 FEATURE

“The Isetta is today the largely unmentioned stepchild resulting from a brief affair in the 1950s between two companies on the rebound from the war.”

I stifled a grin as I went over to offer service, because I was in what The little BMW turned over a couple of times and then its 297-cc, sin - their own luxury automobile, which was a big, bloated barge nicknamed might be called a no smirking zone. After all, you couldn’t laugh at a cus - gle-cylinder, four-cycle motorcycle engine buzzed to life. As I say, this was the Baroque Angel, as the 501, and later 502, were nicknamed. Few of tomer’s choice of transportation, especially if he was big and intimidat - my first encounter with a BMW automobile, but obviously not my last. them made it to the States, though they were well built, well engineered ing—and he was. Here was what looked like Humpty Dumpty on wheels. Who could have predicted that the maker of this rather comical little ma - luxury cars. Its owner threw open the door and ejected himself from the thing shout - chine would one day be a leading manufacturer of cars that became the The problem was they were underpowered by American standards, ing, “Fill ‘er up”, followed by a raucous laugh. The guy was huge. He was epitome of conservative good taste, handling and performance in the though the later 502 sported a small, state-of-the-art, aluminum V8; and over six feet tall and displaced 300 pounds easily. eyes of so many Americans? they looked a bit too much like General Ludendorf’s World War I dress Despite being partially disabled by laughter, I did manage to put in 79 Indeed, the Isetta is today the largely unmentioned stepchild resulting Of course, historians would tell you that this was not the first car that helmet for post-war America. cents worth of regular, which filled the Isetta’s little tank. In those days from a brief affair in the 1950s between two companies on the rebound BMW made under license from a foreign country. Their very first car was What was needed was a combination of German engineering and Ital - of 25-cents-a-gallon fuel, a fill for most American cars cost in the neigh - from the war. They were BMW of Germany and Iso of Italy. Iso, like BMW, an Austin Seven built under license from the U.K. beginning in 1928. It ian styling, and the first diffident attempt at that was the BMW Isetta, borhood of three or four dollars, but this fellow handed me a buck and made motorcycles, as well as refrigerators for the Italian market after kick-started BMW to go on to bigger and better things in the 1930s, and which was built under license from Iso. The Germans took the basic de - got change back! He then cantilevered his abundant posterior onto the World War II. They came up with the Isseta by combining the two prod - led to race-winning sports cars that were quite impressive. But then the sign of the Isetta and re-engineered it, providing a bigger engine at 297- seat of the car and closed the door on himself, which caused the steering ucts using a two-cycle motorcycle engine of 198-cc and one front-opening war ended all that. cc, and one more horsepower, upping the total to a thundering 13 by wheel to flip from being folded out with the door to an almost vertical door. The result pushed the definition of the automobile to its lower limit. The Iso Isetta caught the eye of the managers at BMW in the early ’50s using their four-stroke, single-cylinder R25 motorcycle engine and, in ad - position an inch from the guy’s chest. There was nothing left to take away. who were then mostly selling motorcycles, but were also trying to market dition, they provided somewhat better suspension and bigger headlights.

38 VINTAGE ROADCAR VINTAGE ROADCAR 39 FEATURE

was able to emerge at all from the devastation of the Second World War brothers, Herbert and Harold, who were invested in the company, bought Hoffman who fled Germany, and then France, in 1941 and survived the 1930 BmW dixie. was remarkable, because its factories were flattened, and half of its fa - controlling interest, staving off a planned merger with Daimler Benz. This war years in New York selling cheap costume jewelry. It was he who in - cilities lay in the East near Berlin and were confiscated by the Commu - was despite the advice of their bankers. The brothers saved the company, troduced Volkswagen to the United States in the early ’50s, along with nists when the iron curtain came down in 1948. and under their direction it eventually became the multi-billion-dollar Mercedes-Benz, Alfa Romeo, Fiat, Porsche and Jaguar. Hoffman intro - One of the company’s problems was that there was scant profit to be enterprise it is today, but not without further vexing vicissitudes. duced the Volkswagen in 1949, but the company decided to start their made with the to begin with, and the other was that Fiat, Messer - Actually, the Quandts were half-brothers, and Harold was in fact the own distribution network four years later, and not long after that, Mer - schmitt, Heinkel and others started making their own microcars. BMW son of Magda Goebbels by a previous marriage, and the only one of her cedes threw in their lot with American automaker Studebaker. tried to one-up the competition by coming out with a stretched, four-pas - children to survive the war. Today, thanks to the Quandt brothers’ fore - By the mid-’50s Hoffman was bringing several BMW products into the senger adaptation of the Isetta they dubbed the 600 Limousine (yes, they sight and management, the richest woman in Germany is Susanne Klat - United States, and he surmised that a handsome sports car using the V8 called it a limousine) which retained the refrigerator front door but had a ten, daughter of Herbert Quandt, and she gets by on in the neighborhood from the 502 Baroque Angel might do well in the States. BMW manage - second one on the side as well, however it did little to stanch the outflow of $15.3 billion. ment listened to him and assigned Albrecht Graf von Goertz to design it. of cash because the era of the microcar was ending by that time. Of course, the BMW marque might never have come to the United The car that resulted was the 507 sports roadster. It did not become a Again, in 1959, BMW was on the edge of bankruptcy when the Quant States at all had it not been for an automotive entrepreneur named Max major player in the United States, even though none other than Elvis The little microcar was an instant success in Germany, which was still recovering from the war and still getting around on motorcycles in a country where it rains a lot. The Isseta offered the fuel economy of a motorcycle but got you out of the weather, so it was a godsend to Ger - s many, as well as France and Britain later. e

Most Issetas had two wheels in the rear close together in order to i r allow a chain drive and sprocket between them, thus making a heavy dif - e

ferential and rear axle unnecessary. However, the British and Austrian S models only had one rear wheel in order to allow them to be registered 2 as motorcycles. The British version even had the reverse gear blocked off 0

in order to conform to the Kingdom’s laws. 5 In the case of the British version of the Isetta, this made for even worse handling (nobody ever claimed that the Isetta handled well) be - cause it put both the engine and the driver on one side of a three-wheeled car. As a result, even the great racing champion Stirling Moss managed to tip one over. I had the good fortune to be able to drive an 507 Series Isetta 300, years later, that belonged to David Raab, a well-known microcar collector, and I must say it was great fun, though beyond cramped. Now I know how a duck embryo feels in the shell. It was also intimidating to operate in traf - fic. At one point a huge 18-wheeler came up behind me at a traffic light and had me saying a silent prayer. There was the piercing scream of air brakes, followed by the bouquet of hot air and diesel fumes, and the onrushing intrusion of a radiator the o size of a movie screen coming up behind me. He stopped in time, but I m knew I was totally invisible to the driver sitting behind and above me. i 700RS L

However, he was a pro and let me accelerate out of his clutches before he started rolling. 0 700 Coupe

The Isetta kept BMW afloat, but it was not a moneymaker. And the 0

Baroque Angel 502 ceased paltry production in 1958, so the company 6 was once again in financial straits. Of course, the mere fact that the firm

40 VINTAGE ROADCAR VINTAGE ROADCAR 41 trademark twin kidney grille. But the new look was much sleeker and cleaner than the boxy-looking 1800 models. Power was provided by a new, 2- liter (121.4-cu.in.) twin-cam, four- cylinder engine that pumped out 113 horsepower using a single Solex car - buretor. The 2000 CS European ver - sion came with a more powerful “Neue Klasse” 1500 twin-carb engine and fared in head - lights, but it would not meet the smog requirements of the time so they were not imported commercially, though a few examples did make it into the United States. Round sealed- beam headlights were also required, BMW was able to fill with its smart looking and changed the look of the car a bit too.

S “new class” car called the 1500, touting its In 1967, I was at a BMW dealership to purchase a used VW notchback

C engine displacement of 1499-cc. sedan that a previous owner had brought back from Europe. My 1959

0 Its styling was smart, clean and attractive, Chevrolet Biscayne, six-cylinder with Powerglide was used up. But this

1600 TII & 0 and became the basic template for BMW for turned out to be a very special day indeed because the salesman at the

0 the next 40 years. There are those who say dealership was the brother of a good friend of mine, and though I was

1600 Bauer 2 that Giovanni Michelotti did the initial de - just there to buy a used VW he let me take one of the 2000 sedans out sign work, and there is evidence to support for a spin. version of this car dubbed the 700 RS that Hans Stuck campaigned suc - that, but the styling was refined and polished by in-house designer Georg I was amazed. I was used to big, wallowing American sedans with soft cessfully in Europe in the late ’50s. Getting my six-feet-tall, 210-pound Bertram supervised by director Wilhelm Hofmeister who came up with springs, primitive brakes and slow steering. And yes, I was familiar with Presley bought one when he was stationed in Europe with the army, and presence into the passenger seat took some doing. My feet were resting the “” at the C-pillar, which has since become as synony - the muscle cars of the period, which were the same big wallowing then brought it back to the States when his tour of duty was up. on the ½” welded steel tubing covered by a thin aluminum body shell at mous with BMW as the twin-kidney grille. sedans, but with huge heavy engines. Yes, nothing would outrun them By the mid-’60s Hoffman—who had introduced so many European cars the front of the Lilliputian machine, and I had to scrunch my shoulders The 1500 also came with McPherson strut front suspension and disc from 0 to 60 and they could a set of Firestones for a block, but they to the U.S. market—decided to go exclusively with BMW thanks to the to stay out of the way of the driver. brakes, which, along with its body and aluminum engine, navigated a road course like a drunken sailor, and were dangerously financial turnaround and the new models that emerged when the The engine made a thump-thump-thump sound at idle, but worked its made for a light, nimble and economical car. The result was a hit, and sloppy in turns and under braking. Quandt brothers took over on December 9, 1959. way up the scales to a high C, as we went through the gears. The tiny made BMW a major player in Europe and, finally, the United States. Soon Not so the 2000 series BMWs. They were quick, agile, responsive and The series 600 stretched version of the Isetta did not do well, but an - roadster had suspension reminiscent of a go-cart, but the car was very the 1500 was developed into the 1600 and 1800, offering up slightly a joy to drive. Their four-speed transmissions had well thought out gear other new model, the 700, built on a lengthened version of the 600 chas - nimble and responsive through the turns. And because of the car’s more powerful engines and updated suspension that made the car a ratios, and their engines were free-revving. Also, their interiors were sis, put the company back on the road to success in Europe. As it diminutive size, light weight and minimal ground clearance, it seemed pleasure to drive. As a result, the company was well on its way to building comfortable and nicely appointed, with enough room for a man my size happened, Wolfgang Denzel, the BMW distributor in Austria, commis - like we were going the speed of light. My kidneys may never be the same. what today it calls, “The Ultimate Driving Machine”. with a hat on. I was in love, but the Bimmer was out of my league. My sioned Giovanni Michelotti to come up with some ideas for a coupe and I can’t imagine how Stuck was able to cope with such cramped condi - I say on its way, because a friend of mine owned one of these briefly budget could barely manage a used VW. There was no way I could afford a two-door sedan that looked more like conventional automobiles. tions and backbreaking suspension at speed on a long hill climb at 60- and let me drive it in the early ’60s, and my impression of his car was a sporty European car, even if I had taken a second low-paying job. What he conjured up was a handsome line of small cars, still using plus years old, but he did, and in doing so made the 700 series famous. that it was over-priced, under-powered and that it looked like a cramped With the 2000-2002 series the company was on its way to becoming what amounted to a modified and enlarged R67 motorbike engine. It was The company was turning out 155 of the coupes and sedans a day soon Corvair. But then there were a lot of such cars from Europe trying to make the eminent luxury performance automaker it is today with its beautiful, a rear-mounted, horizontally-opposed, air-cooled power plant that dis - thereafter. To penetrate the American market successfully, however, it in America at that time including Simca, DKW, Saab and even Skoda, classy and elegant sedans, coupes and sports cars. But also in another placed 692-cc (42.5-cu.in.). The little 700 coupes and sedans were hand - BMW needed something a bit more substantial, and that is where the so the 1500 didn’t seem unusual. way the company has come full-circle of late. That’s because it is back to some, economical and offered reasonable performance, so they did well 1500 came in. But then, in 1966, BMW came out with the 2000 pillarless coupe. It building a little English car and, of course, I am referring to the new Mini, in Europe. Again, the collaboration between the Germans and the Italians The marketing niche for the compact sedan was largely covered by the was designed by Wilhelm Hofmeister and was based on the 1800 chassis. which is a re-creation of Britain’s most successful small car originally pro - was a success. Borgward Isabella in Germany throughout the ’50s, but Borgward went The look was beautiful, but evolutionary rather than revolutionary and duced by BMC in Britain and called the Austin 850 or Morris Mini, 50- I had the unique fortune a few months ago to bum a ride in a racing bankrupt in 1961, freeing up skilled engineers and leaving a niche that featured the now standard identifying Hofmeister Kink, as well as a small plus years ago. We live in interesting times.

42 VINTAGE ROADCAR VINTAGE ROADCAR 43 driven • 1976 BMW 2002 1976 BMW 2002

driven classics at a glance 1976 BMW 2002 SPECIFICATIONS length: 4470 mm / 176 in Width: 1590 mm / 62.6 in height: 1410 mm / 55.5 in Wheelbase: 2500 mm / 98.4 in Front track: 1342 mm / 52.8 in Plains, N.Y. Under the tutelage of Frank and Santo Spadaro, he learned rear track: 1342 mm / 52.8 in about his funny, funky little car. The car soon became a runner again. With engine manufacturer: BmW m10-series no more money, he did a rattle can paint job that didn’t look half bad. engine type: spark-ignition 4-stroke College now loomed in his future. Carter sadly sold his dream Bim - Fuel type: Gasoline mer. He got an E30, OK, but not vintage. He then got a 5 series. It had Fuel system: carburetor fog lights and a stick, but it just wasn’t him. Ultimately, he saved up and carburetor: solex 32/32didta got his 2002 back. It was very tired-looking. Carter learned vinyl wrap - now dual dcoe Weber sidedraft ping and covered the car. He went to numerous car shows and people charge system: naturally aspirated road test were so happy to see that he had the car back. It was time, though, to valves per cylinder: 2 make the car nice; he got an orbital sander, sanded through the wrap cylinders alignment: inline 4 he Bavarian Motor Works was established in 1916. Orig - These cars were the begin - and a previous plasti-dip and the rattle can paint, and got right down displacement: 1990 cc / 121.2 cubic inches inally building aircraft engines, at the end of World War ning of BMW’s now long reign to bare metal. Then—he learned to paint. Bore: 89 mm / 3.5 inches I, they were forced by terms of the Versailles Armistice as a leading manufacture of He also learned engine work. Then he—dare I say it?—started to “Hot stroke: 80 mm / 3.15 inches T Treaty to end production, so they moved on to motor - performance machines. Rod” his little friend. Under the hood went larger valves and a new cam, compression ratio: originally 8.1:1 now 9:1 cycles. The first car from BMW was the Dixi based on When you decide to get high-compression pistons, a milled head, 123 ignition, Dual 40 DCOE horsepower net: 71.5 kW / 97 Ps / 96 hp the British Austin 7. World War II had them back in the yourself a classic car, what do Weber sidedrafts, Ireland engineering equal length headers and for bet - (sae net) @ 5500 rpm aircraft engine business, with, in the end, not-so-great success. you choose? Something that ter cooling a radiator out of a 320i. New suspension has Bilstein sport now pushing 150 bhp By 1958, the automotive division was in a sad state. On the brink of was a poster on your wall, or shocks and Bavarian Autosport springs with poly bushings. Gluing it to torque net: 144 nm / 106 lbs-ft @ 3500 rpm insolvency, they decided to jump into the world of economy cars. They perhaps more likely, something that you saw on the street or in a mag - the road are 15x8 rims shod with Toyo Proxes 205 tires in the front and bought the rights to build the Italian Iso Isetta. The little car soon helped azine as a kid? But what if you weren’t born at the time of your dream 225s in the rear. To know how fast he is truly going, a Speedhut GPS BMW get back on its feet. car? How does it get on your radar? speedo takes the place of the vague original. The body has been performance In 1962, the “Neue Klasse” series of car production began. These How about Playstation Gran Turismo 4? That’s where a 14-year-old cleansed of all its chrome and impact bumpers and period-appropriate were coupes and sedans with fully independent suspensions, MacPher - Carter Kelly Cramer first saw a BMW 2002. That funny, funky little car flares have been added. It has a very ’70s Trans-Am vibe. Inside, Cor - top speed 104 mph son struts and disc brakes at the front. BMW widened its range in 1966 mesmerized him. At 16, a friend took him for a ride in a 1976 2002. He beau buckets hold you firmly in place as you grab the Momo steering 0-60 mph 10.7 seconds with the addition of the 02 series, 1602 and 2002 two-door “Sports was hooked. No WRX Subaru or “Tuner Car” for Carter, he wanted the wheel and start going through the gears. Sedans.” With these shortened versions of the Neue Klasse cars, BMW real thing—a vintage 2002. You definitely need something holding you tight as the output of this Fuel consumption 19.9 mpg caught the eye of auto enthusiasts worldwide. A search of eBay found him his dream, but when it arrived it was little beast is just about double what it originally came with. Also, with more of a nightmare. The car simply was not what it was stated to be; all the suspension work and tires, it’s running on the proverbial rails! there were a lot of things wrong, but there were still a lot of things The side pipe that dumps just in front of the left rear tire has a growl VALUATION right… after all, it was a BMW 2002. that grabs you by the guts and says “it’s time to play!” Its rough and The first modification made by Carter was unintentional. A 16-year- ready; you want to go and empty a tank of gas with it many times over. old + dirt road + “wonder if I can drift this thing?” equals straight into a Is it original? No. Price When new $6,000.00 wooden fence, with the stereo flying out of the dash, the hood ripping Is it stock? No. up, the windshield wipers shooting off into the woods like bullets, and Is it fun as hell? A very big yes! concours $30,000 excellent $ 16,300 steam jetting out of the radiator. As Carter and his ride continue on their journey, more things will be Good $ 9,200 Very little money came from the insurance… what to do? This started done, more miles will be covered…and I’m sure the folks back in Bavaria Fair $ 6,400 Carter on a new road. will dig it, big time. He jumped into the deep end and started learning auto mechanics. In - Thanks to Carter Kelly Cramer for sharing his Great Pumpkin. terning every day after school at Dominick Foreign car repair in White -- Sean Smith

44 VINTAGE ROADCAR VINTAGE ROADCAR 45 photo gallery

Copperstate 1000 California Mille Arizona Highways Northern California April 10-13, 2016 April 24-28 , 2016

1 1 1) dennis and Karen chookaszlan’s 1957 corvette; 2) the 1957 jaguar 1) the calm before the start at the Fairmont hotel in san Francisco; cozzi special of rick and nancy rome near roosevelt Bridge; 2) john davis’ 1940 super, 4-door convertible; 3) richard 3) the elegant 1935 rolls royce Phantom ii sports limousine of john Plavetich’s 1956 lancia B20s leads the way; 4) a 1939 ss100 at full chat; and Bernice tulloch; 4) dean and allyson rogers park their 1955 mer - 5) Paul colony’s 1955 mercedes-Benz 300sl Gullwing . cedes-Benz 300sl Gullwing in front of the longhorn Grill during a rest Photos by Hammer/Taupier stop. 5) the 1964 alfa romeo 2600 touring spider of david Word and judi Beisler motor through saguaro national Park. Photos by Howard Koby

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46 VINTAGE ROADCAR VINTAGE ROADCAR 47 photo gallery

Greystone Mansion Mille Miglia Concours d’Elegance Brescia-Rome-Brescia, Italy Beverly Hills, California May 19-22, 2016

May 1, 2016 1) stefan rybczynski’s 1947 2500 ss spider colli, which 1) ed Berghino’s 1935 morgan super sport took home Best of class competed in 1948; 2) the 1949 dagrada Fiat 750 siluro of luc Brandts honors; 2) 1935 Bugatti type 57 ventoux of Bruce meyer won Best in from the netherlands; 3) american john devine took part in his 1956 1 1 class; 3) the Petersen museum’s 1914 Petite speciale; 4) 1974 citröen Ferrari 500 tr spider scaglietti; 4) the 1947 Fiat 1100 s Barchetta ala 2cv6 of deborah and ron rader; 5) this lovely 1971 Fiat abarth 1000 d’oro of italian entrant Gianfraco mazzola; 5) Germany’s carsten eckert Bialbera Gt coupe was brought by jeff and david Brynan. prepares his 1928 alfa romeo 6c 1500 s. Photography by Howard Koby Photography by David Gooley

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48 VINTAGE ROADCAR VINTAGE ROADCAR 49 photo gallery

Concorso d’Eleganza Villa d’Este Lake Como, Italy May 21-22, 2016

1) the “concept cars and Prototypes” category included the 2016 Pin - 1 infarina h2 speed track car, the 2016 alfa romeo disco volante by tour - ing and the 2015 mazda rX vision coupe; 2) this 1975 Ferrari 365 Gt/4 Berlinetta Boxer that was part of the “cars of the stars” class was once owned by clint eastwood, while the Ferrari 275 GtB/4 next to it was previously the property of steve mcQueen); 3) corrado lopresto’s unique prototype 1961 alfa romeo Giulietta sZ coda tronca was pre - sented half restored down the midline!; 4) Beautiful villa d’este; 5) the 2016 alfa romeo disco volante by touring; 6) 1968 Fiat moretti 850 sportiva ss heads the “Petite Performance” display. Photography by David Gooley 2

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50 VINTAGE ROADCAR VINTAGE ROADCAR 51 performance guide

52 VINTAGE ROADCAR VINTAGE ROADCAR 53 bmw performance guide

BmW 3-series (e36) how to Build and modify By jeffrey Zurschmeide and eddie nakato The BMW 3 Series has for many years set the benchmark for performance and luxury. Even at this benchmark, though, these cars can be dramatically improved. Each major compo - nent group of the car can be modified or upgraded for more performance, so you can build a better car that's even more balanced and refined. If you want to make your E36 a quicker, better handling, and more capable driving machine, this book is your indispensable guide for making it a reality. Although the stock BMW is a more-than-capable sports sedan, veteran author Jeffrey Zurschmeide delves into all the different methods for extracting more performance, so you can make your E36 even more potent. He explains how to upgrade handling and control through installation of after - market coilover springs, bushings, anti-roll bars, and larger brakes. Producing more power is also a priority, so he shows you how to install and set up a cold-air intake, ignition tuners and exhaust system components. You are also guided through work on cylinder heads, cams and pistons. In addi - tion, you're shown the right way to install superchargers and turbo kits. If your 3 Series is making more power, then you need to get that power to the ground; guidance is provided for upgrading the transmission and limited-slip differentials, as well. $26.95 cartechbooks.com

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