SAHJournal

ISSUE 291 MARCH / APRIL 2018

SAH Journal No. 291 • March / April 2018 $5.00 US1 Contents

3 PRESIDENT’S PERSPECTIVE SAHJournal 4 CENTURY OF AUSTRALIAN AUTOMOBILE MANUFACTURE ENDS ISSUE 291 • MARCH/APRIL 2018 A HISTORICAL REVIEW AND PERSPECTIVE 8 SAH IN PARIS XXIII THE SOCIETY OF AUTOMOTIVE HISTORIANS, INC. 9 RÉTROMOBILE 43 An Affiliate of the American Historical Association 11 BOOK REVIEWS

Billboard Officers Louis F. Fourie President SAH Board Nominations: related to Rolls-Royce of America, Inc. This Edward Garten Vice President Robert Casey Secretary The SAH Nominating Committee is includes promotional images of Rolls-Royce Rubén L. Verdés Treasurer seeking nominations for positions on the automobiles photographed by John Adams board through 2021. Please address all Davis. Other automotive history subjects Board of Directors nominations to the chair, Andrew Beckman are sought too. Only digital images are Andrew Beckman (ex-officio) ∆ Robert G. Barr ∆ at [email protected]. needed. Accordingly, if you would like your H. Donald Capps # antique automotive documents and photos Donald J. Keefe ∆ Wanted: Contributors! The SAH digitized for free, just contact the editor at Kevin Kirbitz # Journal invites contributors for articles and [email protected] to confirm the assign- Carla R. Lesh † book reviews. (A book reviewer that can read ment. Then mail your material, and it will be John A. Marino # Robert Merlis † Japanese is currently needed.) Please contact mailed back to you with the digital media. Matthew Short ∆ the editor directly. Thank you! Vince Wright † Your Billboard: What are you Terms through October (†) 2018, (∆) 2019, and (#) 2020 Correction: The masthead of issues working on?... or looking for? Do you need Editor 289 and 290 featured the new board mem- help? Don't suffer in silence; put the word Rubén L. Verdés bers, and there was a typo in the surname out to your fellow members. To place a 7491 N. Federal Hwy., Ste C5337 of new board member Robert Merlis. With Billboard announcement, simply contact Boca Raton, FL 33487-1625 USA apologies to Mr. Merlis—accuracy is a pri- the editor: [email protected] [email protected] [email protected] mary goal of this publication, and correcting tel: +1.561.866.5010 errors is an ardent part of that process. Publications Committee Free Digitizing Service: The Thomas S. Jakups, Chair Patricia E. Chappell editor is seeking documents and photos Louis F. Fourie Christopher G. Foster Front cover: This is the tailfin of a 1962 Royal. The cover selection was inspired by and Donald J. Keefe used in our feature article on Australian automotive manufacturing. This photo and the others in Rubén L. Verdés the article came from the SAH's image archive, which is accessible to members on the SAH website Steve Wilson (via secure password login). Here's a direct link to that page: SAH Journal (ISSN 1057–1973) http://autohistory.org/members-information-library-index/photos-and-images If you don't have a password, go to the home page and click on the box that says "SAH Members Log is published six times a year by The In" and then click on the text that says: "Forgot your user name or password?" Society of Automotive Historians, Inc. Subscription is by membership in the Society. Back cover: This Chrysler Royal ad appeared in the December 1957 edition of The Reader's Digest. Membership dues are $50 per year ($60 Note that while this was not sold in the United States, as a Chrysler it had some features related to its American kin, e.g., the "Forward Look" and "pushbutton control." (From the editor's collection.) per year outside North America & Mexico); digital membership dues are $20. Dues and changes of address go to: Submission Deadlines: Society of Automotive Historians, Inc. Deadline: 12/1 2/1 4/1 6/1 8/1 10/1 c/o Cornerstone Registration Ltd. Issue: Jan/Feb Mar/Apr May/Jun Jul/Aug Sep/Oct Nov/Dec P.O. Box 1715 Mailed: 1/31 3/31 5/31 7/31 9/30 11/30 Maple Grove, MN 55311-6715 USA Note: the SAH Journal is a bimonthly publication (printed 6 times a year) and there is ©2018 a two-month horizon for submitted material before it is mailed (e.g., material sub- The Society of Automotive Historians, Inc. mitted by February 1st appears in the Mar/Apr issue and is mailed on or before 3/31.) www.autohistory.org All letters, manuscripts, and advertisement submissions and inquiries go to the editor. Join, renew and more right on-line! 2 SAH Journal No. 291 • March / April 2018 PPresident’sresident’s I fi nally visited Rétromobile in Paris this past February, as well as using the op- PPerspectiveerspective portunity to see the Schlumpf Collection and the nearby Museum owned by the manufacturer along with new SAH t has fi nally dawned on me that I had bet- Director Bob Merlis. All these venues were Iter start getting through my bucket list be- most impressive. Included was the Paris fore my compression expires, the lights fade, Dinner where I asked Kit Foster to continue the suspension groans, rust tries to take hold, his eminent role of presenting the Nicolas- the electronics module short circuits itself or Joseph Cugnot Awards to Anders Clausager the catalytic converter decides to plug the for Wolseley: A Very British Car and Manuel system up. Accordingly, I have been invading Lage for Los proyectos desconocidos de CETA the frequent fl yer points and spreading my y PEGASO. A hearty thank you is extended wings in search of car museums and events to Kit, Laurent Friry, Peter Moss and Thomas to visit. And you know what, the battery is Ulrich for organizing this dinner. now fully charged and the “check engine” On my return trip I stopped off in the dare not show itself! UK and drove out to Oxford to meet my Last year members of Automotive counterpart, Barry Blight, Chairman of the Historians gathered in Adelaide newly independent Society of Automotive on the occasion of the closure of Historians in Britain. Barry was the consum- production at the nearby Elizabeth plant mate host and we benefi ted from open dialog and the end of all Australian automobile and sharing thoughts about the future of our manufacture. It was the ideal opportunity two Societies. to take in one of the last plant tours and Looking ahead, a second European participate in a conference at Adelaide and unique models. An unexpected treat was Conference is planned for March 29 – 31, University. Also included was a gathering fi nding a collection of many Eastern Block 2019 at the Louman Museum, Den Haag, of over 1,500 collector on the Bay to cars. The Netherlands. Just across the border Birchwood Classic Run. Australians love their cars and it would in Essen Germany is the Techno-Classica A most appealing Holden Commodore appear that a larger proportion of younger scheduled for April 10 – 14, 2019. This is SV6 Black Edition treated me to 4,800 people seem to be enjoying the hobby than the German equivalent of Rétromobile. kilometers (3,000 miles) of rewarding driv- we have in North America. Is it a case that Hopefully by the time you read this the ing and wonderful scenery together with many youngsters have developed an appre- “members only” section of the SAH website carefully planned museum visits. The Aus- ciation of machinery on farming holidays will have close to 5,000 images that refl ect sie independence was very obvious in GM, with relatives or been under the guidance the many museums recently visited. Ford, Chrysler and BMC/Leyland variations of someone who has had such rural roots? —Louis F. Fourie NEW MEMBERS Roger White (4423) Ken & Marsha Freese (4430) Peter & Debbie Stephens (4478) Severna Park, MD Diamond Springs, CA Dublin, OH [email protected] [email protected] [email protected] John Nikas (4424) Chris Montgomery (4468) Kathleen Bergeron (4481) Huntington Beach, CA Bethesda, MD Salisbury, NC [email protected] Princeton University Library (4471) [email protected] Dave Peterson (4425) Princeton, NJ Len Holland (4482) Dublin, CA Gregory A. Cagle (4472) La Jolla, CA [email protected] Cary, NC [email protected] Wim Van Roy (4426) [email protected] Tim Ludbrook (4483) Mechelen, Belgium Larry Printz (4473) , United Kingdom [email protected] Boynton Beach, FL [email protected] Edward Tilley (4427) [email protected] Keith & Dana Bisson (4485) Cary, NC Darryl Holter (4474) Palo, IA [email protected] Los Angeles, CA [email protected] George K Newberry (4428) [email protected] John Koller (4487) Wall Twp, NJ Carly Starr (4475) Dousman, WI [email protected] Sacramento, CA [email protected] Jeff Mahl (4429) [email protected] Jean-Pierre Record (4488) St. James City, FL Jeffrey S. McVey (4476) Tarbes, France [email protected] Boise, ID [email protected] [email protected]

SAH Journal No. 291 • March / April 2018 3 nized the opportunity. Being progressive and to keep unit costs down, he also sought the business of other Brothers franchise holders in other states. To cater to these needs he agreed to establish plants in other states, starting in 1919 with a plant in the state of Victoria and expanding to Sydney, New South Wales, in 1920 and in Brisbane, Queensland, in 1923. This progressive approach to diversifi ed regional plants convinced franchise holders of other makes to become clients of Holden. On November 1, 1926, General Mo- tors acquired distribution rights from the previous franchise holders and established assembly plants in or close to Melbourne, Sydney, Brisbane, Adelaide and Perth. Pre- viously in 1924 GM had contracted for all 11962962 CChryslerhrysler RRoyaloyal their bodies from a newly built Holden plant at Woodville near Adelaide. After reaching a production high of EENTURYNTURY OFOF UUSTRALIANSTRALIAN UUTOMOBILETOMOBILE AANUFACTURENUFACTURE NNDSDS 46,820 Holden bodies in 1927, the Depres- C A A M E sion wiped out production, reaching a low of A HIISTORICALSTORICAL REEVIEWVIEW ANDAND PEERSPECTIVERSPECTIVE 1,651 units in 1931. Fearing that a competi- tor might swoop in and acquire an almost ctober 20, 2017, marked the end of automobile shortly after the war. destitute Holden, GM bought the company Oautomobile manufacture in Australia Besides Holden’s, the leading body in April 1931. However, the government when the last Holden Commodore left manufacturers prior to 1930 were T.J. soon stepped in with the requirement that the Elizabeth factory. Toyota production Richards and Sons in South Australia, Al- the new -Holden’s Ltd. con- had ended earlier in the same month. The lied Motor Industries Ltd. in Melbourne tinue making bodies for competitive clients. Australian government decided not to offer and in Sydney Garratts Ltd. (, Willys The based pickup called the any tariff protection or any other form of and Overland) and Smith and Waddington Coupe Utility, shortened to ute, is the body assistance to the local industry, hence the Ltd. Smith and Waddington catered to style Australians claim credit for. Ford was closure of the industry. luxury makes such as Rolls-Royce but also fi rst in 1933, with Holden following the next In August 1917 the War Protection Act built closed bodies for Studebaker, Chrysler, attempted to ban imports of fully-built cars Dodge, Hudson and Essex, and open bodies because of the desire by the Hughes Federal for Studebaker and Essex. They were liqui- Government to reduce shipping cargo sub- dated in March 1931 with the assets taken ject to sinking by the German navy. Facing over by Amalgamated Motor Bodies Ltd. strong protests from the automobile trade, the government allowed one fully-built car Holden for every two chassis as a means to limit cargo. This immediately created a need for Holden traces its origins to 1856 when body manufacturers. 21 year old James Alexander Holden entered With a century of automotive manu- the saddlery business in Adelaide, South facture, Australia effectively became the fi rst Australia under the name J. A. Holden and country to create a local content component Co., using the Holdfast slogan for its prod- for imports. Prior to World War II ucts. By the end of the century the business this local content was restricted to body had expanded to the extent that the manufacture. During the war the role of Forces fi ghting in South Africa’s Boer War Director of Ordinance, the top government sourced many of their requirements from post to coordinate military production, Holden. was given to Holden Managing Director, With the introduction of the 1917 tariff Laurence Hartnett. The success of meeting restrictions, Bert Cheney of Adelaide, who 11934934 FFordord V8V8 uteute the military requirements convinced all the held the franchise for Dodge Brothers in his relevant parties that Australia had reached region, approached Ted Holden, grandson year. The popularity of this body design soon manufacturing maturity and this extended of the founder. Although Holden had only spread to most manufacturers because it was into a concerted effort to build a complete produced a handful of car bodies, Ted recog- an ideal fi t for the rural needs of the country.

4 SAH Journal No. 291 • March / April 2018 in Adelaide, Brisbane and Sydney, followed they gained a controlling interest in Richards in 1930 with a Fremantle plant. which was renamed Richards Industries in Until the of the Holden car, the 1941. Full control occurred in 1946 and the Ford Prefect from the UK was Australia’s name changed to Chrysler Dodge DeSoto best seller. Other UK-sourced cars were the Distributors Ltd. In June 1951 Chrysler Consul, Zephyr, and Zodiac, which along Corporation of Detroit acquired 85% of the with North American models gave Ford a Australian operation, which was renamed comprehensive range. The fact that the 1957 Chrysler Australia Ltd. and 1958 Canadian Ford model years were An early Chrysler unique to Australia skipped while the 1956 model continued was the Royal built from 1957 to 1963. 11956956 FFordord MainlineMainline uteute through 1957 and 1958, indicates consider- Australia did not receive the completely new During the Depression years banks were able body pressings took place in Australia. reluctant to fi nance car purchases but utes The large American-designed Ford was qualifi ed because of their utility capabilities. replaced by the locally built 1972 LTD, and It took until 1957 for Ford to duplicate this UK-sourced cars were the Escort, Capri and idea in North America with the Ranchero, Cortina, the last of which received a straight- with Chevrolet introducing the El Camino six unlike in Britain. two years later. The arrival of the Falcon in 1960 gave Another semi-practical body style from Ford its most effective competitor to the 1935 was the Sloper, a coupe style with best-selling Holden. Early teething troubles folding rear and large trunk opening with the Falcon allowed Australian engineers built on the chassis of , Oldsmobiles, to justify the need for local engineering AAbove:bove: 19591959 ChryslerChrysler RRoyaloyal BBelow:elow: 11962962 CChryslerhrysler RRoyaloyal Pontiacs, Chevrolets and large Vauxhalls. which soon produced a Falcon that had no relationship to its American counterpart. Covering these later locally-engineered Falcons, Fairmonts and LTDs is beyond the scope of this article. After announcing its intentions on May 23, 2013 ceased manufacture on October 20, 2016.

Chrysler, , Rootes, Mitsubishi bodies in either 1955 or the tall fi nned 1957 range for , Dodge and DeSoto. 11937937 PPontiacontiac SloperSloper The origins of Chrysler and Mitsubi- Instead the 1954 designs continued through shi Australia began in 1880 with Tobias 1955 and 1956 with minor trim changes Because the back window was not part of the Richards who started building horse-drawn and in 1957 the bodies sprouted fi ns and opening, it was not a true hatch, but it came carriages. The fi rst motor bodies arrived a wraparound window at the rear, with a close. Some open bodies on the Vauxhall in 1913. T.J. Richards and Sons Ltd. was revised nose. The wagon version was called Caleche and Vagabond were not offered in incorporated in 1916 and became a public the Plainsman and the Wayfarer was the the UK. Further discussion of the post-War company in 1924. Dixi and Studebaker were ute equivalent. Like the Ford Falcon, the II Holden is outside the scope of this article. early clients and later Standard cars from the UK plus European cars such as and Ford Fiat were added. Although Dodge bodies were fi rst built Ford Australia, a subsidiary of Ford by Holden and Frost, in 1922 T.J. Richards Motor Company of Canada, was founded and Sons secured the body needs of the on March 31, 1925 using a temporary wool Dodge distributors in South Australia. While storage warehouse in Geelong, Victoria, Holden ceased supplying Dodge bodies dur- from June 1925. Previously Tarrant Motor ing 1928, they continued to furnish Chrysler Company (see below under “British Motor and Plymouth bodies through 1935. 11961961 CChryslerhrysler WWayfarerayfarer uutete Corporation and ”) had as- Richards remained solvent during the sembled many Model Ts. Unlike most other Depression and acquired the defunct Dun- large manufacturers, Ford did not buy out a can and Fraser Ltd. in 1930 that was also local body builder as a means to establishing in body manufacture. Chrysler Dodge Dis- itself in Australia. A new factory was started tributors (Australia) Pty. Ltd., fully owned nearby at Norlane, in Corio Bay which began by Australians, was formed in 1936 when 18 assembly of the Model T and from 1928 the distributors of Chrysler, Dodge, Plymouth Model A. In 1926 assembly plants were built and DeSoto formed an alliance. A year later

SAH Journal No. 291 • March / April 2018 5 Australian Valiant designs continued to stray British Motor Corporation and British Melbourne, but PMC continued to produce from their American equivalents. Leyland utility versions of the /A50/ Rootes Australia produced cars under A55 plus the assembly of Austin-Healey, the Humber, and Sunbeam brands Tarrant was an early pioneer in Aus- MGA and MGB along with other BMC from 1946 to 1965, whereupon the compa- tralian automobiles and would evolve into commercial . In September 1968 ny merged into Chrysler Australia following Melbourne Motor Works, a subsidiary of Larke Consolidated industries sold PMC to the purchase of Rootes by Chrysler. Until Allied Motor Industries Ltd., a company that Leyland Australia and PMC focused on then Chrysler Australia’s small car offering was building as many as 500 bodies a month bodies. was the Simca Aronde for which they created in 1918. In February 1930 this operation In 1947 Austin of Britain purchased a controlling interest in the former Ruskin Motor Body using the facility for local ute and roadster bodies based on the Austin A40 chassis. In 1947 Lord Nuffi eld purchased the Victoria Park Racecourse in Zetland, New South Wales. This 57-acre facility called Wa- terloo began assembly of the and Oxford in March 1950. British Motor Corporation (Austra- lia) Pry. Ltd was formed in 1954 and was composed of the (Australia) Pty. Ltd., Nuffi eld (Australia) Pty. Ltd. and Fisher & Ludlow (Australia) Pty. Ltd. The merger of BMC Australia and Leyland created the British Leyland Motor Corporation of Australia Pty. Ltd. in May 1968, whose name changed in December 11962962 SSimcaimca ArondeAronde P60P60 1971 to Leyland Motor Corporation of a unique not found in France. changed its name to Ruskin Motor Bodies Australia Ltd. Rootes was the fi rst British manufacture to Pty. Ltd. which expanded to become one By moving the radiators ahead of the invest in an Australian assembly plant in of the largest body builders by 1939. This front cross members on the Farina-bodied 1946 at Port Melbourne, in Victoria. This plant at Dudley Street in West Melbourne and Wolseley, room was plant would also build the Dodge Phoenix continued through April 1958. found for a 2,433 cc six-cylinder engine (us- from 1968 and the Mitsubishi Galant from The Morris agent for Adelaide from ing the B-series 1,622 cc four) creating the 1971, but production ended in November 1913 to 1919 was Motors Ltd who mainly Freeway and Wolseley 24/80. Additionally 1972, which saw the demise of the Hillman used Ruskin Motor Bodies in Melbourne Hunter, with other Rootes nameplates hav- but Morris used multiple sources for their ing departed earlier. bodies. Motors Ltd. was taken over by Chrysler Australia Ltd sold its Tonsley Murray Aunger Motors, which changed to Park plant to Mitsubishi Motor Corporation Franklin Motors. Franklin was taken over by of Japan in 1980, renaming the company SA Cheney. Morris used Holden from 1926 Mitsubishi Motors Australia Ltd. (MMAL) through 1934 except in 1931. in 1981. The Japanese Galant model became Austin appears to have used Holden fi rst the Sigma and later the Magna which sporadically from 1920 but regularly from 1925 through WWII, except for 1931. SA 11963963 AAustinustin FreewayFreeway 2433cc2433cc Cheney also secured the Austin agency in 1926 for Victoria. Other body builders for the Wolseley 1500/Riley One-Point-Five Austin in the late 1930s were Austin Dis- body with a revised front created the Austin tributors, Pressed Metal Corp. in Sydney, Lancer and Morris Major, with fi ns later UK & Dominion Motors in Brisbane and added at the rear. The Australians used the Winterbottom in Perth. Austin/Morris 1800 (ADO17) to create the Pressed Metal Corporation (PMC) was Tasman and Kimberley X6 with a transverse a joint venture between the Austin agents, six cylinder 2,227 cc OHC engine based off Larke Hoskins, and Chrysler distributors, the Maxi four-cylinder. 11983983 MMitsubishiitsubishi MagnaMagna GLXGLX prototypeprototype Larke, Neave and Carter, both in the state The most ambitious Leyland design was of New South Wales. Body manufacture the large P76 built in 1973 and 1974 at the was wider by 2.6 inches than its donor design began in the late 1930s in the Sydney suburb Zetland plant with either a 2,623 cc six or from Japan. MMAL manufacture ended in of Enfi eld. Following the creation of BMC ex- 4,416 cc V8 engine. To practical March 2008. Australia, Austin car assembly moved to Australians its one redeeming feature was a

6 SAH Journal No. 291 • March / April 2018 Pressed Metal Corporation. In 1968 Datsun Other Assembly Operations resumed assembly at the Motor Producers Limited (MPL) Clayton plant in Melbourne The Peugeot 203, after winning the rug- then owned by Germany. ged Redex Trial outright, was assembled by bought this plant in 1976 and Volkswagen Canada Cycle and Motor Co. in 1953 and manufacture ended shortly thereafter. Volvo 1954 in a former Melbourne aircraft hangar cars began assembly along with Datsun. Nis- in the suburb of Tottenham. From 1960 to san left Australian manufacture in 1992. October 1964 this location assembled the Studebaker Lark and Gran Turismo. A Peu- Toyota and Australian Motor Industries geot 203 Styleside ute was built by cutting AAbove:bove: 1962-641962-64 MorrisMorris MajorMajor EliteElite BBelow:elow: 11970970 AAustinustin 18001800 uteute down a the French panel van model. began assembly with Continental and General Distributors their Tiara model using Australian Motor Pty. Ltd. located at West Heidelberg, Mel- Industries (AMI) in April 1963. Thereafter bourne, an affi liate of Canada Cycle and the Crown, Corona and Corolla were added Motor Co., took over Peugeot assembly and to the Port Melbourne assembly line. AMI later Studebaker from late 1964 to August also assembled Standard, Triumph, Rambler 1966. and Citroën were added to and Mercedes-Benz. the assembly line. Renault (Australia) Pty. The origins of AMI largely involved the Ltd. bought this plant in August 1966 but when in 1929 operations ceased in July 1981. J.F. Crosby secured the agency for Victoria. Willys-Motors (Australia) Pty. Ltd. What began as Eclipse Motors Pty. Ltd. be- began assembling from their Salisbury came and Standard Motors, changing plant in Brisbane in March 1958. This plant to Standard Motor Products Ltd. in 1952. was 74% owned by Kaiser Corporation In this year local ownership of this operation of Toledo, Ohio. amounted to 88% of the shareholding. At There were a few attempts at a fully this stage a new plant had been created at built Australian car, such as the Lincoln, Port Melbourne with the Standard Vanguard Summit, Hartnett and Zeta but their respec- as its most popular model with engine as- tive lifespans were pretty short. sembly occurring in 1955. The commencement of Mercedes-Benz Regrets assembly in 1958 resulted in the name change trunk that could carry a 44-gallon drum. to Australian Motor Industries, a name that The impact of the failure of the Austra- After the P76 ceased, Leyland production would last through 1987. In October 1960 lian government to provide any protection was limited to the and commercial AMI secured the franchise for the Rambler to their domestic has vehicles at the Enfi eld plant but operations brand from American Motors Corporation become painfully obvious now. The Austra- ended in March 1983. (AMC). AMC cars were produced by AMI lian dollar has dropped and the huge export through 1978, becoming the last North revenue, particularly from Toyota is gone. Volkswagen, Datsun Nissan and Motor American cars assembled in Australia. Many of the supporting industries have cut Producers Limited The recession of 1960-61 resulted in back drastically as they search for new busi- heavy losses for AMI resulting in the loss of ness or have simply gone under. Australians In 1957 Volkswagen Australia Ltd. the Mercedes-Benz franchise and a loan of who think back to the signifi cant role played was formed with assembly using the newly $584,000 from Leyland Motors and AMC. by the auto industry in World War II now acquired Martin & King facilities at Clayton, Leyland had taken over the Standard and Tri- realize the strategic loss of all these shuttered near Melbourne, which had been assembling umph interests. This loan was converted into operations should confl ict impact the coun- Beetles since 1954. Pressing of sheet metal shares in 1967 giving Leyland 29%, AMC try. Any politician who might think that a panels began in 1960 followed by engine 10% and Toyota 10% of the ordinary shares. revival could be possible fails to recognize manufacture in 1967. Facing declining Australians owned the remaining 51% plus that this industry grew incrementally from a market share in 1968, Volkswagen Australia any preference shares. Toyota gained major- time when cars were simple. Their complex- rearranged its operations. The assembly plant ity ownership resulting in a name change to ity today makes any revival hopes a hill too at Clayton became Motor Producers Limited AMI Toyota Ltd. in 1985. Two year later steep to climb. All other major countries (MPL) as a subsidiary of Volkswagen A.G. Toyota gained full ownership. provide subtle trade barriers in the form of Domestically-owned LNC Industries Lim- In 1994 Toyota manufacturing moved local content, local manufacture, ownership ited formed a full subsidiary, Volkswagen from the old Port Melbourne facility to a restrictions, emission standards and unique Australia Pty. Ltd. to handle all sales and newly constructed $420 million plant at safety requirements, with the latter two evi- distribution in Australia. Altona, Victoria. After an announcement dent in North America. But not Australia, The Datsun Bluebird was assembled on February 10, 2014 the Altona plant was where imports face no hurdles at all. from 1966 for about a year and a half at the closed on October 3, 2017. —Louis F. Fourie

SAH Journal No. 291 • March / April 2018 7 later, Enzo ’s jealousy of him and his misbegotten attempts to enter the popular car market. The publisher, Fundacion Jorge Jove, was represented by two generations of Joves, Angel Sr. and Angel Jr. and their spouses. Anders Clausager has twice received the James J. Bradley Distinguished Service Award for excellence in the preservation of historic materials, once while at the British Motor Industry Heritage Trust, and again at Jaguar Daimler Heritage Trust. This is his fi rst Cugnot. Sr. Lage is also a repeat honoree, having received the Other-than- English Cugnot for his book on in 2009. SAH president Louis Fourie welcomed all the members and guests, while award Left to right: Anders Ditlev Clausager, author of Wolseley, a Very British Car, Angel Jove, Jr., of publisher Fondacion Jorge Jove, Manuel Lage-Marco, author of Los proyectos desconocidos presentations were made by Kit Foster, co- de CETA y PEGASO, SAH president Louis Fourie, organizer Kit Foster. Photo: Peter Moss. organizer, with Peter Moss of the Society of Automotive Historians in Britain and Paris SSAHAH ININ PARISPARIS XXIIIXXIII host Laurent Friry, of the European meetings. GGLORYLORY ANDAND HONOR,HONOR, ANDAND SOMESOME CHALLENGESCHALLENGES Those were the best of times. The worst of times? The weather, for one. Signifi cant t was the best of times, it was the worst of Readers commended the book as “automo- snowfall on alternate days made it diffi cult Itimes. Dickens’ classic on 18th-century tive history at its best” which will be “ac- to venture outside (Paris relies largely on the France has few parallels into 21st century cepted as the fi nal authority” on the subject. “rhythm method” of snow removal: waiting SAH, of course, but sometimes things repeat The author has succeeded in offering cogent for it to melt). Hopeless traffi c congestion themselves, though in very different ways. insights into the British automotive industry drove commuters onto the underground With a single exception, until 2018 through the prism of a single company. Metro, which was so overloaded that one the Society’s annual European meeting has Receiving the Cugnot for a language had to wait for two or three trains to pass taken place at the Automobile Club de other than English was Manuel Lage-Marco before there was room to get on. France in Paris, particularly appropriate as from , for Los proyectos desconocidos More importantly, the venue was not the ACF is the world’s oldest motoring or- de CETA y PEGASO. Toda la historia con- ideal. L’Atelier Renault is more than a show- ganization and Paris is the birthplace of the tada desde dentro (The Unknown Projects room; it’s also an activity space organized world’s motor industry. Alas, all things end of CETA and Pegaso: The Complete Inside to attract young people. The dining area sometime, and this year scheduling confl icts History). The book draws on original plans is narrow and long, and cantilevered over and menu changes at the Automobile Club of all the projects from 1946 to the 1970s, the “cars and games” area below. The lack drove us out “into the economy.” Desiring plus the minutes of the Board of Directors of of intimacy hindered our valued network- to maintain an automotive theme, we dis- ENASA and the National Institute of Indus- ing opportunities, and distractions from covered l’Atelier Renault Café on the historic try, as well as much personal correspondence. below combined with awkward seating to Champs-Élysées. A surviving remnant of the (Note: “CETA” is an acronym for Centro de effectively exclude late-comers from the grand auto showrooms that once dotted the Estudios Técnicos de Automoción. —Ed.) heart of the prize-giving. Other venues and majestic boulevard, l’Atelier Renault (liter- The judges were particularly impressed opportunities will be explored for SAH in ally “Renault workshop”) hosts not only a wwithith tthehe ppersonalersonal sstorytory ooff ttechnicalechnical ddirectorirector PParisaris XXXIVXIV iinn 22019.019. modest showroom but also a trendy upscale WWifredoifredo RRicart,icart, bbothoth wwithith AAlfalfa RRomeoomeo aand,nd, —KKitit FFosteroster restaurant. Fifty-one members and guests from 12 countries turned out for the event, held, also in contrast to tradition, on the second evening of Rétromobile, the massive indoor show. In addition to the accustomed camara- derie, there were honors to be shared: two Cugnot Awards from the 2017 season, which had not been presented in the fall at Hershey. Anders Ditlev Clausager received the English- language Nicolas-Joseph Cugnot Award for Wolseley, a Very British Car, published in the

United Kingdom by Herridge and Sons. atelier.renault.com Source: 8 SAH Journal No. 291 • March / April 2018 petition career as well as three examples of his post-World War II attempt at innovative car manufacture. This venture was cut short in 1949, when he crashed a Simca- while practicing for the Buenos Aires Grand Prix and succumbed to his injuries. This year the Rétromobile management opened up access to the pre-opening VIP soirée on Tuesday evening, selling tickets to the general public. Ostensibly it would be a chance for a less-crowded visit and a bet- ter choice at the wares of literature dealers. However, the halls were not fully lit, hinder- ing photography, and stands were unevenly staffed. The food concessions were not open and exhibitors with refreshments were limit- ing them to selected clients. As it happened, overnight snow resulted in light attendance on Wednesday, opening day, because travel Jean-Pierre Wimille’s fourth and fi nal prototype automobile was completed posthumously was much restricted by the unusual condi- in 1950. With a body designed by Phillippe Charboneau, it was powered by a V8-60 engine tions. By Thursday, the regular crowds had from Ford of France. returned. The usual auctions commenced on RRÉTROMOBILEÉTROMOBILE 4433 Wednesday evening. RM Sotheby’s led off at PPLUSLUS D'ESPACE,D'ESPACE, PLUSPLUS DEDE VOITURESVOITURES Place Vauban, Bonhams on Thursday at the Grand Palais and the offi cial auction by the car corral at Rétromobile? Perish the The French “Big Three,” Renault, Peu- French fi rm Artcurial wrapped up the series Athought—but that’s just what we saw geot and Citroën, had their usual presence on Saturday. The headliner for RM Sotheby’s at the prestigious Paris show last month. in the main hall, and hosted several related was a 2017 Bugatti Chiron hammered down Of course, being French it had a more up- marque clubs. The other major corporate at €3.3 million ($4.1 million US). Bonhams scale title: “Expo-vente Voiture,” and was entry was from , celebrating 70 years had no single sales of that magnitude, but restricted to cars selling for €25,000 (about of vehicle manufacture. managed to sell two cars, a 1904 Fiat Type $31,250) or less. Located at the farthest reach Independent clubs, however, were a 24/32 and a 1935 Bugatti Type 57, at the of the third hall in Rétromobile’s continually- considerable distance away in Hall 2, but same high price: €713,000 ($885,000 US). expanding fl oor space, it may have been a those who ventured there were rewarded Artcurial’s top sale was another Type 57 fi ller for un-subscribed stand rentals, but like with one of the more interesting focal ex- Bugatti, a 1938 Atalante coupe, knocked Hershey and Carlisle’s car corrals it provided hibits. An homage to French racing driver- down at €2.9 million ($3.6 million US). All a rich browsing experience for show-goers turned automaker Jean-Pierre Wimille prices include buyer’s premium. and perhaps some low(ish)-budget purchases. (1908-1949), it showed cars from his com- —Kit Foster Most cars on offer hovered at or slightly be- low the price limit; notable exceptions were an unrestored Dyna at €9,500 and a €9,400 restored . Quite out of the mainstream was an ostensible 1931 Citroën that, underneath, was a clearly arche- typal street rod, small block Chevy engine, independent rear suspension and all. Another result of the new-found space was much larger displays for the high-end classic car dealers, so much so that their display tactics have evolved. One spectator noted that there were so many shiny , and that none stood out. Some dealers displayed “barn fi nd” examples, most of which seemed to have been recently coated with “pixie dust” that was much too evenly applied. The more in- novative had at least one genuine semi-rusty Citroën had several French presidential limousines on show. This was Georges Pompidou’s 1930s classic out front to attract the eye. stretched SM. SAH Journal No. 291 • March / April 2018 9 AAbove:bove: rarerare BerlietBerliet sedansedan waswas oneone ofof severalseveral ““barnbarn fi nnd”d” classicsclassics aattractingttracting sshowgoershowgoers aatt RRétromobile.étromobile. RRight:ight: streetstreet rodsrods atat Rétromobile?Rétromobile? MMaisais ooui.ui. ThisThis “1931“1931 CCitroën”itroën” harboredharbored a ssmallmall bblocklock CChevyhevy VV88 eenginengine aandnd iindependentndependent rrearear ssuspension.uspension.

10 SAH Journal No. 291 • March / April 2018 like you were just sitting down talking with him at that next visit! It has since become Chuck over an adult beverage. a friendship which is renewed each year Chuck grew up in Indiana near the in June when he comes to “The Elegance BBookook Indianapolis Brickyard and has been a cer- at Hershey” hillclimb and when he judges tifi able “car guy” since his early years. Like the race cars every October at the AACA many of us who write about automobiles, he Hershey Fall Meet. started with SCCA, racing sports cars in the In short, Shelby Mustang GT350 is a RReviewseviews 1960s. An engineer by profession, he went great read and a “must have” for any Shelby to work for General Motors in 1951 work- enthusiast. ing on an updated version of the Allison —William S. Jackson Shelby Mustang GT350: My Years Designing, aircraft engine. He was then tapped by GM Testing and Racing Carroll’s Legendary Styling in Detroit and, somewhere along the An AUTObiography Mustangs line, he got to know Carroll Shelby. In early by Charles Howard by Chuck Cantwell with Greg Kolasa 1964 Chuck went to work for Ford Special Piston Power Press Ltd. (2014) Bull Publishing (2017) Vehicles as the liaison to Shelby American [email protected] bullpublishing.com/home/shelby- on their “Shelby Mustang” project. On Oc- 434 pages, 12¼" x 9¼" hardcover mustang-gt350 tober 16, 1964 he went all in and became 494 color, 140 b/w photos, and 9 224 pages 9¼" x 11¼" a full-time employee of Shelby American illustrations, index 116 b/w & 66 color photos essentially with the assignment of turning Price: £75 (includes shipping) Price: $49.95 the new Mustang into an honest-to-God ISBN-10: 099300850X ISBN-10: 1935007297 . ISBN-13: 978-0993008504 ISBN-13: 978-1935007296 From this point on in Chuck’s almost conversational style, he tells what it was like taking raw Mustangs and re-engineering them into sports racers, working both with Shelby American and the Ford people. He traces the journey through the 289, 427 and disastrous Boss 302 engine days and, after he was also put in charge of the racing program, the championships in both SCCA and Trans-Am with drivers like Ken Miles, Jerry Titus, Hal Keck and my own personal racing mentor, Dr. Dick Thompson, “The Flying Dentist.” Over those racing years, among Chuck’s e are entering an interesting period main opponents were the Chevrolet Ca- Win automotive history—not only maros being run with factory assistance by characterized by a fast-approaching hori- Roger Penske. At the end of the unhappy zon in realizing practical new technologies 1968 Trans-Am season, Penske, who had in electric cars, autonomous driving, etc. recognized Chuck’s managerial talent, of- but also, there are fewer of those around us fered him the same position with his Camaro that have a direct or even secondhand con- rom Bill Carroll’s Ford Cobra Guide in program and Chuck departed what was by nection to the 20th century’s automotive F1964 through John Nikas’ and Michael then the Shelby Racing Company. evolutionary periods ranging from invention Furman’s book Rule Britannia in 2017, there Chuck became general manager of and production, to the birth and maturity have been at least 18 books telling the story Penske’s race shop and led the team to 1969 of appreciating automobiles as objects of- of Carroll Shelby and his cars. The Cobras wins in the Daytona 24 Hour, Trans-Am fering perspectives on our art, engineering, have been covered in detail and every step championships in 1969 and 1971 and later and culture. Some of those are in the form along the way of Shelby American has been their NASCAR Matador program. But all of silent relics in attics and basements that detailed in the car magazines. that’s a story he has yet to tell. may or may not evade landfi lls when silent However, up until now, other than the A personal aside: in the early 2000 years witnesses pass. Others illuminate the past available company PR, the road tests and my daughter Tracy managed a physical ther- when they choose to review their records and some interviews, the entire inside story of apy clinic for Health South in Phoenixville, memories, and offer them to us in a formal the creation of the Shelby Mustang GT350 Pennsylvania. One day she called me and accounting—that’s what happened here in from the inside has never been detailed. asked if I knew a Charles Cantwell who had the form of a book. With the publication of this book, the apparently had something to do with Shelby I believe the holders of valued memo- inside story has been told. With the help racing. He was her patient being rehabbed ries and relics of media and artifacts have of Greg Kolasa, Chuck Cantwell has put from a knee replacement. I replied with an a sense of these things—as one of those together one of the most complete and emphatic “yes” and asked when his next ap- “holders,” British author Charles Howard readable books on the subject, which reads pointment was and unashamedly ambushed decided to do something about it. His life SAH Journal No. 291 • March / April 2018 11 in dealing in motorcars is not characterized As the title suggests, this is a “biog- Monzanapolis: The Monza 500 Miles — in the number of cars he owned, sold, and raphy” of the cars that the author was The endless America- challenge brokered—though there were a hefty 360 involved with in the context of a dealer by Aldo Zana touched upon in this book—what’s special in collector cars, but the fi rst three of the Società Editrice Il Cammello (2017) here is the number of special cars that have 20 chapters are biographical in tracing ilcammello.it/Libri/various/Monzanapolis/ passed through his hands and infl uence. It his path from childhood to his life as a Monzanapolis_i.html helped that there was a time when most of dealer. The book itself was produced to a 278 pages, 9¼" x 11¼" hardcover these cars were just old cars… Howard has high print standard. The landscape format 273 b/w, 2 color photos, and 30 a sense of this too when he said, “I was for- evokes an Automobile Quarterly look, but illustrations, index tunate to enter the business of dealing in old the page format—save two pages with only Price: €49.90 motor cars at a time when it was still possible photography and no text—is uniformly in ISBN (English): 978-8896796528 to buy, what are now considered, great cars two columns of text with ample margins ISBN (Italian): 978-8896796511 at prices, which today would hardly buy a where the pictures usually fall within either new Korean family saloon.” of the two columns. Generally, the text In that “hefty” number covered (listed in style shows the cars and people in boldface, the book’s “Motor Index”), there was a broad and publications and organizations are range—details about 70 marques and models italicized. concentrated in: 27 Hispano-Suiza, 40 pre- The reader will fi nd in the weave of war Bentleys, 17 , 46 supercharged the accounts that there are great points Mercedes-Benz, 96 prewar Rolls-Royce, of clarity—and there are many assertions 17 Bugatti… and there were some “small that fi t within the range of opinion. Errors counts” too—like only four Talbot Lagos… are unfortunate, and part of every author’s and 26 other marques with only one example, courage is in realizing that they’re inevi- among those: Bucciali, , Locomobile, table. One such instance was this regarding Riley, and Triumph Dolomite. the aforementioned “Special Newmarket” Among cars one would recognize: the Phantom II, from page 206 (reproduced 1935 SJ Duesenberg bodied by Gurney Nut- with faithful bolding, spacing, and a devia- ting for the Maharajah of Holkar (a purchase tion in style for the mention of a book): for collector Tom Perkins in 1980 earning “John de Campi made a rare error in his a commission of $25,000), the Embiricos invaluable work 'Rolls-Royce in America' (which appears in grand form in the in that he gives this Phantom II the Chassis new Dalton Watson book The Kellner Affair No 290 AJS rather than the correct Chassis his book tells the story of the 1957 by Peter Larsen and Ben Erickson), the Blitzen No 289 AJS — delivered in 1933 it is, in Tand 1958 races stretching 500 miles Benz (one of the two that survive—a long- my view, one of Brewster's masterpieces.” on the 2.6 mile high speed track at the time chase assignment that ended in success, I too believe it was a masterpiece of design, Monza Autodromo. The aim was to have and it still resides in the Wingard collection), right down to some of the body lines it American and European drivers face off on and the 1912 Silver Ghost with the highly shared with the Henley Roadster, but page an oval track—much like the Indianapolis original Barker Pullman Limousine body 134 of the Dalton Watson book Rolls-Royce 500, which explains the book’s title term, (made into a very popular Corgi toy)—he in America shows a picture of the car and combining “Monza” and “Indianapolis” noted: “This car was sold by Bonhams in the caption reads: “… a factory photo of into “Monzanapolis.” That term is not new 2012 for £4.7m. I think I got £250,000 for an attractive sedan, probably 259AJS or to the book, but was probably thought to it in the eighties.” Most readers would likely 289AJS.” Of great value, with few excep- be obvious since (aside from the title) it is note many more such cars. tions: all the cars are identifi ed to include not mentioned or explained anywhere in the I noted two unique cars I wrote and their chassis numbers—making this book book. What is also not apparent from the produced history/restoration books for: a very usable for the historian. cover is the vast scope of material covered. Rolls-Royce Phantom I by Barker & Co. I made the mistake of overlooking Author Aldo Zana understood that there made for The Maharaja Sir Umed Singh II, this book when it was self-published just was value in telling this story in context of and a Rolls-Royce Phantom II with “Special a few years back (via the author’s fi rm, preceding racing history. Of the 16 chapters, Newmarket” coachwork by Brewster & Co. Piston Power Press Ltd.), as its detail is the fi rst ten cover races ranging from the Reprising the aforementioned “Triumph engaging and useful. The author still has 1905 Vanderbilt Cup to the 1952 India- Dolomite” and “Tom Perkins”—Mr. Perkins copies that are available for direct sale—to napolis 500. He explains it like this: “Out is mentioned in the new book 8C Triumph obtain a copy of the book, just email the of the long chronicles of the America-Europe Dolomite by Jonathan Wood as an owner, but author at [email protected] to challenge, the following pages select the here we learned of Howard’s role in selling arrange your order. As I read through it and most signifi cant events from 1905 to 1937. the car for Mr. Perkins, adding color to the delighted in learning a thing-or-two about Some chapters focus on the Indianapolis 500 history of an exceedingly rare car. I could cars I recognized and many I’m intrigued races, when the presence of European drivers go on, but I should leave something for the with, I realized that I will keep coming back in European cars was signifi cant.” Then he reader—such as the story of the Hispano- to this book. sets the scope for the remaining six chapters Suiza on the cover. —R. Verdés continued on page 14 12 SAH Journal No. 291 • March / April 2018 Kar-Kraft: Race Cars, Prototypes and Muscle the small shop in Dearborn that had been each from the germination of the idea, to Cars of Ford’s Specialty Vehicle Activity Program taken over by the (Ford) special vehicles the development with its subsequent ups by Charlie Henry department…”. Charlie Henry helps us and downs, along with the who’s who of CarTech, Inc. (2017) understand that events in the mid-1960s the drivers of each. That list includes the cartechbooks.com/ 800-551-4754 behind those simple words were more Mk II and IV, X-1 and J—all of which 192 pages, 10” x 10” hardcover convoluted and international in scope. took the checkered at Le Mans: the G7A 123 color, 195 b/w images, index Later in his book, Henry provides Can-Am cars, the Mach II, the Boss 302 Price: $39.95 an entire chapter, with supporting docu- and 429 Mustangs, as well as the Trans- ISBN-10: 1613252862 mentary evidence, on the dissolution of Am Mustangs, the King Cobra, Mickey ISBN-13: 978-1613252864 the Kar-Kraft/Ford relationship which Thompson’s LSR car, and more. Perhaps occurred half a decade later and which best of all, in the concluding chapters he Levine alluded to with these words in The has traced and found those vehicles that Dust and the Glory: “Also contributing to are extant today. the decision was the discovery of certain As this book commentary is about abuses of company policy, perhaps in- to be printed, we learn that AACA has evitable any time a large corporation gets awarded Charlie Henry's Kar-Kraft book involved in something as fast-moving as its Thomas McKean Memorial Cup at racing, with field decisions needed practi- that organization’s 2018 annual meeting. cally every day and oversight something The cup honors a worthwhile effort in that came much later, if at all.” automotive historical research on the ba- The story of that half decade fills sis of accuracy, interest to club members, the generously illustrated pages of the and the use to which the research is put. chapters in between. During that half Additionally the book’s popularity (read decade when the words Kar-Kraft and sales) has resulted in its publisher Car Tech Ford were synonyms, oh! the cars that stepping up to a second print run. were created. Henry relates the story of —Helen V Hutchings ar-Kraft: Its name describes what it Kdid, crafted automobiles. However, unlike Creative Industries (commentary on the book about that company appeared in November/December 2017, issue 289, n its updated second edition, SAH Journal) which conceived and built a I this book tells the story of myriad of vehicles for a myriad of clients, how the automobile trans - Kar-Kraft was dedicated to conceiving and formed American life and how creating very specific types of cars for one and tech- single client. The sub-title of this book nology have changed over time. specifies those types of vehicles and the cli- It explores such subjects as cars’ ent; Race Cars, Prototypes and Muscle Cars inception and popularization; of Ford’s Specialty Vehicle Activity Program. Henry Ford and the advent of Author Charlie Henry was employed mass production; the develop - at Kar-Kraft during his college years. ment of roads and highway While his active time with Kar-Kraft culture; the effects of the Great measured months rather than years, as Depression and World War II; he wrote, “it left a serious imprint on the exuberant 1950s; oil crises a car-crazy kid,” not to mention many and the turbulent 1970s; the contacts with whom he kept in touch over decline and resurgence of the the years. Four of those were engineers Big Three; and how American at Kar-Kraft and each—Mitch Marchi, car culture has been represented Jim Mason, Lee Dykstra, and Don Eichs- in film, music and literature. taedt—had retained boxes of files, pictures $39.95 softcover (7 ¥ 10) SUMMER 2018 and memorabilia. Plus there were all Ca. 50 photos, notes, bibliography, index those memories and stories stored in their ISBN 978-1-4766-6935-9 respective craniums. Gifts for certain, as Ebook 978-1-4766-3002-1 any researcher/writer will confirm with alacrity. In his two-volume Ford: The Dust and McFarland the Glory author Leo Levine provides only To order, go to McFarlandPub.com, or call toll-free 800-253-2187. a few words regarding the origins of the Kar-Kraft/Ford relationship: “Kar-Kraft, SAH Journal No. 291 • March / April 2018 13 ’s 8C Triumph Dolomite ing related subjects (like a coachbuilder were almost the last words… the last paral- by Jonathan Wood history) and related biographies (ten in all, lel and the only mention of retirement came “First published in 2017 by Jonathan Turner including one Donald Mitchell Healey), after the appeal in this charming acknowl- and Tim Whitworth, Bowcliffe Hall, along with chapter notes. The parallel con- edgement: “Finally, I would like to thank Bramham, Wetherby, Yorkshire LS23 6LP” tinues where the Squire owners made that my wife, Rosemary, for her forbearance and donaldhealeys8cdolomitebook.co.uk book possible, the owners of the two sur- support in my writing just one more 'last (No ISBN) viving Dolomites (Jonathan Turner and book.'” It can only be selfi sh to hope this is 315 pages, 10" x 12" hardcover Tim Whitworth) made this book possible. not the author’s last book, so we’ll conclude 148 b/w, 90 color photos, 81 illustrations, The subject is covered in eight chap- here with: this authoritative work is highly bibliography, index, appendix ters, starting with a foreword by Donald recommended. Clothbound price: £75 Healey’s grandson, Peter Healey. The au- —R. Verdés Leather-bound price: £150 thor weaves acknowledgments into the in- troduction, graciously recognizing the net- Monzanapolis continued from page 12 work of support he tapped into (of note, the archive of material and photographs at the covering the '57 and '58 races like this: Pre-1940 Triumph Motor Club). Like the “The book concentrates on the two Monza Squire book, the introduction is followed races, regarded as the historical peak of the by a “Landmark dates” section—a timeline America-Europe challenge. It doesn't deal that maps the arc of the story. A pre-chap- with the Lotus revolution of the Sixties which ter “Overture” sets the environment for the reversed the American way of single-seater creation of the Dolomite—concentrating racing. After more than 50 years, Europeans on the blow to British racing stature with recorded a victory over the Americans.” an overview of racing powerhouse Bentley The author brings decades of experience Motors and the effects of their resignation to the subject. The last picture in the book is of from racing in 1930 (later slipping into him photographing the 1968 Monaco Grand receivership and then acquired by Rolls- Prix—during that time he wrote for Autosprint Royce just one year later). The parallel con- and then for Rombo, while completing his tinues with a “Car-by-Car” section tracing studies for a PhD in theoretical physics. His the histories of the two surviving cars, fol- recent books included The Monza 1000KM: lowed by an appendix detailing the story of 1965-2008 and Drivers from Another World the two tribute cars that were made, and a for AISA (Associazione Italiana per la Storia t’s déjà vécu. Readers of this journal will bibliography and index. Both books were dell'Automobile, see: aisastoryauto.it). Irecall the author’s last book, Squire: the printed in China, this one via World Print The fl ow of the material is detailed and Man, the Cars, the Heritage, published in Ltd. scholarly. Each chapter ends with “Foot- 2015 (see the review in SAHJ No. 278). It’s hard to not draw many parallels notes” or “Footnotes and Brief Biographies” With only seven chassis built, the Squire between the Squire and Dolomite books— when biographies are among the notes, story must have represented some unique and since they’re both excellent authorita- which are easily spotted in boldface. There’s challenges to complete a fully-fl eshed story. tive works, there’s no desire to refrain from a slight strain in readability from a single The author succeeded and the SAH rec- doing so. While the Dolomite enjoyed in- spaced format where the paragraphs are not ognized the book with its Nicolas-Joseph depth period press articles, and two inter- indented. Fortunately the neat allocation of Cugnot Award for a book in the English esting treatments in Automobile Quarterly space around pictures, captions, and margins Language (see SAHJ No. 283). At the time, (Vol. 11, No. 2, pp. 116-45 and Vol. 24 more than compensate for ease in readability. the author wrote: “If my retirement had No. 4, pp. 364-75), both these books Whether the reader craves the visceral gone to plan, this book would never have are—and will likely remain—the defi ni- aspects of racing with its stats and challenges, been written!” With just three chassis and tive works on these cars. However, there’s or where there is more interest in historical parts for six engines, it’s almost like author at least a chance that more will come with aspects with its elements of motivation, cul- Jonathan Wood was one-upping himself the Dolomite book. The author recognized ture, and automotive design, this book deliv- with Donald Healey’s 8C Triumph Dolomite. that there are ownership history gaps and ers. So much more was added by providing He succeeded here too. more, so his introduction concluded with a strong historical background to create the The 8C Dolomite was a straight-eight an appeal: “The outcome is an extraordi- context. The race only ran in this form for supercharged near-copy of the nary story of a remarkable sports car and two years; then it was cancelled by the orga- 8C 2300. The Squire was “an exact con- of the personalities who shaped its design, nizers, explained via a quote in the book from temporary of the Dolomite” (a phrase used evolution, competition record and rebirth. Speed Age, January 1959. The author does four times in the book) that was also in- If anyone would like to contribute any- not proceed to add conjecture or alternative spired by the iconic Alfa Romeo 8C 2300. thing to this account I would be delighted motivations for the cancellation. As the say- Like the Squire book, the Dolomite book to hear from them and can be contacted ing goes, it’s the journey that counts—and presents in-depth research, follows an en- on [email protected]. Those that is what this book covers—and it is highly gaging, readable format, and each chapter pre-Second World War Triumph company recommended for racing enthusiasts. ends with salmon colored sidebars featur- records must be somewhere!” Well, those —R. Verdés 14 SAH Journal No. 291 • March / April 2018 This ad is presented as homage to “The Case of Volkswagen in the ECSC and EEC”—an article in the new Automotive History Review (No. 58). This particular Volkswagen ad nicely recaps the various changes to the Beetle from 1949 to 1971, and by chassis number! An example stands out immediately… the switch in 1953 from a rear split window to a one-piece rear window. (From the editor's collection.)

SAH Journal No. 291 • March / April 2018 15 16 SAH Journal No. 291 • March / April 2018