“In the summer of 1969, we found ourselves in Detroit. It was an exciting time for my father, of course, but for the whole family,” says Juan Escalante. “A visit to the Detroit Auto Show and seeing the Challenger…he just fell in love.”
You’re looking at a 1970 Dodge Challenger R/T 426 Hemi 4-speed, one of only 137 equipped with the largest engine and a manual transmission. Chrysler made around 77,000 Challengers, making this easily one of the most rare variants.
“From 1972 to 1996 the car remained in Venezuela,” says Escalante. “Word had preceded the car that a Hemi Challenger was to arrive in Venezuela, and this was among the motorheads and car enthusiasts… The car arrived, and they immediately started referring to the car as ‘El Hemi’.” With difficulty in finding parts in Venezuela, the car slowly slipped into disrepair after being parked—until Escalante and his brother convinced their father to ship the car to the U.S. to have it restored in 1996. Its completion in 2005 was bittersweet, however: their father passed away before the car was finished.
“We had to gather ourselves and really think about how we were going to use the car, and one of the things that my dad always stressed was that the car [should be] used, that we would enjoy the car…that we would give rides to our kids and their friends and let them experience it,” says Escalante.
“It’s a way of connecting those who have come before us to those who will be coming in the future.”
MODE takes use down memory lane with a look back at how cars have changed over the past 100 years, similar to their recent video on how our dinner has evolved. Starting off with the Auburn Automobile of the 1910s, the short clip highlights a variety of vehicles from Ford, Lincoln and Chevrolet to Porsche. Ending with Elon Musk’s Tesla, it really is impressive how far we’ve come in just the last century.
Porsche draws on its motorsport history for the next version of the Boxster and Cayman.
The Porsche 718 isn’t terribly well-known outside of Porsche geek circles, at least not compared to it’s contemporaries, the 356 and the infamous 550 Spyder. Porsche’s choice to revive this semi-obscure name for the next Boxster and Cayman, along with the decision to switch to turbocharged flat-four power, was bound to raise some eyebrows.
It’s actually a clever move on Porsche’s part, because the 718 was one of its most successful early race car and it was powered by – yep, you guessed it – a flat-four. The diminutive 718 gained a reputation as somewhat of a giant killer thanks to nimble handling that compensated for the power deficit compared with the V12 Ferraris it shared the track with.
According to Porsche Racing Cars: 1953 to 1975, Porsche began work on the 718 RSK in the Winter of 1956 to prepare the car for the 1957 season. It was a development of the 550A Spyder, using a lighter tubular space frame construction, stronger brakes and a revised front suspension. The original 718 RSK weighed just 1,168 pounds, making the most out of its 1.5-liter, 142 horsepower flat-four.
Its competition debut was the 1957 24 Hours of Le Mans, where the single 718 entered crashed out of the race on lap 129. After some additional development work, 1958 was a much better year for the 718, ushering in four years of competition success.
Its first major victory came in March 1958 at the Sebring 12 Hours where a factory 718 came in third place overall, just seven laps down on the two leading Ferrari 250 TRs. That podium finish gave Porsche a comfortable victory in the 2.0-liter class and placed the RSK ahead of many more powerful cars. 1958 also saw a Porsche 718 take second place at the Targa Florio, sandwiched between two Ferrari 250 TRs, and third, fourth and fifth at the 24 Hours of Le Mans.
For 1959, Porsche upgraded the RSK with a new lightweight transaxle, with a new 1.7-liter flat-four making an impressive 170 horsepower available, though it was rarely used.
That year’s highlight was an overall victory at the Targa Florio, with a 550A Spyder and 356A Carrera taking second and third place, respectively.
Porsche upgraded the 718 in 1960 with reshaped bodywork and engines that utilized a stronger crankshaft, enabling engine speeds of up to 7,800 RPM. The new version was dubbed the RS 60 and it claimed victories at the Sebring 12 Hours and the Targa Florio, with a second place finish at the Nürburgring 1000 kilometers.
Overall, Porsche took second place in the World Sportscar Championship that year, losing only to Ferrari. Porsche didn’t change much for 1961, just the name, which was now the RS 61, appropriately. The company took home a third place manufacturer’s prize in the 1961 World Sportscar Championship, though the 718 didn’t post nearly as many victories as it had in prior seasons.
A 718 at the hands of Stirling Moss and Graham Hill nearly won the 1961 Targa Florio but suffered from a transmission failure on the last lap.
“Well this car, in my era of racing…was the most nervous car in the way it would move and it was controllable,” said Moss in an interview posted to Porsche’s YouTube page. “[The 718 was] very fast, of course, but really agile is the best word for it.” “It was a car I really loved,” said Moss.
1962 saw Porsche enter a factory 718 along with the new eight-cylinder 804 in Formula 1 , though its only victory that year was a victory at the French Grand Prix with an 804 driven by Dan Gurney. Porsche pulled out of F1 after the 1962 season and began work on the 718’s successor, the 904.
While the 718 didn’t have as much success towards the end of its life, it was a seminal car for Porsche, setting the stage for decades of racing dominance to come. It showed that four-cylinder Porsches could keep up with much more powerful Ferraris and the like.
In many ways, it was the pinnicale of Porsche’s flat-four racecars. That’s why Porsches revival of this nameplate is a clever move. The switch from naturally-aspirated flat-sixes powering the Boxster and Cayman to turbocharged flat-fours will undoubtedly be met with criticism from purists.
In using the 718 name, Porsche can its use of flat-fours is a reference to its storied history, not a purely rational decision based on the need for lower emissions.
It makes even more sense when you consider Porsche’s past experiences with post-356 four-cylinder road cars. Reception to both the mid-engined 914 and the front-engined 924 was chilly at best, though those cars were admittedly underpowered and overpriced.
In the latter’s case, it took the more powerful and better looking 944 to redeem the four-cylinder Porsche. Porsche knows that downsizing the Boxster and Cayman will inevitably make some people angry, regardless of whether or not the new 718 models will be good to drive.
Now it can say to those people “We’ve made great mid-engined, flat-four cars before, and we’ll do it again.”
Of course, using that name means that the new 718 Boxster and 718 Cayman have a lot to live up to.
With years of automotive history behind us, we’ve reached a point where it’s possible to create a bespoke car. Sure, coachbuilt specials have been around forever and the modifications seen here aren’t too extreme, but the fact is that Joshua Stern had an idea of his perfect classic BMW coupé—and made it a reality. Photography by Alex Bermudez
The result is a 1973 BMW 3.0 CS that’s been treated to extensive modifications, inside and out, that are equal parts supercar and subtle. From the ground up, of course: a full bare metal restoration was the first step in a process that eventually led to the fitment of modified BMW CSL suspension with stock-looking coilovers, a 350 horsepower S54 3.2-litre inline-6 cylinder engine and 6-speed transmission from a 2003 M3, and extensive tuning to ensure the car performed as reliably as possible.Some of the more subtle details are easy to spot, like the Brembo brakes (from the E46 M3 Competition Pack) and 16-inch Weds wheels.
But when learning of the scope of changes to the car when corresponding with Stern, it’s actually probably easier to just list the things that haven’t been altered.
Inside, a restored CSL scheel interior was completed by Juan Ortiz, which is set off by an astounding level of detail: Italian black walnut satin-finished trim made by a cabinet maker in Costa Mesa, CSL package tray, hidden air conditioning system featuring hood vents from a CS coupé, GPS-driven speedometer…and a custom houndstooth seat cover so Stern’s beloved English Bulldog could enjoy the car too.
The list of collaborators is extensive, and Stern made a point of saying that without Jeff Tighe, John Esposito’s Porsche Repair, Juan Ortiz, Castro Motorsport, RK Tunes, and others, this build wouldn’t have been possible.Origin: Petrolicious / Alexander Bermudez
Roughly 100 decaying cars have been discovered in an abandoned shed on a French estate.
This collection of cars previously belonged to Roger Bailon, who able to amass such a lucrative amount of vehicles through his trade as French transport magnate. Although most of the vehicles have been exposed to the elements, an estimate of 60 cars have been confirmed as still having substantial worth in the market, including a 1961 Ferrari 250 GT SWB California Spider, and 1956 Maserati A6G Gran Sport Frua, which are reported to be worth $14.74 million USD and $1.5 million USD respectively.
“When it comes to what cars you like, I think that everyone wants the cars they coveted when they were growing up,” says Skip Barber. “The 275 Ferrari, I can still see one in Cambridge, a bright yellow one—with a woman with the best pair of blue jeans and heels getting into the car…[So] I got the car.”
Active in post-Second World War races after earning enough in the Merchant Marine to buy his first race car, Skip Barber quickly made a name for himself as an ace driver, eventually contesting in Formula 1. One of the feats he’s most proud of was beating the legendary Jim Clark in identical cars at the Canadian Mosport track.
“That was a pretty big deal,” Skip says. “People would put me in cars they couldn’t sell; the This is what the world’s most influential driving instructor takes for a cruise theory would be that I’d do well and people would buy it.”
As his career as a professional racer started winding down, he decided to set a goal for himself: “To do absolutely the best job we could,” he says. Graduates of the Skip Barber Racing School have gone on to win championships around the world, but Barber’s heart and soul have gone into protecting and building the legacy of his home track, Lime Rock Park.
“We’ve tried to preserve the feel of it,” Skip says. “I think when you walk in, it’s the same…I hope.”
And the car Skip will be driving as he pulls through the gates at Lime Rock? His beloved Ferrari 275 GTB, of course.
Origin and taken from Petrolicious.com – We invite You to check their videos!
In relation of cooperation with the organizers of the event, we would like to recommend : spendnding a beautiful weekend in picturesque Denmark. Event is called: Made In Great Britain – Classic Motor Show 2016. Motor Show will be held 19-21 August.
Made In Great Britain – Classic Motor Show 2016 is a Meeting for people with a penchant for all things British, whether it’s cars, buses, trucks, motorcycles, tractors or vans.
The concept is the same as previous years, but the rally site has moved more to the north and a genuine medieval castle sets the stage on Saturday where all the vehicles will be displayed for the public. The event is held on the weekend August 19 to 21, where Limfjords Camping and Water park will give us for accommodation, meals and the festive and cultural initiatives. The campsite is located in Westsalling nearby Skive, Jutland. The place is located in the stunning countryside close to the water, so there is plenty of opportunity to have a great weekend.
Saturday all vehicles will drive to Spøttrup mediaeval castle, the best preserved medieval castlein Denmark, where all vehicles will be on display and there is a range of activities throughout the day. There will be, amongst others live denigration of medieval people in the castle, a market area and several other initiatives are in the pipeline. It is important to emphasize that it is possible to participate in the meeting only on Saturday at Spøttrup mediaeval castle, but organizers would still like to have a feel of how many participate will join in and therefore a registration may be required. This happens MIGB.dk where there is also the opportunity to get more information.There will be a great opportunity to look at all kinds of vehicles from the country that gave us great brands like: Austin, Bedford, Caterham, English Ford, Jaguar, Jensen, Jowett, Land Rover, Leyland, Lotus, MG, Mini, Morgan, Morris, Rolls Royce, Rover, Sunbeam, Triumph, Vauxhall, Wolseley, and many other proud British vehicles.Throughout the weekend there will possibility to buy Danish and English beer but you can also try our own beer, the MIGB Classic 2016, and enjoy it with a nice meal and other delicacies. The MG Car Club Denmark will throughout the week join the Meeting with their Club shop and Club Stand.
In addition to looking at a lot of sparkling vehicles, there is also the opportunity to enjoy the area close to the Limfjordens spreads. For more information about Made In Great Britain – Classic Motor Show please visit website:
Normally at Road & Track, we don’t write about stamps for the same reason that The American Philatelist (the oldest stamp collecting magazine still in publication) doesn’t write about Miatas. Well, that was the case right up until the United States Postal Service released incredibly cool vintage truck stamps for 2016. A
ppearing later this year are four stamps featuring illustrations of iconic American pickup trucks. The 1938 International Harvester D-2, the 1953 Chevrolet, the 1948 Ford F-1 and the 1965 Ford F-100 are the trucks highlighted.
The trucks were drawn by illustrator Chris Lyons, whose work has appeared in Road & Track among other publications. Much of Lyons’s work focuses on American iconography, so these stamps fit in well within his oeuvre.
The USPS chose to celebrate the honest work trucks that helped drive the American economy. These are from an era when a truck was a tool, not a luxury car like today’s modern pickups. This isn’t the first time the USPS has honored great American cars, either.
In 2013, it created a series of muscle car stamps and in 2014, it released hot rod stamps. Perhaps Road & Track needs to write about stamps more often.
Why should we, as average enthusiasts, take notice of a car whose glory days are more than a half-century old? Is it because these cars don’t trade hands often, or that they’re immensely valuable?
I think it’s simple: as lovers of mechanical progression, we can’t deny the prowess behind the racers of yesteryear. Formulated in a time of extreme national pride, racing was a dangerous and courageous pastime. In the age of primitive wind tunnel aerodynamic development, mechanical engineering (Computers? Ha!) that was perpetually evolving, and when safety was more of an afterthought rather than a paramount requirement, it was cars like this Ferrari that made all successive cars better—not just Ferrari’s, but its competitors as well.
So take note not for the car’s place on race result spreadsheets, but because this Ferrari represents an era bygone. This car could do nearly 190 mph in 1957—that’s modern day road going supercar speeds—so if you wanted to take on the world’s best, this is the car you’d have to beat.
Completed in early 1957, this rosso 1957 Ferrari 335 S Scaglietti Spider was fitted with a 3.8-liter V12 that featured twin cams per cylinder head. Referred to in-house as the “Tipo 140,” this screaming Maranello masterpiece was able to churn out nearly 360 horsepower—better hp per liter than many modern performance cars—with some credit to whatever toxic fuel it was running on in period.
In March 1957, the “super” Spider was ready for its first event. With Peter Collins and Maurice Trintignant alternating behind its thin wood wheel, the two achieved sixth place overall at the Sebring 12 Hours endurance—a warm up run for what soon followed for chassis 0674.
Next, German driver Wolfgang (Alexander Albert Eduard Maximilian Reichsgraf Berghe) von Trips—what happened to names like that—was chosen to drive chassis 0674 for the 1957 Mille Miglia. The merciless 1,600 kilometer, non-stop sprint between the world’s fastest cars and most daring wheelmen ended with a one-two Ferrari win, with this car and Wolfgang von Trips finishing second behind Piero Taruffi—the two of the four Ferraris that had started.
After a successful Mille Miglia, the car returned to the factory for some reconditioning in preparation for even more challenging endeavors. The 3.8-liter was bored out to 4.1-litres, which subsequently demanded enough air through the twelve individual intake plenums to produce an estimated 400 horsepower—enough power for this prancing horse to gallop 300 kilometers per hour.
Scuderia Ferrari entrusted British racing car driver Mike Hawthorn and Italian pro Luigi Musso to helm the reworked Scaglietti steed at the 1957 24 Hours Of Le Mans. Nobly, the Englishman pushed the 335 S hard for the initial five hours until a catastrophic engine failure prevented Hawthorn from finishing the event. Yet, despite this disappointment the car ran the fastest lap and set a Le Mans record with an average speed of more than 126 mph (203 kph).
Again with the Hawthorn and Musso duo, chassis 0674 finished fourth at the Swedish Grand Prix and placed second at the Venezuela Grand Prix, which helped the Scuderia team earn the 1957 World Constructors’ Title. Shortly after, New York-based Ferrari importer Luigi Chinetti purchased the veteran racer for the 1958 season.
Gaston Andrey Motorsports founder Gaston Andrey then successfully raced the 355 Spider throughout the 1958 American racing season along with Lance Reventlow, founder of Scarab Motorsports—the latter obviously taking design influence from the Scaglietti’s pragmatic but graceful design.
Success soon followed, most notably on February 24, 1958: Stirling Moss and Maston Gregory won the Cuba Grand Prix—a first place win at last for 0647.
By 1960, the triumphant rosso racer was retired and purchased by Pennsylvanian architect Robert N. Dusek. Ten years later, the car was sold to Frenchman Pierre Bardinon, who’s housed and maintained this Maranello trophy-toting Spider for more than 40 years.
In its heyday, the Bardinon Collection specialized in obtaining only the most competitively successful and lust-worthy Maranello specimens—the world’s greatest Ferrari stable. Once questioned for the lack of historical collection at the Maranello factory, Enzo Ferrari boasted, “No need. Bardinon has done it for me.”
– Finished sixth at the 1957 Sebring 12 Hours (driven by Peter Collins and Maurice Trintignant)
– Finished second at the 1957 Mille Miglia (driven by Wolfgang von Trips)
– Set record lap time/speed at the 1957 24 Hours Of Le Mans (driven by Mike Hawthorn)
– Finished fourth at the 1957 Swedish Grand Prix (driven by Mike Hawthorn and Luigi Musso)
– Finished second at the 1957 Venezuela Grand Prix (driven by Mike Hawthorn and Luigi Musso)
– Won the 1957 season World Constructors’ Title for Ferrari
– Won the 1958 Cuba Grand Prix (driven by Maston Gregory and Stirling Moss)
– Cared for via the Pierre Bardinon Collection for more than 40 years
Specifications “Tipo 140” 4.1-liter V12 (originally 3.8-liter prior to the 1957 24 Hour Of Le Mans)
Vehicle information Chassis no.: 0674
Valuation Auction house: The Retromobile Sale 2016 Estimate: $30,000,000-$34,000,000
It’s safe to say almost every car enthusiast would be happier if they could drive their classics every day. Unfortunately, the term “daily driver” is tinged with the feeling of compromise for too many of us.
Not so for Guy Newmark of San Pedro, California. Guy lives that gearhead dream of having his classics and driving them too-his 1964 Porsche 356C has been a daily driver for over forty years. His father bought the car from the dealership a month after its release, and it’s been in his family ever since.
This particular 356 stands as a testament to the reliability of Stuttgart’s engineering at the time, having run an indicated 980,000 miles. To put things into perspective, that’s approximately four times the distance from the Earth to the Moon.
Over that time, it’s had three engine rebuilds, and not much else. That’s an average of well over 300,000 miles per rebuild! The 356C had its first transmission rebuild at 900,000 miles, and all that was required was to replace three bearings.
Over the course of our short drive, I can say that despite the astronomical mileage, the car still felt as tight as a drum. The interior seemed fresh, it was responsive and grippy through the corners, and the unmistakable air-cooled four’s engine note provided an incredible soundtrack. Newmark himself reports that despite the modest 75-horsepower output, it’s one of the greatest driver’s cars he’s ever had. He still finds joy in the 356 every day, remarking “After 45 years of driving, and over nine hundred thousand miles, I still can’t wait to get behind the wheel.”
The 356C isn’t his only Porsche, however. He also owns a stunning 1962 356B cabriolet which wears the rare factory hardtop, and has had it since 1971. The two of them together constitute a terrific pair, one any gearhead would be proud to own, let alone drive every day.