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The Classic Velocity Vehicle Log

Classic Velocity

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Like many of you who have more than one vehicle to keep track of, the Classic Velocity garage used a combination of paper folders, a whiteboard, some yellow pad pages, and even a spreadsheet at one point. However, as the vehicle count grows, or as time passes, it becomes increasingly difficult and inconvenient to find information by rifling through thick folders. And sometimes, the answer is in a folder that you have since archived or given to the new owner. Even if you only own 1 or 2 vehicles, and do none of your own work, you would probably like to keep track of  what was done when, how many miles/hours you traveled, what events you participated in, and be able to recall details and photos anyplace, anytime.

The Classic Velocity Vehicle Log (CVVL)  is an app that keeps track of all of the activities and costs (at whatever level of detail you choose to track them) over time associated with all of your vehicles. It will even let you go back in time and paint a complete picture of vehicles you already own. It lets you track todo items and deadlines. It lets you It adds even greater value by providing a series of reports on activity, costs, mileage/hours, and locations, to help you easily search and find answers. Reports can be filtered by vehicle, timeframe, type of activity, etc, and viewed in a variety of formats.  Lastly it lets you do this wherever and whenever you want on whatever device you want. $20 per year gets you unlimited entries for up to 10 vehicles.

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Use code CVVLAUNCH at checkout for a discount and help the Log to fund the Blog!

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Simeone Revisited

Classic Velocity

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The Simeone Foundation Museum is not one of those that has an entirely new collection periodically. It focuses on a core group of sports cars with fenders that are rare and famous. Just about every vehicle in the main exhibit hall is a multi-million dollar vehicle. They do host some special events such as the vintage motorcycle event, that happen during the course of the year, and which bring in other vehicles (see Simeone Motorcycles). On this visit I simply returned to revisit the collection itself. You can read the original post for background, but for newer readers, it is a great venue that presents the cars in context via grand period settings. A board racer on a section of Brooklands track, or a Mille Miglia winner going through a quintessential Italian village, or a series of Le Mans competitors along a recreated pit lane complete with refueling rigs! It is this kind of atmosphere that resulted in the facility winning museum of the year once in 2011, and then for the second time in 2017 from the International Historic Motoring Awards.

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it is very hard to declare the “star” of the Simeone collection. The museum has many cars which are one of six or one of three or one of one. The Shelby Daytona Coupe would have to be on the short list, but so would the Porsche 917 and the Mille Miglia winning Bugatti. All of the cars run from time to time in the rear parking lot, so you can see and hear them in action. Many also participate in events around the world. If I were a retired high performance sports car, I think this is the life I would want. 

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On this particular visit though, a surprise was in store. The museum was almost empty but for a few staff, and as I wandered toward the back, the Mercedes SSK was sitting outside alone! In a nanosecond, I was circling it in a way that would not normally be possible. Up close, it is a magnificent giant of a car, and you can readily see why it spawned an entire replica industry. Great performance, a great body, and a great interior. 

 

Rabeneick Rules Rebranding

Classic Velocity

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August Rabeneick started a manufacturing company near Bielefeld (which was the origin for multiple bicycle and motorcycling manufacturers) in 1930. Initially he produced grinding machines, and then went on to producing bicycles. It did not take very long for him to transition to motorcycles in 1933. Like many others, he transitioned the ability to make steel frames into a motorcycle business using engines from other companies such as Fictel&Sachs and Ilo. 

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The first machines were small displacement at 75cc and 98cc. Post war, that transitioned to 125, 175, and eventually to 250cc two stroke machines. Rabeneick further developed the relationship with Ilo to one that allowed him to brand their engines as his own. As the 1950s began, Rabeneick also went to smaller 50cc mopeds to make sure that the segment of the market needing very basic and efficient machines wa covered. They also produced a line of scooters which they rebranded as Binetta in the UK (sounds very Italian, si?).

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Keeping with the theme of rebranding, Rabeneick struck a deal to produce the shaft driven 500cc boxer twin from a company called....wait for it.....Universal, out of Switzerland, as his own. This gave him a complete range of machines from sub 50cc moped to the largest popular displacement at the time. Diversification was an attempt to stave off a declining market. The strategy was good enough to attract the attention of Fichtel&Sachs who then purchased Rabeneick in the late 1950s. However, the factory eventually closed, and was sold to Hercules, although the brand lived on into the 1960s on a few mopeds. 

The Cult Turns 50

Classic Velocity

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In the course of the average human life, you don't get to celebrate too many 50 year anniversaries that happened entirely on your watch. Even fewer for products that you still use and enjoy! A few years back, the Porsche 911 celebrated 50 years, and since the model is still in production, it allowed for a grand time-lapse of evolution, memories, and memorabilia.  In 2018, the BMW 2002 celebrates 50 years of production. Two German icons, two vehicles that have fortunately inhabited the garage, and two vey different automobiles. The 02 is a very different celebration, as the last ones left the factory in 1976! They justifiably get labeled as a "cult car", and there is a famous book on the car with that title. Inevitably the factory and a variety of organizations throw grand birthday parties, and this year was no different. The best way to celebrate a big birthday is with a group of passionate fans of this single model. As David E Davis famously said in his 1968 review, "Now turn your hymnals to Number 2002 and we'll sing two choruses of Whispering Bomb . .."

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So where to find a group of passionate fans ? Hhhhmmmm.....Well there are probably a few hiding in your general region, but it just happens that a group of said fans have been heading to North Carolina, USA every year for over a decade. Scott Sturdy has given us rabid fans a great excuse to drive first to his vineyard when the group was small, and then to Winston-Salem which the group also outgrew, and now to Asheville. It is no longer just an 02 event, but it started that way, and the 2002 remains the core of the event. This gathering and the cars have been featured on these pages many times (see Proper Procrastination and Of Propellers And Cobblestones), but this time is a bit special. 

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At the front end of the event, the BMW CCA Foundation hosted a special sold out open house at their facility in Greer, SC near the US manufacturing facility. It was a celebration of the 2002 with cars, memorabilia, speakers, and merchandise. Effectively, the facility became a BMW 2002 museum for the day. Among the many special cars including a Bauer and a Cabriolet, was a better-than-factory Ceylon car. They should have put it on a rotisserie so that you could marvel at the underside as much as the top side. An immersive sensory overdose for the 02 addict, complete with music from 1968 into the early 1970s. I hate to keep using the drug analogy, but we are talking 1968.....The written word (at least our written words) simply cannot do justice to such an event. It is like writing about Woodstock. Imagine getting to attend a private Jimi Hendriks concert for about 200 people. Then imagine that the attendees included rabid fan friends of yours going back a decade or two. Now imagine that you are perfectly sober for the whole thing and can remember it!  

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But wait, there's more. That evening, the entire host hotel parking lot was turned into a BMW pre-show that went on well into the night. I think the only non-BMW in the parking lot was the hotel shuttle. On behalf of the entire BMW 2002 community, I apologize to any guests that were not part of this event. On the other hand, you will have stories for your grand children! 

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But wait, there's much more. The official show is always the next day, Saturday, now at a picturesque park in Hot Springs, NC. As always, 02s have a field unto themselves, this year including a few lovely Neue Klasse cars, and several of the immediate precursor to the 2002, the 1600. It is in this setting that you could readily appreciate the many individualized creations that make up the community. It is nothing if not diverse. The foundation event was the curated version, but the park was a canvas for everybody. The album will do the talking here, but suffice it to say that just about every color and variation was present in treatments from mild to wild. And almost all driven to the event from far away. Oh yeah, there were other cool BMWs there as always, but this one was about the icon. The cult car. 

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As a true driver's sedan, you can pay no greater tribute than to drive these cars., and after a great long weekend, they were driven back home hundreds of miles away. A fitting 50th birthday party if ever there was one. 

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Don Garlits Museum

Classic Velocity

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Your eyes do not deceive you. You may be asking, what could the Don Garlits Museum of Drag Racing possibly have to do with a blog about classic and vintage German vehicles, and why is a Karmann Ghia the lead photo? Good questions, I am glad you asked. 

First, it has been our experience that museums in general often have surprising content despite their main theme. In fact, we have yet to visit a car or motorcycle museum that did not have some unusual items related in some way to this blog. Check out this link to museum posts, and you will see what we mean. Second, it is a museum about cars going fast, so there is an automatic interest. With that said, we did not have very high expectations about this unplanned stop. Going as fast as possible in a very short straight line, is not exactly where our motorsports interests lie. It is the conceptual and philosophical opposite of the Dakar, Formula 1, Moto GP, and World Rally. However, it is serious business, the speeds are ludicrous, it is dangerous, and the machines are incredible manifestations of brute force.

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The main theme of the museum is to provide a chronicle of the life and times of Don Garlits, who is probably the most famous drag racer period. From the late 1950s into the 1980s, he created and refined the most dominant machines in the sport. He started with a repair and service shop in Tampa, FL but soon started to build hot rods and that naturally lead to faster quarter mile machines and drag cars. "Big Daddy" as he came to be known, and his "Swamp Rat" machines as they came to be known has a long and colorful history, and his personal and political views have often been controversial. Like all forms of Motorsport, the early days had crude machines and astounding levels of risk. Steel frames from 2 street cars welded together to create length, highly volatile fuel mixtures running through rubber hoses secured by hose clamps, an exposed engine 12 inches from your face, overalls and goggles for safety gear, etc. Garlits began in those days and moved with the sport into the modern era.  However, he paid a price in losing half of his foot in an accident where his transmission exploded and cut the car in half. He went rear-engined after that and continued to race!

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The dragsters are the most ungainly looking masters of speed. They have massive engines originally in front of and now behind the driver. They have a 25ft wheelbase. Today they are estimated to generate north of 10,000 hp in top fuel form. In order to put that power down to the ground, the massive 3ft wide slicks run at 5-7psi !!  The top fuel runs are over in 3.7 seconds or less, but the driver is subject to 5.5g at the peak, 4g sustained, and speeds exceed 330mph !! Fan, or not, you have to respect the engineering and marvel at the spectacle that such numbers represent.  

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Tucked into one small area amidst two buildings of pure Americana, are a Volkswagen Beetle, a beetle chassis cutaway, and a pristine 1974 Karmann Ghia. The Beetle is one that Garlits restored, but the 1974 Ghia was purchased from a bank auction of a new car dealership, driven for 27 dealer test miles, and has never been titled ! Arguably, the best example in the world, located in a museum dedicated to the exact opposite of an under-powered non-american street legal air-cooled basic transport. Who would have guessed?

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Cross Continental MZ

Classic Velocity

For those of us that believe we need to have a well-equipped electronically-assisted modern touring machine in order to contemplate a cross country trip, Kim Scholer begs to differ. He is taking a 1970 East German 250cc MZ pulling a Czech trailer ! And this is an upgrade compared to his last such trip !!

 Kim's Blog  MC Classics Article  Classic Velocity MZ Blog Posts

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Martin Classics 2018

Classic Velocity

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This year, for the first time in many, we missed the Martin Moto Classics show. It always coaxes local, and now with growth, regional owners to bring their classic treasures out to share with the public. There is always an assortment of German machines on hand with BMW featuring prominently, but accompanied by things less common. 

This year, there were nice examples of machines featured in these pages or formerly inhabiting the garage, including MZ, Kreidler, DKW, Condor, and Victoria. I have picked a few machines consistent  with the theme of this blog, but thanks to Todd Trumbore and Images from Walter Barlow, you can still enjoy a larger variety of impressive machines via the album link below.  

Martin Moto Modern Classics 2018

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A Bavarian Shoe

Classic Velocity

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Even from the official launch, the E36/8 has produced polarizing reactions. Love it or hate it. It is hard to believe that these cars are now 20 years old and already considered a classic, but there it is. At the time, the swoopy styling quickly gave rise to knicknames like the bread van, and then the clown shoe. Not flattering. However, just like the BMW GS, 2000 CS, and many other BMWs over time, this was an example of the engineers winning over the accountants and the sales people. The legend maintains (with plenty of evidence to back it up), that a group of engineers led by Burkhard Göschel, worked after hours an on weekends to turn the Z3 platform into a vehicle which would realize its full potential. They toiled away into the night, and developed a car with more than 3 times the torsional rigidity of the roadster, and with the M3 engine shoe-horned into the engine bay. They then asked BMW for permission to produce it. The answer was yes, with two big caveats: First, in order to control costs, it would have to share as much as possible with existing cars. Second, it could not outperform the mighty M3. 

The engineers were thankful, and with a wink and a nod, went off to figure out production. The result is a true driver's car worthy of the purist M label. The wink was that it did in fact outperform the M3 due to a superior power to weight ratio, and so gearing was altered to slow it down a bit. The nod was that from the nose to the A pillar, it shared sheet metal with the Z3, so costs were saved. Mission accomplished. The result is patently unique, and for some people, beautiful in its own way. Rear wheel drive, 0-60 in 5.3 seconds, top speed electronically limited to 155 mph, and a beast not easily tamed. Three engines were used over the short 4 year production life, eventually producing 321 hp and 253 ft/lbs of torque from a 3,130 lb car. The design of tokyo-born Joji Nagashima is officially designated a "shooting-brake", although it can also be considered a hatchback. Almost immediately upon production, the M Coupe began to rack up both design and performance awards and accolades. Road & Track, Automobile, Car & Driver, Top Gear, etc. All placed it in the top 5 or top 10 M cars of all time. All acknowledged a future icon. 

As is often the case however, sales were not as kind. While the regular Z3 enjoyed robust sales, the M Coupe struggled. It was already aimed at a narrow slice of the market, and the styling was enough to further limit appeal. 6,318 M coupes were produced over the 4 year production span from 1998 to 2002, with 2,870 of those being the US market version. It was replaced by a much less polarizing, and less insane, Z4 M Coupe. Regardless of how you view these cars, they represent perhaps the last time in modern times that the engineers at BMW were left in charge. As a driving enthusiast, however that happened, I am very glad it did.

  • ECE S50 (LHD): 2,178 built from 04/98 thru 06/2000
  • ECE S50 (RHD): 821 built from 08/98 thru 06/2000
  • NA S52 (LHD): 2,180 built from 07/98 thru 06/2000
  • ECE S54 (LHD): 281 built from 02/2001 thru 05/2002
  • ECE S54 (RHD): 168 built from 02/2001 thru 05/2002
  • NA S54 (LHD): 690 built from 02/2001 thru 05/2002
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Framo 2-3-4 Wheels

Classic Velocity

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Innovation in frames and platforms was the norm in the early days of the internal combustion engine, and many companies were simply trying to find the most efficient means to accomplish a task. One such company was Framo, founded in 1923, the same year as BMW. Although founded in Saxony, Germany, it was started by Dane Jorgen Rasmussen, who also founded DKW. The main idea was to use Framo to produce components for DKW motorcycles. After 3 years, that lead to the production of a commercial motorcycle-based vehicle, Basically, it was a trike with a cargo platform. This TV300 model emerged as a Framo vehicle in 1927. Variations for Framo included a single wheel at the front driven by an engine directly above it, a single wheel at the rear, enclosed cockpits, and open trikes with a covered rear. In other words, many permutations and configurations were tried.  Three-wheeled experiments in turn lead to the 4-wheeled Piccolo and Stromer models in the 1930s. All models were powered by 200cc-600cc 2 stroke motorcycle engines. Sales were simply ok in many instances, and weak in others, with no real sales successes.

Postwar, the factory was dismantled and shipped to Russia. Production resumed however in 1949 with what was essentially a pre-war model. Although there were further attempts at passenger vehicles, commercial applications were the only consistent sales. Even this was not to last very long, as the company became VEB Barkas and then concentrated on compact passenger vans. But that is a story for another time....

Collecting Nuances

Classic Velocity

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In visiting museums and collections, I would always be intrigued and amazed by those who were very focused in their acquisitions. Just one marque, or just one model of one marque, or all of the models of one marque for a single year, or all of the yellow Ferraris. These curators have a specific theme or quest, and set out to achieve a focused goal. I always thought of these as rather eccentric collectors. I imagined that they were bored with gathering the usual suspects like Gullwings and Vincents. Perhaps they just wanted to outdo a fellow collector by saying "I have every shade of green BMW 2002 ever offered" or "I have every model of the Norton Commando ever offered for sale". This is the "Inch wide and mile deep" approach to contrast the mile wide and inch deep collectors. 

In a recent conversation, I realized that I am not immune to this tendency. I was speaking with an inch-wide enthusiast friend about the new Goldwing. This is relevant because he has 12 Goldwings (13 if you count the Silverwing). This is impressive just based on the space required, but also based on the dollars. He can spout chapter and verse about the nuances between model years. Three of them are yellow. He even has a model that is widely regarded as bad. It is the mark of a true inch-wide enthusiast, that they even have the bad version of the vehicle. He also has models that the ordinary motorcycle enthusiast would consider to be the same. He has special editions, and first-version-to-have-X models. He knows his Goldwings. And then, he pointed to a couple of my airheads and we had the following conversation.

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"Those look identical to me. Those are your Goldwings." He was pointing to an R75/6 and an R75/7.

"They are not, see the tank on this one and the instrument cluster....." I fell right into the trap and was explaining nuances between the models that only airheads would appreciate, and probably just a subset of them at that.  

"They are both the same blue." Hhhmmmm, he did have a point there as they were the identical blue. Although, one was far more faded than the other. 

"Yes, but see the spoke wheels versus the cast wheels, and the switchgear is totally different......." He was smiling now, and I was digging a deep hole. 

"Was there a big performance jump between these, or some big functional improvement?" He was honestly asking this question, fully expecting to find the rationale for having both.

"Well......not really." I did not want to tell him about the few horsepower difference, or the infamous $2000 o-ring. That could easily be considered the bad version. I quickly ran through the years of knowledge and the memorized contents of the Ian Falloon book on Airheads. There was nothing of substance to offer a motorcycle enthusiast not pierced by one of cupid's horizontally opposed arrows. Nothing.

"Is one more of a touring model that goes with that fairing?" He was pointing to the color-matched blue Vetter fairing that I had removed, and had no intention of reinstalling on the /6.

"Well......not really." He was now fawning bewilderment.

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"Is either one super rare or collectible then?" His knowledge of BMW Airheads was like my knowledge of Goldwings; an inch wide and a half inch deep. I could easily have lied.

"Well this one has fairly low miles, but.........no" He was now implying that I was even worse than him, since I had no redeeming special editions or rarity cachet.  

"This one says R75 as well. Why would you have multiple versions of the same bike?" It was the /5 toaster tank. Beautiful and so different, but he had scored a knock down blow. Yes, I had gathered all three versions of the R75 over time, quite intentionally. This was a great motor for BMW, and I appreciated the subtle nuances between iterations of this platform from early 1970s to late. It goes even further if you include the R80RT. Yes, I was an inch-wide enthusiast. But when you have no substantive retort in a debate, when you have no defense, you must turn to offense. You must attack a flank where you at least have some advantage.

"Oh yeah, well I can park all three of these in the space taken up by one of your behemoth Goldwings!".  

East African Coronation Safari 1953-1954

Classic Velocity

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With the Dakar underway, long distance endurance rallies are on the mind. Going back in time, these rallies were really extended reliability trials. If you finished on Sunday (winning was even better), it went right onto a poster for the sales department to use on Monday. Even today, I wonder how many manufacturers would send a bone stock production sedan vehicle off to race across sub Saharan Africa, wth just a couple of tires and a gas can strapped on the back. But I digress.....

The East African Coronation Safari was first run in 1953 crossing Kenya, Uganda, and Tanganyika. It was initially held to celebrate the Coronation of Queen Elizabeth II, since She was in Kenya and became Queen, when King George died. It became widely regarded as the toughest Rally on the circuit, if not in the world. 3000 miles, punishing terrain, and unpredictable weather, all combined to cement the reputation of this Rally. However the first two instances of this Rally really set the stage. The initial rally had three starting points, although the majority started in Nairobi. It wound its way around Lake Victoria. Performance on the cars was required to be showroom, meaning no mods. Four classes were determined based on vehicle price. There were only 57 entrants for the first Rally, including DKW, Ford, Mercedes, Peugeot, Tatar, and Volkswagen. There were only 27 finishers, with the top spot (least penalties) going to the split-window Volkswagen Beetle of Alan Dix and Johnny Larsen. In 1954, Volkswagen triumphed again but this time at the famous hands of Vic Preston and D P Marwaha. Average speed decreased due to the increase in mandatory rest stops and control points. The following year, the Rally adopted FIA rules and an RAC permit was required, effectively ending the initial minimal regulations approach. 

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On Receiving Gifts II

Classic Velocity

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 A bit of recycling here from 2012, but it became relevant once again due to this quote we stumbled across this holiday season in Santa Fe, NM. "Always give without remembering and always receive without forgetting.”

The car sat under a tree, wedged in between a rusted out Plymouth Valiant and a tractor-trailer that was being used as storage. It was covered in that grayish greenish brown mix of pollen and dirt that renders all of the glass opaque. It also made it hard to tell exactly what color the car was. The final top had split in several places due to the ravages of sun and rain and tree sap. The engine compartment had more acorns and leaves than the tree under which it rested. The tires were remarkably round and still held some amount of air, but were dry and cracked on the side walls. The driver's seat was shot, and someone had cut the dash for a more modern stereo. The chrome was mysteriously pitted in random places as if to emulate some strange rash. It was a mess, and I had to have it. I mean, who would let such an icon just sit outside and deteriorate? This was a not inexpensive sportscar that was desired, acquired, and pampered at some point. Now it was just another case where eminent domain should apply (see The Theory of Eminent Domain)

I had stopped by a few weeks earlier and left a note, but no call. This time, I caught the shop owner, Steve. It was a typical case of a customer who had brought the car in for some repairs, and found that those repairs were going to be more expensive and extensive than he bargained for. The car sat. Steve vowed to contact the owner that night, and I left once again. Two days later I got a call. Yes it was for sale, but for more than it was worth. Today it would sound ridiculously cheap, but at that time, things were different. We haggled a bit, but the owner was sticking to his guns. I wondered if he had seen the car recently. No deal.

A few days later, I was about to call and up the offer, such was my craving. Before I had a chance, the owner called and accepted my initial slightly low offer. He had been to see the car and was surprised at the condition. He told me that Steve had promised to keep it inside, finish the work, etc, etc. I was at his place with the money the next day, even though it would take a few weeks to pick up the car. Then, with title in hand, I returned to the shop and took a more complete inventory. A lot of work, but doable. It even turned over with the battery from the shop, although it did not fire. I hauled my gift home and began the discovery process.

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Three weeks and an awful lot of work, diagnostics, and a few parts were required in order to get the car running. That first time it fired and ran was a gift worthy of a sacred garage celebration. Too bad nobody was around to see it. It became a rolling restoration, although I hesitate to use the word restoration as the intent was to make it a driver. The body and interior cleaned up remarkably well, and over the years, the ailments have been mostly addressed, while delivering the gifts of wrenching and the parts hunt, and the community of like-minded madmen. The stock 2.2 litre flat six engine has been solidly reliable and has taken the car on many trips and many hundreds of miles with nothing but oil changes and tuneups along the way. It has gone around the track at LimeRock and Watkins Glen. It has toured New England in the fall with a rebuilt targa top stowed in the trunk. It has attended many a club event with two small children in the back. It has given the gift of joy and laughter.

And more than a decade later, on the way to a breakfast one weekend, the car delivered more gifts. While I was getting gas, a woman smiled and said "That's a lovely car" as she walked inside to get coffee. On the way out she asked what year it was and we chatted for a minute. She never stopped smiling. A few minutes later, the car flew down a lonely section of interstate at 120mph. The speedo wavered back and forth between 120 and 125 as I kept going. The car always begins to feel good above 80mph, and it sees triple digits on occasion, but it is not usually up in the 120mph area. We were only there for about a minute, but the car did not feel strained, and I had more tach to go. I was not far away from the top speed of the car when new, and this car is 43 years old. Stock points and ignition, stock Zenith carbs, stock motor, stock wheels, stock steering wheel. I never stopped smiling, and I am pleased in this Holiday season to once again receive a gift from a vehicle which keeps on giving.

NYC IMS 2017

Classic Velocity

As seen through the eyes of a vintage enthusiast, this annual pilgrimage is a chance to see what is new and trendy, and to lay eyes on what has heretofore been the stuff of articles. This year, there was an impressive number of “standard” motorcycles. This means relatively upright seating position, handlebars rather than clipons, very little bodywork, no winshield. Among them were the Yamaha MT09 and 07, the MV Agusta Rivale, Kawasaki Z900, BMW RNineT, etc. Nice looking machines that can be versatile as well. Everybody now has an “Adventure” bike, including Royal Enfield with their new Himalayan. Honda and BMW now offer “Baggers”! There is plenty of coverage of the event on major magazine sites, so here is a select sampling of images through the Classic Velocity lens.

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Goliath GP700 Sport

Classic Velocity

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Goliath was founded by Carl Borgward in Bremen, and has been mentioned in these pages before (see The Many Faces of Borgward and Maintaining Tempo). They are perhaps most well known for their three-wheeled vehicles with commercial applications.  After the war, three wheeled production restarted first. Their first postwar four-wheeled vehicle was introduced at the Geneva show in 1950, and it was a small 2 door coupe called the GP700.  It sported a 688cc two-stroke engine producing 25hp in carburetor form, and 29hp in fuel injected form. 

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At the Berlin show in 1951, Goliath introduced the GP 700 sport. The sport was front-engined, and front wheel drive! It featured an enlarged 845cc engine, capable of 32 hp and 44 ft/lbs of torque, but it only weighed 1753 lbs. It was equipped with Bosch fuel injection prior to the Mercedes which is often thought to be the first. Top speed was 78mph, and you did not get there quickly, but this was adequate performance at the time. The GP700 also featured a 4 speed synchromesh gearbox, which was again advanced for the time. The swoopy body was from Karosserie Rometsch, and had similarities with the Porsche 356 and the Borgward Hansa. In particular, the cabin profile, the wheel arches, the hood, and the sloping rear with a small trunklid, could easily lead you to believe that this was a Porsche product. The interior was elegant, with a painted dash and luxurious VDO gauges. 

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The Sport was a true hand built car, and was very expensive. offered from 1951 to 1953 in model years, but was really only in production from Mid 1951 to mid 1952. It's low production numbers (only 27-30 were believed to be produced) and unique features make it rare, and few survived. However, it introduced a number of features which went on to become standard in automobiles for the latter half of 20th century.

NSU Supermax

Classic Velocity

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Neckarsulm Strickmaschinen Union (NSU) emerged from producing knitting machines and bicycles to motorcycles and cars. By the  mid 1950s, NSU had grown to become one of the largest motorcycle producers in the world. It directly translated great success on the racetrack with the Rennfox and Sportmax machines into showroom sales, as they amassed victories in sidecar, 125cc and 250cc world championships (see Of silver dolphins and blue whales). One of the best translations was the NSU Supermax.

The Supermax was introduced in 1953, and was designed by Albert Roder who had worked on the supercharged racing motors. It was a 250cc 4 stroke single, producing about 18hp at 6500rpm, and weighing just 384lbs. The innovative features introduced included a new "calm" air filtration system, and a chain driven overhead camshaft. At the time, these were somewhat ground-breaking on a production motorcycle. It also featured a four speed gearbox which propelled the machine to 78mph. Very respectable for a 250cc thumper. Brakes were drum front and rear, on 19 inch wheels. Other innovations included the monocoque pressed steel frame, and a short rocker front suspension.

The Supermax enjoyed very good sales, helping to propel NSU to become the world's largest motorcycle producer in 1955. They also held world speed records in 1951, 1953, 1954, and 1955, including breaking the 200mph mark for motorcycles at Bonneville. The Supermax model continued until it was replaced in 1961. 

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Anthropologic Vehicular Archeology

Classic Velocity

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I was searching for items for a swap meet which was only a day away. As usual, this had turned into a last minute need to rummage through plastic crates in storage. As mentioned in Hoarding for Gearheads, this should be pretty straightforward, but over time the organization system gets corrupted.  So there I was, searching for a particular item that I knew I had new in a box, but which so far had eluded my grasp.  However, the search had given rise to a number of sudden utterances ( to no one in particular since I was alone) like "Oh, so that's where this was", or "Why would this be in this crate", or "I forgot I had one of these". And then I was easily diverted and took long trips down memory lane as I came across parts for vehicles I had not owned in years, vehicles I had no intention of ever owning again, and in some cases, vehicles I am pretty sure I never owned at all.  I was struck by how many times I must have purchased items just because I could not find them, or because I forgot I had one. But that was not the most interesting discovery on this journey. and in some cases, vehicles I had no intention of ever owning again.

If you really want insight into the diseased mind of a vintage gear head, then you need to examine the used parts. There should be a full advanced academic degree devoted to the understanding of this sub culture by way of the stuff in their garages and basements and storage units. I call it Anthropologic Vehicular Archeology. If we can discern the workings of ancient civilizations by way of a few fragments of a clay pot and some cave paintings, imagine what we can reconstruct from the 40 year old vintage parts stored by a modern human. There are already esteemed faculty who can determine your right foot reflexes just from reading a fouled spark plug! Imagine what could be done with a used oil filter, a crank journal bearing, and exhaust pipe discoloration. It is a rich field of exploration. Oh, the secrets that would be revealed, the new buildings on academic campuses, and the passionate doctoral candidates, not to mention the insights gained for all of humanity. But I digress. 

The parts and supplies of interest fell into several categories. The rationalization is followed in parentheses by (the more realistic translation) :

  1. I may return the vehicle to 100% stock one day, so I need to keep this.  (this will never get back on the vehicle during my ownership, but will be good for the online posting and for the new owner)
  2. I have an extra one of these because they will be hard to find soon and I may need it one day.  (they will not be that hard to find in my lifetime, so it will probably be in this crate when they sell it all at the estate sale)
  3. I got this in a box of parts at a swap meet.  (I will forget how I got this and be periodically perplexed as to what this fits)
  4. I replaced this with a new one, but I keep this as a spare.  (I will never use this and will always buy another new one because I will forget why I relegated this to a spare)
  5. I don't need this, but I hear they go for good money online. (If I ever got around to finding this again, cleaning it up, and putting it online, I would make $7)
  6. I have a good one of these, so I can modify this one. (The modification went horribly wrong, and now it is worth nothing so I keep it) 

Ignition coils are one of my favorites. There were several among the crates with masking tape and words like "reportedly tested good", or "suspect", or "R50/2??". I have no idea under what circumstances I would ever put one of these into a vehicle, and it would be unethical to even offer them to someone needing a coil, so why keep them? Answer; There is something about the weight and substance of a coil, along with the fact that they can look brand new even when bad, that makes me reluctant to throw them out. I left them right where I found them. But the jewel in the crown, the icing on the cake, the capstone of this outing, was a pair of brake pads, lightly used, on which was written in big permanent marker, the words "WRONG PADS". They were in a crate of mixed items, so there was no telling what vehicle, what year, front or rear, etc. I actually sat down and laughed out loud, which startled a blackbird on a nearby fence. There was no clue as to whether I inherited these in a box of parts, purchased them myself some time ago, or removed them from a vehicle. Were they wrong for a particular vehicle, the wrong type of pads for the correct vehicle? I had no idea other than I had obviously decided to keep them. In the end, I put them right back where I found them, still chuckling to myself. I know I should just throw them out along with the coils and other suspect items, but perhaps I will wait for a better time to go through all of this...yeah, that's it....another time soon. And if not, it will at least confound the vehicular archeologists.

 

 

The Variant

Classic Velocity

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As covered here before, (see the rise of the type 3), Volkswagen was among the first automakers to really leverage a single chassis for multiple variations on a large scale. This was certainly true for the Type 3, where the Notchback, the Fastback, and the Squareback, were all manifestations of the same base. And that base, was the beetle chassis. The Variant (Squareback) was the Estate model, or the Station Wagon model in the USA. It answered the basic need for more room to carry people and/or goods. Just like the VW bus, variety was provided by two variations of the variant (ok, I promise to end this now). There was a two door passenger version, and a two door panel van version, which only had front seats with a large cargo area behind them. While the Type 3 was launched in 1961 with the 1500 Notchback, the Variant first saw production in early 1962, but did not make it to the US until 1966.

Of course, the key to the Type 3 cars was the flattened version of the 4 cylinder air-cooled engine. That engine weighed under 300 lbs, and was only 18 inches tall. The cooling fan was lowered and relocated, the gerator was relocated, and the oil cooler was repositioned. In total, it was a brilliant repackaging of the standard beetle engine. In fact, it came to be called the pancake. Power was not the forte of this engine, as it produced a mere 50hp, and was good for a top speed of 77mph. In later years, it gained the dual carburetor setup and then got the landmark Bosch D-Jetronic fuel injection. Back to packaging, the engine fit below the floor in the rear allowing for a usable trunk. Coupled with a front trunk compartment, storage capacity was very good. With the additional vertical room provided by the "Squareback" body, it was excellent. The interior was relatively luxurious by VW standards. Pleated vinyl, headrests, full carpeting, an attractive gauge pod, more than spartan door panels, the option of an automatic, etc. 

Although sales were small in comparison to the mighty beetle, more than 1.2 million Variants were sold between 1962 and 1973, and that number climbs to 1.45 million if you include Brazilian production as well. This is well over half of the entire Type 3 production. The Variant remains popular today among air-cooled VW enthusiasts and is well represented on sites like www.thesamba.com and www.type3.org

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First Wankel

Classic Velocity

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In 1963 at the Frankfurt International Motor Show, NSU introduced the world's first production car with a Wankel engine. The Wankel Spider was designed by Bertone, but up front it had a passing resemblance to the Pinninfarina-designed Alfa Giulietta Spider. The car was basically an NSU Sport Prinz Coupe with the roof cut off, and a rotary engine mounted over the rear axle. This allowed for two trunks while maintaining the sporty shape and appearance, but the front trunk was small in order to make room for the radiator and gas tank. The rear sheet metal was modified from the coupe to allow for storage of the folding top, and the rear engine compartment. The two-seater interior was elegantly trimmed in two color leather. 

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The 500cc engine made just under 50hp, which was adequate at the time, given the 1500lb weight, but the high revving engine sounded like nothing else on the road. It was good for a top speed of 98mph. However, the materials used in building these first generation engines caused more rapid wear than anticipated, and problems began to surface once the cars were in the field. Engine rebuilds were common at 30,000 miles, although it took a while for most cars to get there. Handling, however, was superior. according to Autocar at the time, "The Spider is really most enjoyable on minor roads with lots of twists and turns, where its exceptional stability and cornering powers, together with the quick reactions of its rack-and-pinion steering, allow very fast averages to be maintained."

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Only 2375 were built, and only a paltry 215 made it to the US. Ironically, one of those 215 became the first Wankel race car, competing in SCCA H Modified. It is believed that the relatively high price, and low production numbers were evidence that NSU introduced the car more as a test bed for the rotary engine. An improved version was introduced in the NSU R080 sedan in 1968 (see NSU R080). 

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Classic RS Rally

Classic Velocity

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It is hard to imagine, but the original BMW R100RS was launched in the fall of 1976 as a 1977 model, and is now 40 years old.  There have been many variations and iterrations since then, but the original production vehicle still defines the model. At the time of its launch, the RS was a radical departure from other machines of the time. It was a fully faired machine compared to naked machines, it offered bold futuristic styling,  and relatively luxurious accommodations to envelope the pilot as he consumed miles by the hundreds each day.  A top speed of 108 mph, and 70 hp in a 535 pound machine was a very good performance package at the time. It was a true "Gentleman's Express".

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The RS started with a recognition by BMW Motorrad that their bikes were sort of....well...dated, and were in danger of appealing only to an older demographic. Their solution was to employ stylist Hans Muth to spruce up the line, and get younger customers excited. He used the wind tunnel to design and then test a multi piece fairing that would look modern if not futuristic. The result was a 5.4% reduction in drag, and a 17.4% reduction in front wheel lift. To put this in perspective, lots of riders of all marques were buying and attaching Windjammer fairings to their machines for touring at the time. However, the R100RS was considered the first production model to come fully faired off the showroom floor.  At the time, Motorcyclist's Bob Greene said "In one bold move the Germans have advanced motorcycle styling several years". More than that, the bike offered great protection from the elements. Many consider this motorcycle to be the birth of the Sport Tourer. A special Motorsport edition was later launched with a signature red nose on the fairing, and many RS machines including K bikes and R bikes to the present time, occupy BMW showrooms and enthusiast garages.

Which brings us to Todd Trumbore, and the 40 year celebration of the RS. Todd has been a guest author for Classic Velocity, a great motorcycle enthusiast in general, and is well known for his annual rides. He is also known for his R90S 40 year celebration a few years ago. Once again, he has gone above and beyond in bringing Hans Muth to anchor a celebration of his design. The lineup of silver blue 1977 RS machines was spectacular, including serial number 001. The collection of attendee machines was impressive as well, including a million mile R100S. Camping and tech workshops and lectures, and the Airhead Store, and food and drink, made this a true Rally worthy of the BMWMOA organization. But it was essentially the work of one man. Great guy, great machine, great event.

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Limerock 2017 The Motorcycles

Classic Velocity

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The Limerock Vintage Weekend has long been a great destination for a motorcycle ride. It is set in bucolic north western Connecticut, and is surrounded by upstate NY and western MA. When  the Berkshires and the Catskills are neighbors, you are in great riding country. At the track, a motorcycle parking area on a hill above the swap/paddock area has emerged over time that is always interesting, and the infield camping area often has a smattering of motorcycles. It always delivers a surprise, such as the year when a Vincent was casually parked among the commuter and touring machines on the mound. There was also a Crocker one year inside a vendor tent!

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This year, all of that was enhanced by a display of BMW machines from Philip Richter and his Turtle Garage. In addition to a few of Bruce Meyer's hot rods on display, there was an elegant line of BMWs from pre-war to the 1990s. A most welcome surprise to us, and a delight for the crowd of attendees who appreciated vintage machinery in general.  It was particularly amusing to listen in on some of the conversations of others admiring the collection. There were comments such as "They all look the same", or "Black must be his favorite color, since he has so many of them".

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However, a few folks who knew their BMWs would also stop to spend time looking at the subtleties between models. They would comment on handlebar controls or frame gusseting.  They were always pleasantly surprised to find someone who wanted to share in the conversation.  There is a particularly strong bond that is formed between geeks who discover each other at an event not intended for them as a primary audience. You now instantly have 2 things in common. But I digress...

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The machines included a Dover white R60/2, an R69S with a Hoske tank, a superb ISDT bike, and a pristine K1. All in superb restored condition. However, the favorite bike of the collection's owner is a 1938 R51 which is cosmetically unrestored. It has been mechanically restored, but the paint and bodywork has not been touched. It is in remarkably good condition, and has a patina that you simply cannot purchase. Sharing the same year, 1938, was an R71. Judging by the interest in German cars and motorcycles, it is easy to see why Limerock voted Philip collector of the year. The Turtle Garage is on our list st of places to visit soon....

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