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Classic Velocity Blog

Filtering by Category: car

New is Old....Again

Classic Velocity

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It's official, we have run out of ideas. Electric cars, not new. Medicinal herbs, not new. Organic food, not new. Driverless cars, not new. Faded jeans, not new. And there is such an absence of new ideas in entertainment, that sequels, remakes, and recycling are the norm. For our more relevant space of vintage iron, there is also a movement these days to make new stuff old, and to keep old stuff…..well….old. This too is not new, as the rat rods of the mid 20th century had the same ethos. Take something old, and make it serviceable (or high performance), but leave the aesthetic looking like it was when found (or abandoned). There have even been schools within the movement that have taken something in good cosmetic shape, and distressed them, aged them, or otherwise altered them in order to look like a barn find. The spectrum is broad, so we thought that in true Classic Velocity style, we would categorize them. We did a related post on how close you are to being a purist a few years ago (see Tiers of Authenticity), so you can check that out as well.

  1. Preservation. This school is pretty straightforward. You alter nothing (or the minimum possible) to make the vehicle operate as it did when it last operated.

    1. There is even a market for non-operating preservation, where even the cobwebs remain undisturbed.

  2. Practication. You take an original vehicle as found, and make it practical to operate on a limited basis. This might involve more modern non-period-correct tires, corrosion inhibitor applied to the undercarriage, an LED bulb or two to replace the stock 1157, etc. The vehicle is not modified in any way, and the cosmetic patina is natural and continuing to evolve.

  3. Performication. Not to be confused with per-fornication. Different blog for that. This school might do any needed metalwork and then preserve the resulting aesthetic with a clear coat of the patina, so that it will not evolve further. There may be more extensive less visible structural work, suspension upgrades, engine upgrades, brake upgrades, etc to make the vehicle competent with, or superior to, today's vehicles.

    1. The closer you get it to looking like category one or two, the more impressive it is.

    2. The better the performance, the more impressive it is.

  4. Oldification. This school takes something new and typically high performance, and makes it look old aesthetically. We are not talking here about the many retro and homage vehicles produced by manufacturers.

    1. We are talking about putting a modified early 911 body on a modern 911 chassis and drive train, or putting a new BMW 1200 (now 1250) motor in a modified R60/2 chassis, or somehow using a current Mustang platform for a Model A hotrod, or a Hayabusa engine in your Isetta. 

    2. There are some pretty expensive paint jobs and interiors out there that look like they are old, distressed, corroded, sun bleached. Aircooled Vdubs (which are already old) have members of this school. A variation are motorcycle tanks with faux bullet holes painted oxidation red, and aged brown leather seats.

    3. Technically you could consider Chip Foose, Kindig-It, and their ilk to be a variation on this theme. We could also argue though, that they represent the opposite, Newification.

So where do you fall on the spectrum? Did we miss a category? Best comment wins a Motocron subscription.

Limerock 2018

Classic Velocity

The annual pilgrimage to Limerock Motorsports Park is always great for vintage racing, and a lovely drive through bucolic northwestern Connecticut. This year, Bugatti was the featured marque, and it was unique to see so many in one place.

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 A Brace of Bugattis….

A Brace of Bugattis….

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Photos courtesy of Edwin Solomon.

Down the Lane

Classic Velocity

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Nashville, Tenessee naturally brings to mind Country Music and the Grand Ole Opry, Whiskey, and the smoky mountains. A great automotive museum ? Not so much. Which is why the Lane Motor Museum is such a surprising discovery. Not that it is unknown in museum circles, as it is another of those Family-owned marvels that we the public benefit from immensely, and which are fairly well known among gearheads regionally. The museum is a 501c3 established by Jeff Lane in 2002 around his personal collection. Now there are three aspects of the Lane Museum that make it particularly attractive to Classic Velocity. First, it specializes in European vehicles. Second, every vehicle is a running, driving specimen that gets some usage. This is no small feat, as you will see. There is a real mix of near showroom cars, and many with a healthy patina. Third, the museum is housed in a 132,000 ft2 former Sunbeam Bakery complete with brick walls and maple floors. It compliments the collection and vice versa.

If there is a theme for the museum, it is probably "interesting cars" as our basement tour guide described it. The main floor is 40,000 ft2 of those cars along with a history of the bicycle exhibit, which was interesting in its own right. The vehicles (they include a smattering of motorcycles and scooters) are roughly, but not entirely, grouped by the region of Europe. Scandinavia included Volvos and Saabs. A highlight of this area was a Saab 92 from 1950 which only came in aircraft green because that paint was surplus from the war. Next on my circumnavigation of the floor was an impressive collection of micro cars which crossed all geographic boundaries. Well known Isetta, and Messerschmidt shared space with a Zundapp Janus, a Heinkel and a Hoffman. Hondas and Berkeleys and Subarus were intertwined. The French and the Italians were not to be outdone with entries from Renault (a dauphine Henney electric car from 1959!), Citroen, Fiat, and a delightful Vespa. DAF, Daihatsu, and an American Davis were also included. A well executed Tata Nano from India was also present. A truly "interesting" group.

Back to the regions, Italy blurred into France which was dominated by Citroen, but had an iconic Renault 5 Turbo. At this point I need to jump back over to a small group of race cars to highlight the bright orange Citroen DS Ice Racer, complete with snorkel and studded tires. Enough said. The next section was dedicated to Tatra from the Czech Republic, so technically it was regional. However, there were about a dozen Tatras on display, and more in the basement. They are a theme of this museum, and run from a 1925 car to  a 1994 truck. Interesting design, interesting engineering, interesting history. Eastern Europe continued with a Polish FSO, Skodas, and then into Russia via Zil and ZAZ. 

I left Germany for last, given the focus of this blog. This was a great opportunity to see vehicles in person that have been covered on these pages, from marques which went away decades ago, and are not normally seen even at vintage events. Perhaps my favorite was back in the race car section where there was a 1 of 1 Shirdlu powered by a BMW 700 engine. Minimalist at 1000 lbs and top speed of 127 mph. Designed and built by 3 Californians. The collection included a couple of Hanomags, a Hansa, a few Lloyds, a Steyr, several DKWs (including a lovely Monza), a Wartburg, several NSUs, a Goliath, and more.  Incredible, and knowing that all of them were or soon would be running driving examples made it all the more impressive.

If you are anywhere near Nashville, you owe the Lane Motor Museum a visit, but pay the extra for the basement tour. It is well worth it.

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Motocron - 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. $10 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!

SIGN UP

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. 

 

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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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....

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.

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.

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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Limerock 2017

Classic Velocity

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For us, Labor Day weekend is synonymous with the Limerock Vintage Motorsports Weekend. The event has graced these pages many times before (see Lapping Limerock or Limerock 2014), and always delights. This year represented an abbreviated visit, as we were going to miss Monday racing (the circuit has a long time noise ordinance which effectively bans racing on Sundays), and the remnants of hurricane Harvey drowned out the Sunday car show. The auction that has now become part of the weekend took place under tent as the rain came down on all sides.

However,  Friday and Saturday were perfect, with temps in the seventies and a mix of sun and clouds.  We have been to this event when the sun was blisteringly hot, and we have been to this event when everyone was huddled up in winter clothing. Saturday's blend was great for walking around the paddock, and for watching the racing from multiple vantage points around the track. Indicative of the variety that you find at Limerock was one of their last run groups, which was an eclectic mix of machines together on track. It included a Ford GT, a few MGBs, a Lotus Elan, a few Porsche 911s, and a Tatra!

Of course like any great event, the parking lot can be almost as interesting as what is inside. No disappointment here. Something about New England brings out the anglophiles, so the early Jags, and Healeys, and Land Rovers were abundant. Even a nice Rover TC graced the grassy parking area. Clubs also showed up in force, so Porsches and BMWs were everywhere. A few interesting Italian cars were there, in addition to the Ferraris and Maserati ( is the plural of Maserati, Maserati?), including a rare Fiat 130.  The Fiat was large and wide, and could have easily been a product of Detroit Rather than Italy.

The paddock continues to expand, with the two areas now consuming most of what was the swap meet area. Sadly, there is less of a swap meet these days, but it is due to increasing numbers of on-track competitors. This makes the paddock more interesting, and the chance to see your favorite marque and model, greater. Limerock's mix of elevation changes, esses, and a long straight, ensure that you need a well sorted machine to dominate, and that the racing stays interesting each lap.  

Want to browse through our photos from the event? View the Full Limerock Vintage Weekend Album

 Lancia ready to race

Lancia ready to race

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Green on green  

 An impressive tape job on the headlights! 

An impressive tape job on the headlights! 

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A classic beauty in Motorsport livery

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Renault Alpine

 Beetle with a Porsche engine at the auction

Beetle with a Porsche engine at the auction

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Ford Angelia with a Cosworth inside..

 An Auto Union 1000 for sale

An Auto Union 1000 for sale

Mercedes 200D : Building The Diesel Legend

Classic Velocity

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 Mercedes Benz has always been a premier luxury marque, but they have also been a producer of basic workhorse transportation. Pick a movie from the sixties and seventies set in Europe, the Middle East, or the third world in general, and you will note their legendary role as the taxi cabs of the world. That legend started with the W110 in the early 1960s, and in particular with the Diesel variant. Mercedes was never the cheapest sedan, but in the case of the 190D and 200D, they quickly built a reputation for running millions of kilometers, tolerating heavy loads, and being generally indestructible. Those are the key attributes of a commercial vehicle, but in this case, they were embodied in a sedan.

The W110 series began in 1961 with the introduction of the 190 cars., replacing the W111 series and confounding the once logical Mercedes nomenclature. They were part of the Heckflosse (Fintail) series covered here before (see The Heckflosse Champion), and had the signature appendages in the rear. In the front, they looked like the preceding Ponton cars (see Ponton Production) with the round headlights and the snub nose. Inside, wood was replaced with Bakelite, and luxury seats were replaced with fixed back items. But the key gamble that Mercedes continued to take was in promoting the Diesel engine. At the time, diesel engines  were noisy and visibly produced soot out of the tailpipe. They also had extremely sluggish performance. The press was not kind to these machines, and the traditional Mercedes customer did not view them positively either.

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However, the taxi cab industry had quite the opposite view. These were robust, relatively fuel efficient vehicles with enough comfort to be the ideal conveyance. If it was good for taxicabs, then it was good for others desiring rock solid transportation, and sales grew along with the reputation. Between 1961 and 1965, the diesel variant outsold the gasoline version by over 95,000 units. In 1966, a second series of the W110 was introduced. The inline 4 diesel in the 200D now had a 5 bearing main crankshaft, twin carburetors, and increased bore to yield 1988cc. This produced a whopping 60hp, and a top speed of 130kph in a vehicle weighing 2794 lbs. This was not a performance sedan! However, it also went on to outsell the gasoline variant by over 51,000 units between 1966 and 1968. 

Overall, over 387,000 of the W110 diesels were produced by the time they were replaced by the W115 series in 1968. They cemented the legendary status of the Mercedes Benz Diesel engine, which also became popular in marine applications. It also provided a reputation for reliable, durable vehicles to complement the image of premier luxury automobiles. Remember the 600 Pullman was produced in the same timeframe, as were trucks and vans. No other manufacturer at the time had such an effective grasp of both ends of the spectrum.

On Driving On The Left

Classic Velocity

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I grew up driving on the left.  In fact, I'm not even sure at what point I learned that there was an alternative. I also grew up on very narrow roads that were pockmarked with potholes and peppered with patches.  And they were all twisty roads. My father used to joke that the road builders must have been paid by the corner. I am not sure at what point I came to know that these were not normal roads. I can remember being surprised and delighted at a long smooth stretch of road, and then promptly using it to pass everything that I could. So did everyone else, leading to a kind of crazy no man's land in the middle of an already narrow road. Exciting times ensued, but as I recall, there was rarely an accident from this scenario. Accidents came from top speed trials and misjudging the limits around mountain roads with no guardrail, and from a general excess of testosterone over wisdom. 

Fortunately for me, I had no access to speed, although I wanted it very badly. The 10 year old clapped out 175cc Honda trail bike, and the even older Land Rover that I learned to ride and drive on, were both philosophically and physically opposed to speed. Several of us tried to make them go fast, but all we could do was paint a racing stripe on the Honda's tank, and get a running start downhill on the Land Rover. The Land Rover in particular was hilarious, as it was geared in a way that the top speed could only be reached downhill coasting with the clutch in! The Honda was just done at about 47mph. By experimentation, we discovered that both could "feel" fast by going across a bumpy field at anything over 40mph. Fast forward some decades, and the billiard smooth highways of the USA make speed a mundane necessity. Driving on the right is the norm, and speeds over 80mph are routine and uneventful. Of course, countries and cultures have changed, but there is still a desire for some excitement getting from A to B. Exceeding the limits of the roads and the machines in this environment is relatively hard to do. Little or no challenge, little or no fun. 

A recent visit back to a place that drives on the left recently shook up the norms again however briefly. There were warnings for visitors who might normally drive on the right, but I was instantaneously back in my natural habitat and needed no signs. There were roundabouts again, and shifting with the left hand, and overtaking on narrow roads, and no guard rails on mountain roads, and no time (nor need) to glance at the dashboard, much less a mobile device. It rekindled that original need to pay full attention to the act of driving, and to be challenged to do it well in a somewhat unpredictable environment. And it rekindled that original fascination with probing the limits and trying to go fast. It was not about the absolute speed, it was all relative.  Blind corners, and using your horn, and 1st gear hairpins, and maintaining momentum, all returned to center stage. Driving was brilliant fun, even in a small economical non-descript compact car, on the way to nowhere in particular. BMW often used the term Freude Am Fahren in marketing campaigns to invoke The Joy of Driving. Man and machine in perfect choreography. We have explored it here before (see One and Moonbathing), but it bears repeating....

Whatever it looks like for you, go drive on the left.

 

The $800 CV Boot Revisited

Classic Velocity

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Some summer recycling here with a post from 2010 made relevant again due to a current S mall repair that turned into a much bigger bill. It also points out how prices have changed ;-)

The project started innocently enough. One of the CV boots on the Porsche 911T was torn and had sent grease all over the heat exchanger and everything else. Like many ailments to the early 911, a keen sense of smell is critical to early detection. With the pre-war VW heating system in these cars, you tend to develop a sense of what your engine smells like under normal circumstances. This is useful because by the time you actually see the flames shooting through the grill on the rear decklid, it is often too late. I detected burning grease, and shut things down. Satisfied that it was the boot, I nursed the car home.

Someday, I hope to hear a satisfactory explanation for this design, which is common to so many different vehicles from this era and well beyond. A complex and expensive flexible joint which has high speed rotating parts, which is under the car exposed to dirt rocks, etc, and which must remain lubricated, is protected by a $6 (probably 50 cents back then) rubber boot fastened by metal or hard plastic hose clamps. Anyone?……anyone?…..Bueller?…

The next day, I ordered some boots. A CV boot for an early Porsche 911 costs about $6, and I had ordered 4 just to be safe, and to get to the $20 free shipping limit. $6 and a few hours should have me back on the road. The next weekend I launched my assault. I got the rear of the car up on jackstands, and spent a good while cleaning up the mess. I had boots, tools, a can of grease to repack the axle, and I was all set. Except, I wasn’t. While cleaning up I discover that the driver's side heat exchanger has several holes and the outer housing is basically detached from the exhaust header. This would explain the rattling sound heard on occasion. Although work continues on the cv joints, thoughts have already shifted to heat exchangers.

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I do want to maintain heat in this car, so headers are eliminated. The next day, I search the forums, Ebay, and Pelican. I find a pair of heat exchangers in good shape from a fellow owner about 130 miles away. I decide that the budget will not withstand new SSI units, to I drive a few hours and come back fairly pleased with the parts, and fairly displeased with the magnitude of the unplanned expenditure. I also remember that I have a pair of heater control valves form the prior year’s Hershey swap meet. Better tackle them now as well.

During the following week, I remove the heat exchangers, and notice that one of the oil tubes is leaking. Well, with the heat exchangers out, now is the time to address them, and since we are tackling oil leaks, I need a pair of valve cover gaskets as well. So I order the items to arrive before the weekend. That weekend I dig in again. I quickly discover that a couple of the heater control valve nuts are rusty and seized. I leave them soaking overnight in penetrant. Of course, these two nuts are in the most inaccessible locations, so the next day it takes heat and a couple hours of contortionist positioning to finally get them off. I celebrate like I won the lottery.

During the next week, I finally get things back together. $800 and almost 3 weeks later, the $6 cv boot with 2 hours of labor is successfully replaced. Saturday afternoon I go for a drive. The glorious aroma of hot metal and a little paint seeps into the cabin when I open the heater control valve. Having your engine smell just right as you fly down a country road…..priceless. 

Neue Klasse Homologation Special

Classic Velocity

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In 1962, BMW broke even for the first time since the war thanks to a strategic infusion from the Quandt family, and some surprising success with a few models (see Birth of the Bavarian Sports Sedan and The Halo and the Hail Mary). This allowed them to introduce the Neue Klasse sedans in 1963 which immediately began to sell well. A 1500 model was introduced in various trim levels, all using the now famous "3 Box" design, and the M10 engine. The 1500 gave way to a 1600 model (except in countries where 1500cc was an important tax limit), and the a 4 door 1800 was eventually introduced. 

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A homologation special, the 1800 TI/SA, was introduced in 1964. It was produced to support the factory works effort, and took the TI (Turismo Internationale) production version and upgraded it to SA (SonderAusführung) specifications. This involved higher compression (10.5:1), twin Weber carbs rather than the twin solex TI, larger brakes upfront and rear disc brakes, a 5 speed gearbox, and a hotter camshaft. In the cockpit, there was a special tachometer and sport seats. On the exterior, there were no bumpers, and plain wheels without trim or covers. The end result was 150 hp compared to 120 hp in the TI. Only 200 of these specials were produced, and they were sold only to race teams.

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The TISA was successful in competition, winning the German national championship in the hands of Hubert Hahne in 1964, and coming second at the Spa Francochamps 24 hour race. In 1965, the TISA won Spa in the hands of Pascal Ickx (yes, father of Jacky Ickx). Today, you can still find the TISA at events like Goodwood and the Monterey Historics, but they are mostly tucked away in private collections and museums.