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    Johann Venter
    THE BIG PICTURE

    The #Aston-Martin-DB3S didn’t give Jaguar the bloody nose that boss #David-Brown might have hoped for , but at Le Mans in #1956 it got close to causing an upset. Here the works #Aston-Martin of Brits Stirling Moss and Peter Collins chases the Ecurie Ecosse #Jaguar-D-type of Ninian Sanderson and Ron Flockhart watched by marshals, gendarmes and a scattering of spectators. The two cars would finish in the same positions, with the Jaguar’s extra 45bhp – and resultant 156.8mph top speed on the Mulsanne to the Aston’s 142.6mph – giving a significant advantage. However, the guile of Moss and Collins meant that the Aston completed just one lap fewer than the Jag, six more than the Ferrari of Olivier Gendebien and Maurice Trintignant in third.
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    Bob Harper
    CAR: #1956-Bristol-405D / #Bristol-405D / #Bristol-405 / #Bristol / #1956 / #Bristol-100B

    Year of manufacture 1956
    Recorded mileage 25,852
    Asking price £175,000
    Vendor Pendine, Bicester Heritage, Oxfordshire; tel: 07770 762751; http://pendine.co

    WHEN IT WAS NEW
    Price £3189
    Max power 105bhp / DIN
    Max torque 112lb ft / DIN
    0-60mph 14 secs
    Top speed 102mph
    Mpg 23

    This splendid and rare convertible (43 built, out of 308 405s), bodied by ED Abbott of Farnham, was originally dove grey – but when the previous owner saw another in this colour she had it resprayed, by the factory, in 2011. It was specced from new with overdrive, heater, windscreen washers plus fog and spotlamps, and has been owned by Simon Draper.

    The paint remains very smart, over a straight body that’s only slightly rippled when you sight down the sides. Door fit is good, as is the bumper chrome (and H4 lights). The hubcaps aren’t dinged, but the doorhandles are lightly pickled. The refinished wheels are shod with 2005 Cinturatos and the spare is unused. It’s very clean underneath, with fresh-looking exhaust.

    Inside, the leather still seems fairly new, with the driver’s seat squab going a little baggy and the rear seat base lightly cracked. The dashboard veneer is excellent apart from some flaws in the lacquer near the original Radiomobile, and there are some small nicks in the leather at the edge of the instrument binnacle. One tonneau pin is missing from the top of the left door. The boot is neatly trimmed though smells a little musty.

    The motor, a standard 100B unit, has been refinished and abounds with thoughtful touches, such as the spare fanbelt already clipped into place around the water pump, and the lockwiring to the pump’s lubrication plug, plus spin-on oil filter. The carbs appear to have been rebuilt, with no leaks, plus there’s a new distributor cap and fuel pipes. Coolant is to a good level, oil golden and to the ‘High’ mark; there were two small drips on the floor.

    It starts instantly with no nasty clatters or smoke, though it takes a while to warm up sufficiently to idle cleanly. It drives sweetly, with fluid steering and chassis, nice brakes and gearchange, plus overdrive working promptly on top. As ever, you marvel that such a substantial-looking car does so well on 2 litres, but lightness (1240kg) is on its side. When warm, oil pressure is 40psi at tickover and 80psi at 3000rpm, with the ammeter showing a strong charge. Temperature struggled to get up to 70ºC. The 405 will be sold with invoices from Bristol totting up to £28k since 2007.

    SUMMARY

    EXTERIOR Paint still good; decent chrome
    INTERIOR Leather just settling in nicely
    MECHANICALS Drives well, with strong oil pressure; lots of recent bills

    VALUE 7/10

    For As the advertisement says, ‘a noble European tourer’
    Against Potential ongoing upkeep

    SHOULD I BUY IT?

    This 405 has no issues, needs or worries and, with only 25 thought to remain, these don’t come up for sale often.
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    / #1956 / #Chevrolet-Corvette / #Chevrolet-Corvette-C1 / #Chevrolet / #GM / #1956-Chevrolet-Corvette /

    For sale at Barrett-Jackson, January 15, barrett-jackson.com

    Why buy it? Desirable higher performance model with 225bhp thanks to dual fourbarrel carburettors. Presents well with good chrome and what has to be the best Fifties Corvette colour – Cascade Green. Highly original and still has its Wonderbar radio.
    Price estimate
    No reserve
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    Gone with the wind

    Exclusive, expensive and with sumptuous good looks, it is not hard to see how this 300Sc Cabriolet A captured the heart of one of Hollywood’s all time greats. Words & Images Richard Truesdell.

    Classic Choice 300Sc Cabriolet A

    One of the most iconic actors of his era, William Clark Gable personified everything that was Hollywood in its golden age. The actor, who spoke one of the most memorable lines in screen history in the 1939 epic Gone with the Wind, “Frankly, my dear, I don’t give a damn,” was a man with exceptional taste in automobiles. While his 1935 Duesenberg Model JN Convertible Coupe may be the best known car that he owned during his lifetime, the so-called ‘King of Hollywood’ had an affection for cars bearing the three-pointed star.

    The connection between the actor and #Mercedes - Benz includes a 1955 300SL Gullwing that is so famous in its own right, that it is known as the ‘Clark Gable Gullwing’. Shortly afterwards, in 1956, Gable, with his fifth wife Kay, strode into Auto Stiegler, the factory authorised Mercedes-Benz dealership in Beverly Hills and took delivery of this brown painted, tan leather trimmed 300Sc Cabriolet A. It was reported by onlookers that the couple blazed out of the Mercedes dealership for the short drive back to their ranch in nearby Encino.

    This 300Sc was the last car Gable purchased in his lifetime, reportedly one of his favourites in a life filled with many exceptional cars. Gable was so fond of this Mercedes that when attending the premiere of 1956’s Giant starring Elizabeth Taylor, Rock Hudson and James Dean, shortly after purchasing his 300Sc, he and his wife apparently decided to forego the customary Warner Brothers Cadillac limousine and instead arrived in style and continental elegance in their new Mercedes-Benz 300Sc Cabriolet A.

    At a delivered price of $12,500, Gable’s 300Sc cost more than his recently purchased 300SL Gullwing, indeed more than any American luxury car. The only US car that could compare in elegance to Gable’s 300Sc in 1956 would be the Continental Mark II , a limited production coupe that sold for $10,000 – Ford reportedly lost money on each example built. A Cadillac Eldorado was a bargain at just $6,648!

    THE LAST AND BEST

    The three-litre, six-cylinder 300S (W188) was first exhibited in October 1951 at the Paris Motor Show, production commencing in 1952. It was based on the W186 300 that had debuted earlier the same year at the Frankfurt show in April, Mercedes’ top of the range limousine that soon became popular with VIPs including Chancellor Konrad Adenauer whose name is now associated with the model.

    The W188 300S used a 150mm shorter version of the W186 300’s chassis and was offered as a coupe, a roadster and a cabriolet A, the roadster almost identical to the cabriolet A, but with a lighter, fully retractable roof. Until 1955, all three models in the exclusive 300S range were powered by Mercedes’ M188 straight-six that developed 148bhp and 170lb ft torque. Between 1952 and 1955, 203 Mercedes- Benz 300S Cabriolet As were built, along with 216 coupes and 141 roadsters.

    At the 1955 Frankfurt show, the 300Sc was presented to replace the 300S range. Thanks to direct fuel injection, power went up to 173bhp, while out back, Mercedes introduced its low pivot, independent rear suspension. One visual change to the exterior was a pair of chrome strips on the front wings, plus ‘Einspritzmotor’ was embossed on the rear bumper, denoting fuel injection. The same three body shapes were produced as before. There was the 300Sc Coupe of which 98 were built between December 1955 and April 1958, the 300Sc Roadster of which 53 were built between January 1956 and February 1958 and this, the most rare, the 300Sc Cabriolet A, built from January 1956 until July 1957, of which just 49 rolled off the production line.

    PLAYING THE WAITING GAME

    So this is an exclusive classic and one with a superstar owner, only endowing this gorgeous motorcar with yet more kudos. Clark Gable’s beloved 300Sc was stored in a garage at his ranch in Encino for more than 20 years following his death in November 1960 at the age of 59. And this is where this Mercedes’ second owner enters the picture. Bruce Meyer is well known in the United States as a car collector – others in his collection include a 1937 Bugatti Type 57C Ventoux, the first Corvette to race at Le Mans and the first production Shelby Cobra Roadster. Having previously restored another 300Sc Cabriolet A, Meyer knew that Gable’s 300Sc was in storage in Encino and throughout the late 1970s he tried to acquire the car from Gable’s widow. Finally, in 1981, after selling his 300Sc, Meyer purchased the car from Kay Gable.

    “What makes this car so special, beyond the fact it was once owned by Clark Gable,” Meyer tells us, “is its originality. Gable took great care with all his cars and the 300Sc was no different. At the end of his life it was his favourite car, you could say that it was his daily driver.”

    Driving from one location to another in Beverly Hills, I was struck at just how tight and rattle free the Mercedes-Benz cabriolet is, a car that is just a year younger than I am and that now has a touch over 33,000 miles on its odometer. We pull into the home of Stanley Gold, the former Disney executive and noted Porsche collector whose mansion bears something of a resemblance to Tara’s in Gone with the Wind. “The car is completely original, except for the front seats’ leather upholstery,” comments Meyer. “The paint is as it left the Mercedes factory, as is the top, which I’ve never lowered, and the interior wood is flawless. But the element that sets this car apart from any other 300Sc can be found on the glove box, a St Christopher’s medal clearly engraved with the initials ‘CG.’ I don’t show this car often but I can tell you that I still enjoy every moment behind the wheel. I’ve driven it as far away as San Diego, a round trip of 260 miles.”

    SUPERSTAR QUALITY

    The 300Sc cars find themselves at a crossroads in the history of Mercedes-Benz. In terms of design, styling, construction and their hand built nature, they are clearly linked to the great pre-war Mercedes-Benz motorcars. And at the same time, they personify the German economic miracle of the 1950s and its recovery from the devastation of World War Two. It is incredible to think that the company was able to turn itself around and rebuild itself so quickly. Less than a decade after the declaration of peace, Mercedes-Benz was once again producing some of the world’s finest motorcars and attracting some of the world’s greatest superstars, celebrities like Clark Gable, who could afford the very best and naturally gravitated towards the three-pointed star.

    The car is just so tight and rattle free, even with a touch over 33,000 miles on its odometer.
    This is the most rare variant, of which just 49 rolled off the production line.
    This 300Sc was the last car Gable purchased in his lifetime, reportedly one of his favourites.

    TECHNICAL DATA #Mercedes-Benz-300Sc-Cabriolet-A-W188 / #Mercedes-Benz-300-Cabriolet-A-W188 / #Mercedes-Benz-W188 / #Mercedes-Benz-300Sc / #Mercedes-Benz-300Sc-Cabriolet-A / #Mercedes-Benz-300Sc-Cabriolet-W188 / #Mercedes-Benz-M199 / #Mercedes-Benz / #Mercedes-Benz-Cabriolet-W188 / #Mercedes-Benz-Adenauer-Cabriolet / #Mercedes-Benz-Type-300-Cabriolet / #Konrad-Adenauer / #Adenauer / #William-Clark-Gable / #Clark-Gable / #Mercedes-Benz-300Sc-Cabriolet-A-W188-Clark-Gable / #Mercedes-Benz-300Sc-Cabriolet-A-Clark-Gable / #Mercedes-Benz-Clark-Gable /

    Engine #M199 2,996cc 6-cyl
    Power 173bhp @ 5,400rpm
    Torque 188lb ft @ 4,300rpm
    Transmission 4-speed manual, RWD
    Weight 1,780kg
    0-62mph 14.0sec
    Top speed 112mph
    Fuel consumption 22.6mpg
    Years produced 1956-1957

    Overview

    Rare, beautiful and kept in stunning condition throughout its 56-year life, this classic cabriolet is a very special treat for the senses Figures for car as pictured; fuel consumption determined at of top speed (not more than 110km/h, 68mph) plus 10 per cent.

    This archive shot shows #Clark-Gable with this very #Mercedes-Benz .
    Since being built in 1956, this cabriolet has only covered a little over 33,000 miles.
    Beautifully simple, the chrome trimmed speedo takes centre stage.
    The original Becker Mexico radio remains on the car’s dashboard.
    The car is totally original, apart from the leather trim on the two front seats.
    Fitted luggage secured with leather straps within the curved rear.
    This plate is yet to collect dirt and confirms that it is a #1956 car.
    Current owner Bruce Meyer has never lowered the fabric roof, preserving its condition.
    Earlier W188s had 148bhp, 173bhp for these 300Sc cars.
    The St Christopher’s medal bearing the ‘CG’ inscription.
    Whitewall tyres and chrome hubs offset the brown paint.
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    Classic Choice 300SL Gullwing Glamour and Elegance

    After inheriting this beautiful 300SL Gullwing from her late husband, this owner really got into the spirit of classic Mercedes-Benz ownership. Words & Images Richard Truesdell.

    Celebrity 300SL Gullwing owners included actors Clark Gable (whose example changed hands in January for $1.85m, or about £1.18m), Glenn Ford, Yul Brynner and Tony Curtis, and musicians Skitch Henderson and Don Ricardo, a leader of the famous NBC Orchestra. But it wasn’t just the men that had all the fun, women in the 1950s were also known to appreciate the styling and engineering of the 300SL, two of the most notable being actresses Sophia Loren and Zsa Zsa Gabor. In the case of Sophia Loren, Mercedes-Benz heavily publicised her connection to the flagship three-pointed star.

    Move the clock forward more than 50 years after the last Gullwing rolled off the assembly line, and we find ourselves at the 2012 Gull Wing Group convention in Palm Springs, California. There, among all the perfectly restored cars and trailer queens, one Gullwing beckoned us, a silver 1955 model. It wasn’t perfect – the paint showed signs of cracking in spots – but with the doors open the interior carried a patina that told us this car was driven by an enthusiastic owner.

    As we were leaning over the sill and inspecting the odometer that registered more than 100,000 miles, its owner greeted us. “Friends came over to the pool and said that you wanted to talk to me about my car. I’m Penny Akashi.” Getting the introductions out the way, we talked about her history with this very lovely 300SL Gullwing.

    “My husband purchased the car in the 1960s from a man in San Pedro, which was long before I knew him,” she explains. “I became more familiar with the Mercedes after we got married and it went into our garage in the early 1980s. The car pretty much stayed there for most of the next 20 years. Every now and then my husband would just start the engine without taking the SL out.

    “Eventually, he disconnected the battery, the tyres went flat and it was not driveable. He did make some minor attempts at restoring it and once had it towed to a local car show, however it just went back into the garage,” Akashi remembers. “Even though he was one of the very early members of the Gull Wing Group, the only activity I remember us participating in together was a trip to Don Ricardo’s house to see his collection of vintage cars. It was while we were there that I saw person after person drive up in their 300SL Gullwings and realised there were people who actually drove their cars. I would ask why we had a car that we didn’t drive, but I never got an answer that made sense to me – but then again, it wasn’t my car,” she adds with a smile.

    THE ROAD TO RECOVERY

    “It was the winter of 2001 when he told me he was having the car towed to Tom Burniston’s in Long Beach, to be restored,” continues Akashi. “Over the course of three years, Tom painstakingly and meticulously restored the engine of the car and documented each step.

    I would see a letter and bill from Tom occasionally, but I really didn’t have anything to do with it. I was just happy to have an extra parking spot in the garage during that time.” The work was finished in 2004, almost simultaneously with her husband’s passing. That’s when she became the owner and, with the help of her brother-in- law, went to pick it up.

    After retrieving the SL, it mostly sat until 2008, except for once-a-month drives around the neighbourhood. That was when her good friend Pete Moyer asked, as a birthday present, if he could get a ride in the car. Akashi was happy to oblige, and with encouragement and support from Moyer, she started taking the Mercedes-Benz out for longer drives.


    Needless to say, she was soon hooked. At this point she connected with fellow Gull Wing Group member Steve Marx, who is well known in southern Californian Gullwing circles as the owner of Marx Mercedes Service in Costa Mesa. “He encouraged me to get the engine checked out and serviced, and said we should start taking the car for ‘real’ drives,” Akashi tells us. “Freeways, the Pacific Coast Highway. Let it really go and get warmed up.”

    After servicing the 300SL and giving it a clean bill of health mechanically, Marx mentioned that there was a Gull Wing Group convention coming up in Sonoma, California, up in the Bay Area east of San Francisco. “He said I should seriously think about driving up and that the members were a ‘nice bunch’. That first long trip that Pete and I took was one of the highlights of my life,” Akashi recalls fondly. “I think the most exciting part was crossing the Golden Gate Bridge. I couldn’t believe that we were there in that car! Of course, the funny part was that it was getting dark and neither of us knew which knob on the dashboard was for the headlights. We must have tried them all – and one we shouldn’t have touched – before we found it!”

    PERIOD FLAIR

    Working with Gullwings is never anything but pure delight. But when the owner gets into the spirit of things and dresses in period for the photoshoot – right down to the politically incorrect mink stole – it’s a real treat. We headed to the world famous Venice Beach. Now, a #Mercedes-Benz 300SL #Gullwing will draw a crowd no matter what, but when what looks like a 1950s film star gracefully gets out from behind the wheel, well, a near riot ensued! As we continued, someone even asked us what TV show Akashi was starring in, someone else wondering if this was a retro photoshoot for something like Vogue!

    It was a magical experience with a remarkable owner and her iconic classic #Mercedes -Benz. For just a few, all too brief hours, it was wonderful to recreate another era where glamour and elegance were the norm, not the exception. It’s great to have the opportunity to tell, in words and photographs, the story of one very special 300SL Gullwing and its enthusiastic driver who understands the true spirit of the car. Something tells us her husband would be very proud of her.

    It was getting dark and neither of us knew which knob was for the headlights, we must have tried them all!
    It went into our garage in the early 1980s – it pretty much stayed there for the next 20 years.
    The interior carried a patina that told us this car was driven by an enthusiastic owner.
    Getting into the spirit, owner Penny Akashi is the proud custodian of this 1955 classic.
    The vibrant, red leather shows gentle signs of its use.
    This was the first Mercedes production car with a fuel injected engine, the three-litre straight-six developing 212bhp.
    The steering wheel moves to help the.
    Standing in the iconic pose, after years of inactivity, this now restored and often used classic Mercedes still turns heads. driver get in/out.
    The delicate, chrome script glistens on the two-tone dashboard.
    A decent boot and a spare are handy for the miles this SL enjoys.
    Akashi was soon hooked and this SL is now very well used.

    JUST THE FACTS / TECHNICAL DATA FILE #Mercedes-Benz-300SL-Gullwing-W198 / #Mercedes-Benz-300SL-W198 / #Mercedes-Benz-300SL / #Mercedes-Benz-W198 / #Mercedes-Benz-SL / #Mercedes-Benz-SL-W198 / #Mercedes-Benz-M198 /

    Engine #M198 2,996cc 6-cyl
    Power 212bhp @ 5,800rpm
    Torque 203lb ft @ 4,600rpm
    Transmission 4-speed manual, RWD
    Weight 1,295kg
    0-62mph 10.0sec
    Top speed Up to 162mph
    Fuel consumption 29.7mpg
    Years produced #1954 / #1955 / #1956 / #1957

    Overview

    When introduced, it was a landmark car, attracting the attention of the rich and famous – as it still does today Figures for car as pictured; fuel consumption determined at ¾ of top speed (not more than 110km/h, 68mph) plus 10 per cent; top speed depends on the rear axle ratio.
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    / #Steve-McQueen / #1956 #Jaguar-XKSS - Jay Leno's Garage / #Jaguar
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    votren911
    The gemstone #BMW 507. As the new #1956 / #BMW-507 were to derail the company. Today it is rare, sleek roadster hard currency and a jewel to open at full throttle around Lake Como in Italy. It is relatively cool for the season in northern Italy. In the best case reaches temperatures fifteen degrees, yet we drive with the top down for maximum experience and to hear as much of the engine as possible.

    In the mountains on the border with Switzerland relieve one tunnel the other, we run into another when my Polish colleague and co-driver re-pats me on the shoulder. - Slow down a little and do it again, he shouts from the right seat.

    He is equally fond of the sound of the engine and I'm not slow to obey his call. I let the speed drop, shift down to second and then give full. The sound bounces off the walls and seem to end fill the entire tunnel. It is hard, aggressive and provocative, not as plump and round in the tone of modern V8, but oh so beautiful. Out of the tunnel grins we childishly touching.

    - It was just as much fun this time too! #BMW 507 celebrates 50 years and therefore has Automobil, as the only Swedish newspaper, had the chance to drive some of the factory's own copies in a few days. There is really no experience dozen, the car's three-year life built only 251 copies, plus three chassis for special versions. It is estimated that the entire 240 still fi NNS left, the others esta in very good condition.

    This has obviously made the 507-ball into a much sought-after car, with a value then. Would a copy showing up to teach sales price at least between two and two and a half million. But the car was also expensive as new, even too expensive as it turned out.

    BMW 507 was designed for the US market, the wealthiest with flavor to stand out and stand out among all the big American sedans. It would be a sporty flagship and a modern expression of the BMW brand.

    Max Hoffman, BMW's US importer, was a driving factor behind the model's inception. Hoffman was Austrian, but felt that Europe did not offer enough opportunities and others therefore to the United States before World War II.


    During the war he went into the gemstone industry and created a fortune with which he could return to his childhood passion - cars. Hoffman began importing European cars to the US and was including that launched the bubble in America, since Volkswagen first failed to arouse interest in the car. When sales took off well distributed the Volkswagen Beetle and Hoffman started importing BMW.



    As he made his name he placed new demands on the BMW plant - he wanted a sports car. At the same time kept the BMW to develop a new engine, the first V8 in aluminum, which would be an ideal source of power for this sports car. The engine was originally supposed to and was presented first in the luxury saloon 501 at the Geneva Motor Show in 1954. When Hoffman got positive response from Munich and sensed that the vision of a sports car could be realized, he came to think of a young designer, he got to know in New York, a certain Count Albrecht Goertz.

    Hoffman encouraged Goertz to contact BMW and recommended him to Munich. Goertz delivered soon a sketch of a very beautiful car and fi ck thus selected to design the new sports car. This also included alongside design a four-seat coupe; BMW wanted to bet with two models at the same time to get a solid foundation in the luxury class - especially in the United States.

    After 18 months of development unveiled the car in 1955 in the foyer of the hotel Waldorf Astoria in New York. Two prototypes were on public display, but as much information about the cars were not given. A closer look at the dashboard was enough so revealing - the speedometer was calibrated up to 240 kph. Later the same year the car was shown at the IAA, but then with the 2+2-seater model 503. Both went into production the following year.

    503-ball was the first thanks to shorter development; frame and chassis were essentially unchanged from the sedan 502. Delivery of the first 507-ball took place in December in 1956.

    BMW 507 became extremely successful. Some hold it to listen to history's most beautiful cars, and it has always placed Count Albrecht Goertz 'names on the map of automotive designers. It should even have been that Giovanni Michelotti ordered a chassis to give Goertz a match and try to improve his design, but without success.

    Sales successes as BMW and its American importer hoped for did not materialize, however. It was partly the price, partly due to production start-up took so long. Manufacturing costs soared in the road and when the 507-ball launched it cost 26,500 Deutschmarks. It is approximately equivalent to 1.2 million in today's money, in other words, about as much as its modern successor, Z8, cost new. Above all, it was double the price compared to what Max Hoffman had originally hoped for.

    One can safely say that BMW was completely wrong out there with its focus on luxury cars in the 1950s, an adventure that was to overturn the entire company. The market was very different than in the company's analysis and BMW took far too well paid for their cars. With the results of the sports car venture in hand, it turned out that the US-market, 507 and 503 was originally intended for, had the lowest sales. Only 39 copies of the BMW 507 was sold new to the United States. Sales of the 503 was slightly better and also the overall production volume was larger: 412 copies, most of them sold in Germany and Switzerland.

    For those who were concerned to money, the price of course completely immaterial and the model found the home include Elvis Presley, Ursula Andress and Monaco's Prince Rainier.

    Here in Italy I meet BMW 507 for the first time and I was not sure what I would expect. I realize immediately that I misjudged the vehicle's size. On the picture you see the earliest to be a petite wagon, but it gives a powerful impression.

    What really takes me by surprise is the engine. This machine can really be made in the 1950's? It responds immediately to the gas and pull without protest from low revs even in the higher gears. I'm just very surprised how rap and willing engine.

    And the sound, which sounds amazing. It is raw, hard and aggressive and grows to an intense, sharp hammering the more one laps - no engine additionally seems to like.

    V8 of 3.2 liters and 150bhp may not sound much, or impressed with the modern ear, but remember that 507-ball weighs only 1280 kg. The equation is enough for a top speed of 220kph with the highest gear ratio. BMW felt even had to give evidence of this task and gave mandate to the Alexander von Falkenhausen, chassis responsible for the car, to prove the claimed top speed. He sounded mount a hard top on the car and a shelter underneath, before he pulled away at the moment off the autobahn from Munich to Ingolstadt for its top speed trials.

    Yes, that best time was von Falkenhausen to 220.1 kph, just as promised in other words. It is difficult to understand that you really are running a 50 year old car while sitting in the BMW 507. The car is incredibly solid, which is made in one piece. Flex Listings in the body is almost obefi existing. Part of the explanation is that the car is built on the entire framework, which makes it more rigid. But it is also evident that the 507: An is lavish in detail, with heavy and hefty feeling in everything.

    The cars we are driving the specimen that has been restored by BMW. The first car I drive an old restoration. Without previous reference, it means nothing to me, I am still impressed.

    Day two we switch and I end up in a completely newly restored white 507: a moss green decor. Then noticed a clear difference and it becomes obvious how important the condition of an old car is for the total experience. The white car is tighter and crisper in every way. It's like opening a book for the first time compared to the one that has been read a few times. This also makes me realize the importance of having references when to buy an old car - the more copies of the same model have been driving the easier you can judge for yourself the condition and what improvements might be made.

    The landscape of northern Italy are extremely beautiful and we are inviting small twisting roads that bring us up into the mountains, down the valleys and along the lakes. The sun peeps out from time to time and warms us in the cockpit. Proper ventilation system was hardly at this time and we insist on driving without a roof. My co-driver and I completely agree that the trip is worth the cold anywhere. BMW 507 is a car to be enjoyed open.

    The winding roads makes it irresistible to increase the pace and see what the car can do. BMW 507 not saying no to some hard driving, rather it is the driver who gets tired first. Modern weakling who they are and used to power everything calms you after a while when you had enough of wrestling with the steering wheel to get the car into tight hairpins. BMW 507 fits better on straight roads where one can relax and spend a chrome elbow over the door. Time is heavily relaxed with great dignity, the character resembles the car actually part of a modern Mercedes: worthy of time, but do not hesitate to bid up to dance when the operator raises the tempo and the way.

    Turn signal lever is located on the right side of the steering column. My co-driver says that it is for the man of style to be able to put out the left elbow on the door and, without shifting position to activate the turn signal. Belief it, talk about vain reason behind a structure in that case. A handsome carriage, demands a handsome riding position.

    The interior is not spacious or narrow, and I is smaller between the formats have no problem finding a comfortable driving position. The seats are comfortable and the big white dial is essentially vertically positioned towards the driver - comfortable and sporty. Longer drivers get enough little problems with the space for the legs under the steering wheel.


    The more I drive, the more impressed I become. It is without doubt one of the most alert and freshest 50-year-olds I encountered. Keeping the modern pace and follow today's traffic rhythm is no problem, not even in Italy where driving style generally slightly more heated than the Swedish. It is only in rush hour traffic and at slow-speed driving it becomes quite clear how old the car is. The reactions are not as quick at start and stop and control requires the driver to take in. But it is on the highway the car belongs and where it is enchanting.

    BMW 507 offers a fantastic car. It has all the important elements that fascinate with cars - design, sound, performance, history. How impressive it must then have been on the its time? I do not know if I think it is tragic that 507 was not the success that BMW hoped. But the failure of the sale also belongs to the history of the car and are part of what makes it so special and a true classic.

    A modern homage to the design and the car was the BMW Z8. Sales were better at the time, but it is uncertain whether the limited production of five thousand cars ever was or so, sold out.

    Investing in a 507 is said to be relatively safe for sure, the problem is rather to get their hands on a copy. A quick look on the web reveals no cars for sale, just a couple of inquiries from interested buyers. I have not driven the Z8, but it is probably a titbit just like its predecessor. You can find cars by around 30-40 per cent discount compared to what they paid for a Z8 as new, but prices have begun to rebound. Therefore, it may be time to invest in a Z8 now, as a future classic. If nothing else, the course fit for the day on a BMW 507 goes on sale.



    "If I drew about 507: to this day it would be much like the Z8« Alfred Count Goertz, 91

    The sensation of 1955 Frankfurt Salon
    BMW 507 was unusual "low slung« for their time. The frame was taken over from the big limousines but the wheelbase cut 35 cm. After 43 production models were forced BMW modified your cockpit to give the chairs better - where is the line between Series 1 and 2 of the total of 251 cars.

    Big sister stood in the shade

    If the BMW 507 was his time Z8 maybe we dare compare the BMW 503 with our age 645C? The four-seater coupé with real hardtop made more traditional BMW front but is not nearly as hot as collectible as the roadster. Nevertheless, it is a car that was very advanced for its time.

    Just as 507 was the aluminum chassis and V8 engine was the same but the power output 10bhp less. BMW 503 is a great car, the wheelbase is the same as in the large sedans (284 cm) and to really emphasize that this was not a sports car handled gearbox with steering wheel lever (until autumn 1957). BMW offered incidentally screens with the same air slots as at 507 for those who so desired.

    Of the 412 cars produced 1956-59 was 139 convertible, coupe rest.

    TECHNICA DATA 1956 BMW 507
    Price new in Sweden about 34 SEK 500 excluding VAT.
    ENGINE
    Along mounted 8-cylinder engine angle with the centrally positioned camshaft. Two valves per cylinder.
    Bore / stroke 82/75 mm
    Capacity 3168cc
    Compression ratio 1:7.8
    Maximum power 150bhp at 5000rpm DIN
    Maximum torque is 235 Nm at 4000rpm DIN
    PERFORMANCE
    0-62 MPH / 0-100 kmh about 9 seconds
    Top speed of 190-220 kmh, depending on the ratio
    Weight Power 8.5 kg / hp
    Liter Power 46.9 hp / liter
    Consumption among others. driving 17 litres / 100 km
    TRANSMISSION
    Front engine, rear wheel drive. / Four-speed manual gearbox.
    MEASURED
    Length / width / height 4,380/1,650/1,260 mm
    Wheelbase 2,480 mm
    Track front / rear 1,445/1,425 mm
    Weight 1280 kg
    Tank Capacity 110 (Series 1) and 65 l (Series 2)
    WHEEL SUSPENSION
    Front torsion bar, double wishbone / Rear rigid axle and torsion bar
    STEERING
    Steering gear, steering wheel turns 3.5.
    WHEEL
    Rim 4.5 × 16 inch, tires 6 × 16th
    BREAKS
    Drum brakes front and rear. Disc brakes front option of 1958.
    Diameter front / rear 284/284 mm


    1. Here waft the German 1950s: painted dashboard crowned with safety padding, fyrekrad steering wheel and controls in ivory, large dials as dessert plates and as a self-seekers Becker radio that looks like the front of a Renault 4th

    2. BMW 507 was offered with various wheel sets, this simple combination with center bolt is very successful.
    3. The stylish air slots gives instant recognition and is a grip that BMW now cultivate diligently to select the top versions of the different series - and of course there was the modern version of the Z8 also.

    4. Aluminum Eight fed by two carburetors Zentih cases. For the United States was a high compression variant which gave 165bhp (against 150 in Europe).

    5. The four-speed ZF transmission is bolted directly to the engine block. The buyer could choose between two axle ratios and, for an extra charge, obtain something as unusual as a five-speed gearbox. Precision is verging on just as well as the modern BMW.

    ERNST LOOF led BMW's racing team and was behind the sports car brand Veritas. His proposal for the sports car, “502 Sportwagen” rejected by management but 1954 "Golden wreath« for good design. The car fi NNS left.

    MICHELOTTI and designed the Vignale built this body on the BMW 507 before the 1959 Turin Salon. Some feature - the roof and rear fenders in particular - was later to appear on Triumph TR4.

    In BROCHURE picture of the BMW 507, the hearty white sidewalls to others with the United States. But instead of Hoffmann's hope for a price of 12 000 DM BMW put it to 26 500th

    ALBRECHT GOERTZ and his masterpiece a picture from 1988. Today, the count 91 years old and attended as guest of honor at the Concours d'Elegance at Villa d'Este as late as last year.

    During Fine aluminum body, V8 with amazing sound and a driving experience that boggles the mind.

    Slim appearance but lavish, heavy and comfortable feeling in the details.

    Automobil got a pure dream assignment when a BMW 507 in spring 2005 coincidentally would be transported from its place in the factory's museum in Munich for the annual and super exclusive classic display at the Villa d'Este on Lake Como in Italy. The car is black, the 1956 model of the total of just 251 manufactured, of course, was in the condition as befits one of the factory's own heirlooms and went despite his age incredibly fresh and brisk.

    The sound of the V8 engine of 3.2 liters and 150 hp was indescribable, there was much to go for open dampers in Alpine roads tunnels. In modern times, got the 507 a "successor" in retro shaped Z8, equipped with an engine from the BMW M5.

    But you want to know more about the beautiful original line should not miss the usual high quality Automobil article published.
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    The streets of #Frankfurt #1956 / #1957 / #1958 / #1959 / #1960 / #1961 / #Porsche / #VW

    Greg Cagle was a little boy when his parents lived in Frankfurt, Germany, from 1956-1961, but he was already “a certifiable car nut,” and shot several hundred photos of road and race cars he encountered. He’s working on compiling some of those photos into a book, to be called Stop the Car! Included will be not just commentary about the cars, “but about what it was like at such a young age on a continent still struggling to recover from war, and the means of transportation most people resorted to: mopeds, motorcycles, microcars (which I fell in love with because they were just my size!) and so on.”

    Greg kept good notes, and has been able to identify all but a few of the cars in his photographs. One of the mysteries is this black coupe, shot in September 1957. “It looks to be a conglomeration of body parts from a #Porsche-356 (rear decklid and front hood, anyway) and other cars,” he writes.

    “It is clearly badged as a VW, and the metal script below the rear decklid says ‘Vallore.’ I can find no reference to it in VW history, so I assume it must be somebody’s backyard creation on a VW chassis? The tall roofline, split windshield, and crude bumpers make for a pretty ugly duckling. Does anybody know its history or whatever became of it?” We’ll bring you more of Greg’s mystery cars next month. ‏ — at Frankfurt, Germany
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    DETAIL 4CV RENAULT SPORT LUXE 1956 THE YEAR OF ALL HAZARDS / #Renault-4CV-Sport-Luxe / #Renault-4CV / #Renault / #1956

    In the life of an automobile, there are always periods that mark more than others. The year 1956 is of those. The 4 CV was at the height of his art, alone accounting for nearly 12% of the outstanding cars, dominant for nearly nine years the national market. Without sharing. Yes but now, the arrival of the Dauphine, the Suez crisis and aggressive competition on the horizon. For the first time in its history, it will have to step back. Not without a fight.

    Surprising as it may seem, this 4 CV 1956 Sport with the optional sunroof has never been restored! She simply has been carefully maintained and, every two years, a polishing, chrome hubcaps and being treated Belgom aluminium. She always dyed her black Capri 699 and all its antique finishes.

    IN THE SHADOW OF THE DAUPHINE

    It seems a long time since the small 4 CV stammered his scales in a borrowed yellow sand delivered to the German army surplus left behind and have earned it the nickname Motte butter! When 1956 begins, it is the undisputed star of the French automotive landscape. It's everywhere, having reached a record 500,000 copies made 8 April 1954. Never before seen in France. More cars in circulation in ten is a 4 CV. This is simply amazing and it will not happen again. From 1 January to 31 December 1956, the Boulogne-Billancourt factory will assemble 112 050, various assembly units scattered around the world 27.950. It has far exceeded the initial objectives of Pierre Lefaucheux exhorting his troops to do everything to reach out 300 a day.

    But the warning signs of a slowdown are there. There were sold 78 138 in France in 1956. This is far less than the 93,078 of 1955 and, for the first time, it does not allow them access to the highest step of the podium. The Simca Aronde did better, with 84,714 registrations. A real lese majesty crime ad in others: January 2, she is no longer alone on the chains. She is joined by the new Dauphine, a kind of super 4 CV with whom she shares the mechanical mounts and henceforth a dashboard that resembles it. It is no longer what dictates its needs, but the newcomer who, little by little, will make its mark on her.

    This visor dashboard replacing the counter ears (himself had supplanted the horseshoe 1951) is accompanied by a new command flashing, right hand on the Luxury and Sport (always a joystick on the left of driving on Normal and Business), protective pads to the bottom of the ashtray in the centre and storage compartment to the right (the Dauphine has another left the driver). The start is with a wrench on the Sport and convertible via a Neiman which also blocks the direction. On Business is a button that is running. In all cases, this leads to the disappearance of the starter control behind the handbrake lever. The carburettor is now self-starter, the pull tab to the floor, close to the gear lever, is also eclipse. We note also the interior handles Bakelite door borrowed from Dauphine and become adjustable passenger seat in turn. Finally, the new closure system can only use one key to lock the doors and tailgate (hood, trunk and doors).

    Outwardly, this model differs little from the previous. Just do we note the more rounded rear lights with a hoop for the more elongated reflector than in the past. More anecdotally, the play of horns which, in 1955, were in the right and left of the front face. From January 1956, the road model is mounted under the bumper on the left, almost at the base of the horn chrome city. Thus adorned the 4 CV will address the second part of his life, like this Deluxe Version roof opening in its juice that displays an insolent mileage (over 90,000 km) without ever being restored...

    Bernard Lecoutre and Renault Sport Luxe 4 CV 1956

    RESPECT FOR GIVEN WORD
    Bernard Lecoutre is not the owner of a beautiful car by accident. It is immersed in the passion of old since his childhood, probably influenced by a car lover and collector father godfather. Kid, he was already very close to the latter, which had a 4 wheel drive and ... CV. But his profession and his family life will not allow it immediately to fulfill his dreams, and he will have to wait for the plunge in 1979 by acquiring a beautiful Citroën Traction 11B 1952 in a splendid juice origin. It will keep it as such, and only rehabilitate door panels with the assistance of his brother. Bernard loves authenticity and prefer vehicles that have never been restored but still have a stunning appearance thanks to the care provided by their former owners!

    Thus, in the 90s, he meets a friendly retired, Mr. Lefebvre, driving the 4 CV Luxury then held since November 1957. A "miracle", circulated in January 1956, still maintained Renault by the same engineer who only went once a week for shopping. Throughout her life she had known only two small skirmishes on rear wings, whenever repaired in the rules of art. Even if the owner is not the seller, the two men sympathize and intersect from time to time.

    To date in 1996 when a phone call from his son teaches him the death of Mr. Lefebvre, who had left her heirs instructions to give up her car. Bernard then made the acquisition of this beautiful and puts orphan from a point of honour to keep the promise he had made to keep it in its time requirement as long as possible, maintain it with passion and not the resell pure speculation. He even managed to retain its original license plates! Our today's collector uses to visiting local antique auto events (Roncq, Roubaix, Wervicq...), avoiding too long roads and weather who would harm the beautiful state of preservation of its beautiful "fours". But it easily goes through all distances, and she has demonstrated on this photo essay that made us cross over 300 km across Flanders in one day!

    TECHNICAL DATA 4 CV RENAULT SPORT LUXE

    Engine Type 662/2. 4-cylinder implanted longitudinally in cantilever AR. Block cast iron, aluminium cylinder head. Distribution waterfall nuts, lateral camshaft, lifters, rods and rockers. Crankshaft three bearings.

    ■ Capacity: 748cc
    ■ Bore x stroke: 54.5 x 80 mm
    ■ Max power: 22.2bhp SAE at 4200 rpm
    ■ Maximum torque: SAE 4.7 mkg at 2,000 rpm
    ■ Compression Ratio 7.25: 1
    ■ Power supply: a carburettor single inverted vertical body Solex 22 CITW
    ■ Ignition: Battery 6 V 60/75 Ah,
    ■ Cooling coil and distributor: Water with pump and fan.
    ■ Transmission rear wheel drive
    ■ Clutch: to
    ■ Dry Gear: 3-speed manual (1st non synchronized) + March
    ■ Gear ratios : 1st: 3.7 - 2: 1.85 - 3 1.07 - MAR: 3.7
    ■ Axle Ratio: 4.72 (33 x 7). Structure Self-supporting body made of sheet steel
    ■ Suspensions / Front: independent wheel with triangles and coil springs, anti-roll bar, shock absorbers
    ■ Telescopic Rear suspension: independent wheels by oscillating arms and coil springs, telescopic shock absorbers
    ■ Brakes: drums AV / AR
    ■ Handbrake: mechanical, acting on rear wheels
    ■ Steering : Rack and pinion
    ■ Turning Radius: 4.30 m
    ■ Wheels: star, five tocs fixing, 15 "
    ■ Tyres: 135 x 400 or 15 x 5.00
    ■ Dimensions (L x W x H): 3.63 x 1.43 x 1.47 m
    ■ Wheelbase: 2.10 m
    ■ Ways Front / Rear: 1.22 / 1.22 m
    ■ Curb Weight: 600 kg.
    Performances
    Top speed: 106 km / h (self-test Journal)
    ■ Power consumption: 5.9 l (list Auto-Journal).
    Production Vintage 1956 of 15 October 1955 October 14, 1956: 133,250 copies
    ■ No. manufacturing: the No. 531 953 to No. 532 000, and the No. 532 651 to No. 532 816 and No. 532 893 to No. 665 931
    ■ Price March 1956: 501 426 F for Sport Luxury finishes, including local taxes, fees of factory and vehicle registration
    ■ Vintage colours: 659 lavender grey, beige dove 151 for all models, which are added to Sport, black corsair 699, the green water 978, the 985 Atlantic green and blue Ile-de-France 412.

    Trading

    A 4 CV in its juice is necessarily more expensive than a car restored, even with onions. What for ? Because it has never been "hacked" and has therefore retained its integrity, which is not so obvious. Allow between 8,000 and 10,000 euros for a model of this quality, even with appearance mechanical less engaging than if it had been renovated, but in perfect condition.

    The 4-cylinder Boulogne is kind of 662/2, developing a little more than 22bhp SAE. As you can see, this one is in its own juice and has never been restored, displaying 96,266 km of loyal service.

    In the luggage compartment, the jack fits to the spare wheel from vintage 1955. This vintage is even equipped with star wheels (they only disappear for 1958, from 748 118 No. of production). One modification: the wheel hubs are secured to the drum flanges (previously riveted together) and the shield fixing screws are to Ø 10 mm (instead of 8).

    The battery is a 6 V Tudor. As at the time. It is always an oil bath air filter prevents dirt from entering the carburettor.

    From this vintage, power is provided by an automatic choke carburettor its bimetal being heated by hot air supply.

    Unbelievable, this 4 HP retained its original registration plate painted with her!

    In the luggage compartment, the jack fits to the spare wheel from the 1955 vintage.

    The rotary switch of the lights appeared from the 1950 vintage on Luxury and Grand Luxury. It differs quite significantly from that of the Dauphiness. Since the 1954 vintage, it can open or close the circuit demisting the windscreen with the rotary knob.

    The door handles are the Dauphine type and they are made of bakelite.

    New support for Neiman burglar-start.

    The radiator screen is operated, since the 1954 model, through an eye located above the driver's door. The order will be moved to the wheel for the vintage 1957 for the Sport. The rotating ceiling has also emerged around the same time.

    On the Sport, the two front seats are mounted on rack. They are adjustable longitudinally.

    The 4 CV recovers this year, as a counter #Jaeger visor like Dauphine. But it is specific to it, with a tachometer "in the round", that of the Dauphiness being arcuate. He is graduated up to 120 km / h (130 on the Dauphine), the fuel gauge is on the right (left for the little sister) and a water temperature is installed on the left associated with LED oil pressure. New steering wheel with two branches called "soft".
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