Car of the Month — 1969 Oldsmobile Toronado

The Oldsmobile Toronado was a unique, a front-wheel drive coupe introduced by the Oldsmobile division of General Motors in 1966. At the time, it was the largest and most powerful front-wheel-drive car ever produced, and one of the first modern front-wheel-drive cars equipped with an automatic transmission. Designed to compete with the Ford Thunderbird and GM’s own Buick Riviera, the original 1966 model Toronado was powered by a 425 CID Super Rocket V8 engine rated at 385bhp, mated to a three-speed Turbo Hydra-Matic transmission. In 1966  the Toronado was voted the Motor Trend magazine ‘Car of the year’. The Toronado also placed third in the 1966 European Car of the Year contest, a distinction no other American car had achieved before.

The unusual Toronado powertrain, which combined an engine and transmission into an engine bay no larger than a conventional rear-wheel drive car, was dubbed the Unitized Power Package (UPP) and was used basically unchanged in the 1970s GMC motorhome. The Toronado was GM’s first subframe automobile, which means it was partly unitized, and used a subframe that ended at the forward end of the rear suspension leaf springs, serving as an attachment point for the springs. It carried the powertrain, front suspension and floorpan, allowing greater isolation of road and engine harshness.

 

 

In 1969 Frank Peterson of Lakewood Colorado took a stock 1968 model Toronado and built the car you see here to run in the Pikes Peak Hillclimb. Frank was already a regular at the “Race to the Clouds”, one of America’s greatest races, where the course begins at just over 9,000 feet, and finishes at the 14,110-foot summit, and climbs to an altitude that leaves any car’s engines gasping for breath. In the mid-1960s Frank and Kaye began a long and fruitful partnership with Oldsmobile. The Toronado looked like a natural for the mountain, with its grippy front-wheel-drive layout and monster motor. For Frank, it was a pipeline into the factory that boosted him into the top tier of competitors. Frank built two Toronados for Pikes Peak in 1966, and in 1967 finished second after running out of gas in the last mile. In 1968, Frank had a hand in Toronados that finished 1-2-3.

And then there was our feature car, a highly developed ’69 model Toronado, that ran in the 1969 (second in class for Frank), ’70 and ’71 Hillclimbs, including a famous class win in the Stock car division for Frank in 1970.

“I had Oldsmobile sponsorship for 26 years. They used to help us a lot with engineering. On the ‘69 car, they built the motor and Hydra-Matic transmission for it,” he said. “They even built a special final drive for the car with 5.12:1 gearing. They had to make those gears, which was quite a process. I think at the time they cost about $20,000 each to make those gears, because I think they only made five sets of them, something like that.” The standard bore and stroke 455ci motor for the ’69 Toronado was built with titanium valves, Carrillo rods and Venolia pistons. Hooker custom-built a set of headers for the car. There were other factory goodies. “Oldsmobile had some experimental aluminum drums made,” Frank told us, “and we used those with sintered metallic linings. That also has a giant radiator. It’s really hard to cool cars at Pikes Peak because the air is so thin.”

 

 

After the Toronado was retired in 1971, it went into storage for several decades while Frank continued racing other Oldsmobiles. Still owned by Frank and Kaye, in 2009 it emerged to be given fresh paint and stripes by Gary Riley and Marvin Galbraith from Level One Restoration. The distinctive lettering was recreated by Joe Broxterman of Speedway Graphics in Denver. Remarkably, the engine started and ran with no drama.

Car of the Month — 1975 Porsche 911 RSR

Throughout the late 1960s and early 70s, the factory Porsche race team was extremely successful with their 908, 917, 917/10 and 917/30 models. However, these larger capacity prototypes were extremely expensive for the small Porsche factory team to build and develop, and, as a result, Porsche did not have a competitive car ready for the new, 1973 endurance championship class being run for 3.0-litre cars.

Up against the prototypes such the Ferrari 312, the Matra-Simca MS670, and the Alfa Romeo Tipo 33, the old Porsche 908 and the aerodynamically handicapped 911 had no real chance, so Porsche Racing concentrated it’s efforts on the next generation 911, and it’s development for the upcoming world endurance championship for Group 5 cars. Amazingly, 1973 would however, see two outright victories for a 2.8-litre Porsche RSR in the World Championship for Makes. Peter Gregg and Hurley Haywood took victory at the Daytona 24-hours, and later in the year, the pairing of Herbert Müller and Gijs van Lennep scored an historic win at the Targa Florio race, held on the tortuous, 45-mile circuit that wound its way round the mountains of Sicily.

 

 

For 1974 Porsche developed a 3.0-litre version of the RSR, and in 1974 and 1975 they built 59 examples of the Carrera RSR racecar that would be sold to privateer race teams while the works were developing the new Group 4 and 5 racecars, the 934 and 935. The car on display here is RSR chassis no. 005 0005 (1975, fifth car), amongst the most successful of the RSRs built and raced in that two year period. The bright-orange, Jägermeister sponsored car, designated an RSK (K for Kremer) by the team, may look like any one of those 59 RSRs, but it is actually a very special chassis, one of two cars developed for the 1975 racing season by the famous Kremer brothers, Manfred and Erwin of Porsche Kremer in Cologne, Germany. Built to race in the German Rennsport DRM Championship the three main drivers of the instantly recognisable, bright-orange car were Helmut Kelleners, Hans Heyer, and Bob Wollek. Kelleners drove in all but three of the 19 races the car competed in during 1975, taking one race victory, two second place finishes and three third places. All three drivers were in the car for a hugely significant class win at the Nürburgring 1000km in June, and Heyer also took second at the Nürburgring Super-Sprint race in September. Josef Brambring, who drove the car just the once during 1975, finished third at the final race of the season at Hockenheim.

For the 1976 season, 0005 was sold to Edgar Doren, repainted white with red and blue striping, and driven by him throughout the year. He finished the 1976 DRM season in 15th place with 55 points. The car then passed through the hands of several other European teams before being sold and shipped to a US-based owner Charles Slater in 1994. After having owned and raced the car for 18 years, in 2011 Slater decided to end a long and successful relationship and the car moved to a new owner and underwent a full, bare-shell restoration. In 2014 this significantly historic, and now highly-valuable car passed into the ownership of Colorado based collector Andrew Larson. He has raced the car at several Vintage events throughout the country and in September of 2015 the car was seen at Rennsport V with none other than works Porsche driver and winner of the 1977 Le Mans 24-hours, Jürgen Barth behind the wheel.

 

 

 

 

 

Car of the Month — 1958 Packard Hawk

The Packard Hawk was the sportiest of the four Packard-badged Studebakers produced in 1958, the final year of Packard production. In 1956, the Studebaker-Packard company was in financial trouble and the Curtiss Wright Corporation was put in charge of management. Everything was consolidated to the Studebaker plants in South Bend, Indiana. The 1957-1958 Packard models were essentially rebadged and retrimmed Studebakers. With a top speed of 125mph, the fastest Packard ever built, the 1958 Hawk was constructed around the 1957 Studebaker Golden Hawk 400, with a re-styled fiberglass front hood and nose, bonded to the stock steel fenders.

Instead of the Studebaker Hawk’s upright Mercedes-style grille, the Packard Hawk had a wide, low opening just above the front bumper covering the whole width of the car. Above this, a smoothly sloping nose, and hood—reminiscent of the 1953 Studebakers, but with a bulge as on the Golden Hawk—accommodated the engine’s McCulloch supercharger that gave the Studebaker 289in (4,700cc) V8 a total of 275bhp. At the rear, the sides of the fins were coated in metallized PET (Mylar) film, giving them a shiny metallic gold appearance and a fake spare-tire cover adorned the 1953-style, Studebaker deck lid.Widely spaced PACKARD lettering appeared across the lower section of the nose, and a gold Packard emblem in script—along with a Hawk badge—on the trunk lid and enormous tailfins. The interior was fully equipped with a striking leather design, and a full compliment of instruments was installed in an turned-aluminum dash. A swept-spoke Packard-branded wheel was also fitted. As on early aircraft and custom boats, padded armrests were mounted outside the windows, a rare touch.

The styling which was definitely controversial, and often described as ‘vacuum-cleaner’ or ‘catfish’ by detractors has come to be appreciated much more today, than on its debut. Only 588 examples of the 1958 Hawk were built, with Packard’s impending demise a likely contributing factor, rather than a lack of interest from the buying public. Most examples were equipped with the Borg-Warner three-speed automatic transmission, but something approaching 28 cars were produced with the B-WT85 3-speed w/overdrive manual transmission.

Studebaker-Packard was the first manufacturer to popularize the limited slip differential, which they termed Twin-Traction, and most Packard Hawks came with TT. It was certainly the fastest Packard ever sold, since it shared the majority of its components with Studebaker’s Golden Hawk. The list price with taxes and delivery was $3995, about $700 higher than the Studebaker model, but certainly value for money considering the more luxurious interior. Electric window-lifts and power seats (fitted on the car you see here) were optional extras.

Its rarity and status as the best-regarded of the ‘Packardbaker’ final-year cars have in recent years certainly made the Packard Hawk a highly sought after collectible classic. Values are roughly double those of the equivalent Studebaker, and because a Studebaker drivetrain was used, the mechanical parts needed to keep a Hawk on the road are more readily available. The Hawk is now a realistic car to put serious money into a restoration, and without doubt, is a unique car, worthy of a place in any significant collection of 50s vehicles.

 

 

The stunning 1958 Packard Hawk on display here is owned by Carey and Peggy Dietz of Arvada, Colorado. They have been caretakers of the car since 2007 when Carey’s father, who had owned the car since late 2000 decided it was too much of a responsibility for him to drive his “Baby” any more. Carey tells us the story of how his father came to own such an unusual car. “Back in 1982 my roommate showed me a magazine called Car Collector and Car Classics that featured a beautiful Packard Caribbean Classic on the cover. An eternal optimist, he went on to tell me “That’s what my car is going to look like when it is done.” Considering his car had rust holes everywhere I was somewhat skeptical to say the least. Well he did do it, eventually, and it really is beautiful!

Moving forward to 2000, my father called me and told me he was looking for a classic car to keep at his Florida residence for 6-months a year, and, since Packard had always been his favorite car, that is what he wanted. I pictured him driving a stylish 1930s open car, but before you knew it he had bought the one-owner Hawk from a widow in Las Vegas! The partly restored car needed to be painted and have the chrome re-fitted, but needed little else to bring it up to the sleek, stylish, show standard car you see here. On a visit to Denver my dad happened to stop in an antique store and find a copy of that very same magazine. It features a Packard Hawk on page 19!

 

 

 

 

 

Image of the Month — Remembering Daytona

FOR IMMEDIATE RELEASE

Last year’s Daytona 500 Grand National Winner, Marvin Panch, who copped first place in the automobile racing classic with a record 149.601 miles per hour poses with 1962 Dodge Dart which he will drive in this year’s race February 18th.

Watching the Daytona 500 last weekend got us thinking about past Daytona 500 races and some of the stars of the day that we have forgotten. A delve into the archive produced this image of NASCAR legend Marvin Panch alongside a rather ‘stock’ looking Pontiac.

“Pancho,” most well known for his 1961 Daytona 500 victory driving for Smokey Yunick, scored 17 victories in his 15 years of racing in the NASCAR series. Driving for Wood Brothers Racing from 1962-66, Panch also had 21 poles and 126 top ten finishes in his Cup Series racing career. He finished his career driving for Petty Enterprises.

Panch’s 1961 Daytona 500 win was his first victory in NASCAR’s top division since 1957, establishing what was then a speed record for a 500-mile race at 149.601 mph. This record pace was no doubt helped by the fact that, incredibly, the entire 500-mile race was run without a single caution flag period. The caution free event was one of only three times that the iconic race ran the entire distance under green, with 1959 and 1962 being the only other two times it occurred.

“I was just setting a steady pace,” Panch modestly explained to the Daytona Beach paper, hours after his victory in a year-old Pontiac Catalina, the only non-1962 car in the field. Marvin took the lead on lap 187 of the 200 lap race when pole sitter and race leader ‘Fireball’ Roberts suffered a blown engine, and completed the race on just one change of tires. This would be the first of just three victories for Pontiac in the legendary Daytona 500, Fireball Roberts took a much deserved win for Pontiac in 1962 and Cale Yarborough the only other victory for the marque in 1983.

Just two years after his historic victory, on February 14th, 1963 at Daytona International Speedway, Panch escaped death in a fiery crash, driving an experimental Ford-powered Maserati in a test session. He suffered serious internal injuries and severe burns to his back, neck and hands. Among his rescuers was a South Carolinian racer named Tiny Lund, who won the Carnegie Medal for heroism for his actions. “We just jumped in and gave him a hand,” Lund told the Daytona Beach News-Journal shortly after the crash. “Marvin would have done the same for us.” Just ten days later, Lund drove the Wood Brothers No. 21 entry earmarked for Panch, to his first premier series victory in the 1963 Daytona 500.

After a hospital stay of several weeks, Panch announced in late April that he would return from his injuries in June at Charlotte Motor Speedway’s annual 600-mile race. He closed the 1963 season with three pole positions, a victory at North Wilkesboro Speedway in September, and top-10 finishes in all 12 of his starts for the remainder of the year.

Panch concluded his final year of competition for a variety of car owners, scoring his final victory in the World 600 at Charlotte. He announced his retirement from the sport on Dec. 6, 1966 at age 40, telling The Spartanburg (S.C.) Herald that his only regret was not winning at Darlington Raceway, NASCAR’s first superspeedway. Panch ruled out a comeback attempt, even though he declared his health the best it had been since claiming his lone Daytona 500 triumph. “I don’t have much more to gain by racing,” he told the Spartanburg paper. “Actually, I’ve been thinking about quitting for about a year. Just waiting for the right time.”

In 1963 Panch was presented the Myers Brothers Award to honor his outstanding contributions to the sport of stock-car racing, in 1987 was inducted into the National Motorsports Press Association Hall of Fame and in 1998 he was named one of the top 50 drivers by NASCAR.

On Dec 31st 2015, following Panch’s death at the age of 89, NASCAR released the following statement. “For more than 60 years, Marvin Panch was a familiar and friendly face around NASCAR and Daytona Beach. He was one of the true pioneers of the sport, winning races across several NASCAR divisions, including the 1961 Daytona 500. As one of NASCAR’s 50 Greatest Drivers, he represented the sport with class both on and off the track. Marvin will be missed dearly, especially as we approach Speedweeks at Daytona International Speedway, where he was a fixture.”

Car of the Month — 1959 MG EX186 Prototype LeMans Car

Like the majority of British automobile producers, the MG Car Company developed experimental models which often, but occasionally not, became production models. The founder of MG Cars, Cecil Kimber, realized at an early time, that properly set up and successful experimental cars could provide a great deal of free advertising, and he was happy to supply factory assistance to any MG speed or endurance record attempt. Between 1929 and 1959 MG established 43 international class speed records with factory-supported EX vehicles, and several EX cars were the precursors of well-known production models.

From the very beginning, the EX designation was used for prototype MG projects and cars, but the first of the EX line to be revealed to the public as a prospective ‘record-breaker’ was EX120. It evolved from a collaboration with Captain George Eyston who attempted to establish the first 100mph speed for Class H cars (750cc) cars, using the diminutive 1929 MG Midget. His MG broke six international records on the way to becoming the first 750cc car to go 100 miles in one hour. Designed with the express purpose of smashing every Class H record, and completed late in 1931, the evolution of EX120 was EX127. In its illustrious career EX127 car set numerous records, and was the first car in its class to surpass 120mph.

 

EX186 is pushed out of the Abingdon factory for a first test run

 

The next car for Captain Eyston was the legendary EX135, based on a K3 chassis with both racing and record breaking bodies and built to assault Class G (1100cc) records. The original streamlined body was painted in cream and chocolate stripes, and earned the nickname “Humbug”. In 1934 it re-wrote the record books for its class, and two years later broke both Class G and F records by becoming the first 1100cc car to exceed 200mph. Following World War II, EX135 re-surfaced in a number of different configurations and took many class records before, in 1951, and sporting a TD engine, the car ran on the Utah salt flats to take more records in Class F. In its long career, and wearing an assortment of bodies and engines, the venerable EX135 broke the world record ten times in eight different classes, a tribute to both the builders and the driver. The next significant creation, EX179 was based on an MGA chassis and closely resembled EX135. With it, Eyston and Ken Miles took seven Class F and 25 American records. Using the Wolseley Twin-cam engine, the car took nine Class G records. The final record breaker from MG was EX181, a mid-engine car nicknamed the “Roaring Raindrop” for its unique streamlined body shape. In 1957, with Stirling Moss at the wheel, this model took the Class F record at 245.6mph. Two years later Phil Hill drove the car to an amazing 254.9mph. This was the end of factory supported MG speed cars except one you may never have heard of before today!

Whetted by a three-car entry in the 1955 Le Mans 24-hour race where the brand new MGA EX182, had finished 12th overall and 5th in class, Managing Director of MG John Thornley and Chief Designer Syd Enever laid plans to develop an MGA-based ‘prototype’ for the express purpose of winning the 1961 LeMans 24-hour race outright. They intended to utilize the then-new dual-overhead cam version of BMC B-Series engine, but recognizing that the engine wouldn’t give them a performance edge, (other cars would have more power), they planned to compensate with a specially built, lightweight, and extremely aerodynamic aluminum body. ‘EX186’ is the racecar that resulted from these plans. The car was built and test driven on the road, and by all accounts its performance was impressive, but sadly the Le Mans MG project was cancelled before EX186 was ever raced.

It was normal MG practice to destroy racing prototypes after retiring them, but in 1960 John Thornley managed to dispatch EX186 to US dealer Kjell Qvale, invoiced as “auto parts.” Qvale kept EX186 stored until 1966, after which it was sold and driven on public roads for about a year until its engine required overhaul. At that time, overhaul costs were prohibitive and the car was removed from service, parted from its engine, and stored in a barn on a walnut farm in Red Bluff, CA. Luckily, most of the car including the hand-built aluminum body and unique DeDion rear suspension survived virtually intact and, in 1982, having seen it advertised in Road & Track magazine, MG enthusiasts Joe and Cathy Gunderson and Steve Willis of Denver, Colorado, purchased the car. Since then, they have carefully and painstakingly restored it to the virtually original specification you see here. Tracking down missing original parts such as the gearbox has been one of the special challenges of the unique 30+ year restoration of EX186 which is currently on display at the Hagerty offices in Golden, Colorado.

 

 

 

Car of the Month — 1971 Ferrari 365 GTB/4 (Ferrari Daytona)

Introduced to replace the 275 GTB/4, the Ferrari 365 GTB/4, two-seat grand tourer was, like so many new Ferrari models of the period, revealed to a surprised public at the 1968 Paris Auto Salon. The sleek and stylish Pininfarina designed front-engined car featured a heavily revised version of the Colombo-designed V12 power-unit fromthe 275 GTB/4model, bored out to 4.4-litres (4,390cc), and was the only production Ferrari at that time use a high-performance dry-sump lubrication system on its engine. Although a Pininfarina design, as with many previous Ferrari road cars styled by Leonardo Fioravanti, the new 365 GTB/4 was radically different to the model it replaced.Many people felt that its sharp-edged styling resembled a Lamborghini rather than a traditional Pininfarina Ferrari.

The Ferrari 365 GTB/4, is more commonly know to most people as the Ferrari Daytona. This unofficial name is reported to have been applied by the media rather than Ferrari themselves, and was reputedly named to commemorate a Ferrari 1-2-3 finish in the February 1967 24-Hours of Daytona. The unofficial name was quickly adopted by everyone and continues to be widely used today, however, to this day, Ferrari itself only rarely refers to the 365 GTB/4 as the “Daytona”.

 

 

 

Unlike Lamborghini’s then-new, mid-engined Miura, the Daytona was a traditional front-engined, rear-wheel drive car. The engine, known as the Tipo 251 was a two-vales per cylinder, Double-Over-Head-Cam (DOHC) V12 with a 60° bank angle, 365cc per cylinder, a 3.2-inch bore diameter and 2.8-inch stroke, featuring six Weber 40DCN20 twin-choke down-draught carburettors (40mm Solex twin-choke carburettors were used on some versions). With a compression ratio of 9.3:1, the Tipo 251 unit produced 352bhp and the car could reach a top speed of 174mph, and accelerate from zero to 60mph in just 5.4 seconds. For the American version, slight modifications were made – the compression ratio was reduced to 8.8:1 and the exhaust system was equipped with a large central silencer, necessitating visible alterations to the primary pipes. Early Daytonas featured fixed headlights behind an acrylic glass cover, but in 1971 a new U.S. safety regulation banning headlights behind covers resulted in the adoption of retractable, pop-up twin headlights.

The five-speed manual transmission transaxle was mounted in the rear for optimal weight distribution, and a race-derived four-wheel independent suspension featured wishbones and coil springs. The excellent weight distribution provided by the rear gearbox transaxle produced a front-engined car of rare balance. The generally accepted total number of Daytonas built is 1,406. This figure includes 122 factory-made spyders and 15 competition cars. All bodies except the very first Pininfarina prototype were produced by Italian coachbuilder Scaglietti. The first racing version of the 365GTB/4 appeared in 1969 when a prototype aluminium bodied car was built and entered in the Le Mans 24-hour race. The subsequent fifteen official racecarswere built in three batches of five in 1970-1, 1972 and 1973. Each featured a lightweight body (by as much as 400lbs) that used aluminium and fibreglass panels, along with plexiglas windows. In the first batch of competition cars the engine was unchanged from the road car, but the five 1972 cars had revised powerunits with around 400bhp. By 1973, the last five ‘race’ cars built had a little over 450bhp. The cars were raced by a range of private entrants and enjoyed particular success in the 24 Hours of Le Mans, including a 5th overall in 1971, followed by GT class wins in 1972, 1973 and 1974. The final major success for the Daytona was in 1979 (five years after production had ended), when a 1973 car achieved a class victory and and incredible second overall in the 24 Hours of Daytona.

The 1971-built, US-specification ‘Daytona’ on Display at Hagerty during December was owned in the late ‘70s by Walker P. Inman (heir to the Duke fortune). In the early ‘80s Inman had the car modified to ‘Competition’ spec with flared wheel-arches and gold, factory-correct, BBS Competition wheels. After the car had been ‘parked’ for 28 years current owner Bill Bowdish acquired the car in 2012 and has had it sympathetically restored to period correct ‘Semi-Race specification’ with a few minor (easily reversible) modifications such as coil-over shocks, larger rotors and a lightened stripped-out interior, that Bill says, “make it a real blast at track-days!”

Image of the Month — Raybestos Brake Pad

4/15/1971
News Release from Raybestos

RAYBESTOS Disc Brake Pads taken from Al Unser’s winning car (ABOVE) in the 1970 Indy 500 are contrasted with a new and unused Raybestos disc brake pad. Note the very slight wear on the pads which braked Unser’s Johnny Lightning Special as it raced 500 miles to victory in the 1970 Classic. The minimal amount of wear is attributed to Raybestos’ wonder compound R-4528-19M, a special formulation designed to work more efficiently at the high braking temperatures (as high as 1200 degrees) experienced in Indianapolis type racing. Raybestos disc bake pads have been on the winning Indy 500 car for the last 14 years.

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Sam Hanks, 1957 Indy 500 winner and a Raybestos consultant, says, “the pads used on my car wouldn’t last ten laps at today’s speeds.” Hanks drove his 350 horsepower car to victory at an average speed of 135.60 compared to last year’s winning average speed of 155.749.

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More conservative Warren Jensen, Raybestos Research Director, figures pads made from R-4528-19M perform better and wear about five times longer at today’s speeds than would pads made from the previously used material.

Car of the Month — 1986 Citroën 2CV6 Spécial (The Deux Chevaux)

Citroën unveiled the 2CV— The Deux Chevaux: signifying two nominal horsepower (initially it was only 12hp)—at the 1948 Paris Salon. The 2CV, conceived and designed by Citroën Vice-President Pierre Boulanger, quickly became a bestseller, achieving his aim of providing rural French people with a motorized alternative to the horse and cart the majority were still using in the early 1950s. It was unusually inexpensive to purchase and with its tiny two-cylinder, two-stroke engine, inexpensive to run as well. The early 2CV model pioneered a very soft, interconnected suspension, but did not have the more complex self-levelling feature that would appear later. The 2CV remained in production, with only minor changes, until 1990 and was a relatively common sight on French roads until fairly recently. It is astonishing to know that nearly nine million 2CV variants were produced, in eleven countries from France to Argentina, between 1948 and 1990.

The Citroën 2CV featured; low cost; simplicity of overall maintenance; an easily serviced air-cooled engine,  low fuel consumption; and an extremely long-travel suspension offering a soft ride and light off-road capability. Often called “an umbrella on wheels”, the fixed-profile convertible bodywork featured a full-width, canvas, roll-back sunroof, which accommodated oversized loads and until 1955 reached almost to the car’s rear bumper.

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Over the next forty plus year the 2CV went through many iterations (including the 2CV Fourgonnette van, the ‘Weekend’ version of the van that had collapsible, removable rear seating and rear side windows, enabling a tradesman to use it as a family vehicle at the weekend, as well as for business in the week) and modifications, including different size engines (from 375cc to 435cc and then 602cc), revised lights, extra windows, re-styled seats, and even door locks! The key to the 2CV’s huge success was its clever, lightweight engineering, which combined a small, fuel-efficient engine with an extremely light body and drivetrain.
In July 1975, a base model called the 2CV Spécial was introduced with the 435cc engine. Between 1975 and 1990 a drastically reduced trim basic version was sold, at first only in yellow. The small, square speedometer (which dates back to the Traction Avant), and the narrow rear bumper was installed. Citroën removed the third side window, the ashtray, and virtually all trim from the car. It also had the earlier round headlights. From the 1978 Paris Motor Show the Spécial regained third side windows, and was available in other colours. Beginning in mid-1979 a larger 602cc engine was installed in some models.

The 2CV Special seen here was privately imported from Belgium (it still has a Belgian registration plate on the front), and had two previous U.S. owners, before the current owner Frank Barrett bought it in 2011. It is a totally original, un-restored car with only 53,000 miles (85,000km) on the odometer. This ‘Spécial’ features a four-speed transmission, front-wheel drive; shift lever on dashboard, and inboard front disk brakes, with drums at the rear. The unique longitudinal coil spring on each side works as both front and rear suspension. The roof folds back, and the seats are easily removable if you need them for a Picnic!

 

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Car of the Month — (Bocar) Bob Carnes’ Short Lived 50s Brand

What is a Bocar you may be thinking? Its no ordinary vehicle, its quite a speed machine.

The Bocars were created and produced by BOb CARnes (do you get where he came up with the name from?) during the late 1950s and early 1960s in Lakewood, Colorado. The vehicles were available in both kit or assembled form. The majority of Bocars were intended for track and competition use, but they could be driven on the road.

Bob’s first creation was the Bocar X-1, which was built using Jaguar suspension and brakes at the front and a Lincoln live axle at the rear. The powerplant was a 283 cubic-inch Chevy V8 engine. The body was made of lightweight fiberglass. The X-1 was entered in the 1958 Pikes Peak Hill Climb where it finished in fifth place in the sports car class. The car was promising, but needed more refinement and power. After several iterations, the XP-4 was born (P for ‘production). An unknown number of XP-4s were available near the end of 1958 and offered as a kit car or as a complete package.

The fiberglass body sat on a 90-inch wheelbase chassis to which Volkswagen or Porsche suspension could be found in the front, of course given extra modifications by Carnes. At the back was an Oldsmobile live axle with torsion bars. One Bocar was given a set of the latest Jaguar disc brakes, but most were fitted with either Chevrolet or Buick drums. Engines were mostly eight-cylinder units from either Pontiac or Chevrolet and matted to a Borg-Warner T-10 four-speed manual gearbox. A completely assembled example would set the buyer back about $6450.

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The Bocar XP-5 (white car above) was very similar to the XP-4. Main changes were to the brakes which now incorporated Buick Alfin drums. Weight distribution was improved; the XP-5 had a 44% of its weight in the front and the remaining in the rear. This was achieved by moving the engine back into the frame and offset to the right. This improved weigh distribution enhancing the vehicles balance and giving it better traction. Several XP-5 Bocars competed in the Pikes Peak Hill Climb and proved very competitive in the sportscar class. Bob Carnes himself raced a number of times, competing against local racer Frank Peterson (see image below) for several years. Frank was reunited with this very chassis at the November Hagerty Coffee & Cars event in Golden Colorado this year (below).

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The Bocar XP-6 (the darker car in the top image) incorporated a supercharged version of a Chevrolet V8. The chassis was enlarged by 14-inches to accommodate the supercharger unit. Horsepower was around 400bhp which required changes to the suspension. The suspension was beefed up to include a solid axle with torsion bars in the front and a live axle with torsion bars in the rear. The car was quick, but never really gained much national attention. It seems only one example was ever created and was used as Carnes’ person car.

The Bocar XP-7 was the next evolution of the Bocar racers. It was very similar to the car it replaced and had a Volkswagen front end. At a price tag of nearly $9000, the XP-7 was produced in very low numbers.

Bocar’s last racer built was for the 1960 season, the longer, more streamlined Bocar Stiletto. It would appear that less than four were created and carried a price tag of about $13,000. The car was intended to race during the 1960 season. Power was again from a supercharged Chevrolet V8 engine mated to a four-speed Borg-Warner T-10 transmission, and once again it had a space frame chassis and a fiberglass body.

The early Bocar Stiletto was raced at Pikes Peak by Carnes himself, but it encountered problems. A second example was built and sold to Tom Butz for driver Graham Shaw. This second car had a Hillborn-injected small-block engine. A third example is believed to have been built.