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eBay Very good condition. ROAD & TRACK THE MOTOR ENTHUSIASTS’ MAGAZINE THE TURIN SHOW 18 Coachbuilders’ delight ROLLS-ROYCE PHANTOM III 24 MERCEDES 300-SL TEST The V-12 revives our classic road tests 28 Testing the roadster with Paul O’Shea OTHER ROAD TESTS 38 A sports car in miniature 44 A new kind of import FEATURES 16 After 1979, what? 30 The Lotus and Alfa coupes 32 The hot Dauphine and others BERKELEY SPORTS VAUXHALL VICTOR MAINTAINING THE INBREEDING CARS OF THE YEAR? NEW FROM EUROPE NEW AND OLD FROM ENGLAND LOOKING BACK AT BROOKLANDS SPORTS CAR DESIGN MG MONTLHERY GRAND PRIX OF MOROCCO SEASON’S SWAN SONG LITTLE LE MANS PHANTOM III BARKER SALOON TECHNICAL DATA LETTERS TO THE EDITOR COMING EVENTS RACE RESULTS MISCELLANEOUS RAMBLINGS SHOWCASE TUNE-UP CLINIC NEW YORK NOTES LETTER FROM THE CONTINENT CIRCU LIGN JANUARY 1958, VOLUME 9, NO. 4 34 36 48 50 The cover car and its records Two real sports cars Cars that made history there COMPETITION 22 By Bernard Cahier 40 California’s three Nationals 46 Sedans to the ready! SALON 25 As it is now 24. And as it was DEPARTMENTS THE COVER The first 750-cc car to break the official 100 miles per hour record was the Montlhery Story on page 50. MG. PAID An American car for Le Mans ABC 2 Battle over the beetle 10 Races and shows for ’58 12 Edited by Dave Davis Jr. 15 By John Bond 52 For you and your car 55 By Bill Corey 62 By Harvey B. Janes 64 By Bernard Cahier STORY BY BILL CRAIG ETROIT IRON, the only remaining automobile magazine, of summer of 1979, patiently awaiting the announcement of the new car by Amalgamated Motors. All of the independent car manufacturers, of course, had long since vanished. Ford and Chrysler had quietly merged; then, pooling their vast assets, they bought the mighty Krupp iron works of Germany. Natu- rally this was during the 1967 slump, when prices were low. Using their now immensely increased holdings, they floated a tremendous loan from the World Bank. With the greatest of secrecy they bought General Motors stock. It was considered the business coup of the century when the news broke. Ford and Chrysler owned General Motors lock, stock and barrel, and Amalgamated Motors was born. Now the editors of De- troit Iron, along with the motoring public, could hardly wait for the 1980 models from the one car company in America. An event of such magnitude needed a background of proper dimensions, so Amalgamated Motors’ powerful Washington lobby managed in a few weeks to ramrod a bill through Con- gress. It authorized Amalgamated to use, for this event so important to national well-being, a small 1000-acre plot in Grand Canyon National Park. The President, an old General Motors man who had lost all his stock to the Amalgamated com- bine, wasn’t happy about it, but he signed the bill anyway. Finally the big night arrived. Thousands of spectators lined the South Rim of the Canyon. Grandstand seats had been blast- ed out of the steep cliffs and were filled to capacity. Bleacher seats cantilevered over the abyss were likewise full. A tremendous TV camera hung on a boom sev- eral hundred feet out over the darkened pit, waiting to bring 3-D stereophonic, curved screen panoramic, full spectrochromatic television to the world. The stage was set. A hush came over the audience. The magazine reporters were quivering with excitement. Here was the moment the nation had been living for. 0 000 Ninety-nine electronic search- lights came on simultaneously. (The hundredth had blown fuse.) A cymbal crashed, breaking the silence. There was, resting on a pinnacle in the very center of Grand Canyo the all-new Amalgamated Motors Astronomical X-16! The ca all America, in fact the world, had been waiting for! TH floodlights reflected dazzling prisms of light from the sol ———– 2 ———– 18 URIN is traditionally the scene of the realization of Italian coachbuilders’ dreams. If some of the cars shown on these and the next pages are unlikely ever to see the lights of a production line (much less those of the U.S. coastline), the fall salon did promise something for Americans. Some export models were strikingly improved and a scattered few were, as Detroit says, all new. The little Fiat 1100-TV roadster of our September cover looks just the same, but its changes should make it a still more attractive automobile to those who want their fun with windows instead of side curtains. To begin with, the engine now has 1221 cc’s displacement, as does that of the Granluce sedan on page 21. Further driver enjoyment is the purpose of the long- expected floor shift lever, and Fiat has come through where General Motors did not: to help the driver and his passenger get past the wrap-around windshield post and under the low top, they have rotating seats, released by a lever. More and more Americans are turning to the smallish (by our standards) European luxury sedans. A new make may soon be available in this category if Alfa Romeo decide to export their Tipo America, a 2500-cc model of the new 2000 sedan. Above, the 2-liter Alfa by Touring, with 5-speed gear- box and rubber-tipped bumpers. Right, the long, clean lines of Vignale’s little Lancia Appia. Bhayrood og gowns ng & shipping supplies mart.com VISI ———– 3 ———– mph in a Vanwall. Winner and French Champion Jean Behra Grand Prix of MOROCCO A big victory for Behra and the Maseratis on a new circuit STORY AND PHOTOS BY BERNARD CAHIER A smiling Behra aboard his 6-cylinder Maserati after his African victory. pen+GEAR Distributed by/Distribuido por Wal-Mart Stores, Inc., Bentonville, AR 72716 MADE IN U.S.A. ———– 4 ———– CTJ 421 E VEN THE lofty Rolls-Royce was not above the rage for more cylinders which overtook so many luxury and even medi- um-priced cars during the Depression years. It is easy now to say that their builders were misguided, but that has never been proved. In fact, those who never did go to a 12 (like Stutz) or who added more cylinders only belatedly or with insufficient preparation (like Pierce-Arrow and Franklin) seem to have proved the opposite by their subsequent demise. As in all their ventures, past and present, the craftsmen of Derby took their time about designing a V-12. Having built enormously long and heavy cars, they were faced, not with having to stretch out a present model or enter a field with which they were unfamiliar, but with savings in size and weight. These not only would accompany a still greater effect of luxury to those who could only dream about the Phantom III, but also would be presented to actual buyers with real advances in performance and riding comfort. The new 60° V-12, fed through electric fuel pumps from a 41-gallon tank, was far from radical. Still, it made the most of advances that many lesser makers could not afford. A 12-volt ignition system was used, of course, and it went down the line with dual coils and distributors and 24 “sparking plugs.” The owner or his chauffeur could switch on either set of 12 (inlet or exhaust) for test purposes. The engine was well armed with 4 carburetors, 7 main bearings, wet cylinder liners and alumi- num heads. 26 The overhead valves were pushrod operated, and each rocker arm incorporated an eccentric pivot equipped with a hydraulic dashpot device to give constant valve-lash. Earlier overhead-valve Cadillacs had a virtually identical arrangement. Special attention went to the engine lubrication system, which had a series of relief valves enabling oil to be supplied to various working parts at differing pressures. The full 50 pounds per square inch went to the crankshaft and connecting rods. The overhead-valve gear and rocker arms received 10 psi, and the timing gears 134 psi under normal conditions. A heat- exchanging honeycomb radiator used the water-on its way from the water pump to the cylinder jackets-to warm the oil when starting and cool it later on. As on other expensive cars of the era, thermostatically controlled radiator shutters aided initial warm-up. Rolls departed still further from previous practice with the new gearbox. Though advertisements of the period assured cking & shipping supplies vi: almart om ———– 5 ———– ROAD TEST 300-SL T HAS BEEN almost three years since we were fortunate enough to have one of the very first Mercedes-Benz 300-SL coupes for testing purposes. Since that time, only very minor changes had been made in the model-at least, until the roadster model was announced last summer. The new car is designated by the factory as the 300-SL roadster and should not be called the 300-SLR, which is, of course, the straight-8 factory racing type. Actually the new body is a true convertible coupe with frameless wind-up windows and a folding cloth top. Mechanically, the detail changes made in some of the later (but now discontinued) hard-top coupes are included in the convertible: principally a higher compression ratio and the so-called competition camshaft. The multi-tube frame has been extensively redesigned to retain its original rigidity and yet allow lower-cut doors of conventional front-hinged pattern. The rear suspension is the low-pivot type, as now standardized on all Mercedes passenger cars. The net result is a more powerful but somewhat heavier car. Accordingly, the standard axle ratio for the American market has been changed from 3.64 to 3.89:1. Since comparisons are bound to be made between the present and the previous model, these figures will help. Huge induction pipes: trademark of Mercedes fuel injection system. Schoo Auten ———– 7 ———– A new body on the Bentley Continental: Mulliner’s “Flying Spur.” UUK 42> Abandoning gull-wing doors, the Meadows Frisky now has 325 cc. 32 Alfa-like custom plastic bodywork hides a Citroen 2-CV chassis. CAHIER the highlight of the Paris B Show was the “test day” at Montlhéry. “This year every car made in France was represented, and each journalist was allowed to do 2 laps (15 miles) on the car of his choice. The Montlhéry track is certainly not known enough, and it’s a pity, for it’s the best place in Europe to give a touring car a real try-smooth at times, bumpy at others, curvy and tricky, the circuit points out right away the qualities and defects of a machine. Of the numerous cars I tried, I liked best the Citroen ID-19, the new Simca Vedette Chambord, the Peugeot 403 convertible, the Simca Grand Large Special, and the Renault Dauphine Gordini. “With its remarkable 4-speed gearbox, the ID-19 is a real pleasure to drive, with wonderful road handling and comfort. It has very quick (though heavy) steering and good perform- ance. The brakes are excellent also, but quite hard to push without the power booster. I now personally prefer the ID to the more luxurious DS. “The new Chambord is a very quick V-8 capable of over 90 miles per hour, very comfortable and having, at last, truly outstanding brakes. One point to criticize is the 3-speed gear- box: 2nd gear goes only to 50-55 miles per hour. “The attractive 403 convertible has just gained some horse- power by cutting out the fan as soon as the car reaches normal cruising speed and operating temperature. The hemi- ———– 7 ———– Promising a combination of fun with fuel economy and smoothness, the Gordini-modified Renault Dauphine could convert many austerity-hating Americans to small-sedan lovers. Only a nameplate and larger tires show from the outside; beneath the rear deck are a new cylinder head with inclined in-line valves and better cooling, a bigger carburetor, and new manifolding. lini’s Dauphine The compression ratio of the new engine has been kept down to a tractable 7.6:1, but horsepower is now 38 at 5000 rpm. The bigger manifolding shows here; the 4-speed gearbox does not, though its contribution to the car’s sales potential should be at least as great as that of the new engine. One-car families in particular will appreciate this rare collection of abilities. ———– 9 ———– With a name that could have originated only in the days of ragtime and the Charleston, Chitty Chitty Bang Bang II is an aero-engined, chain-drive car. Built for the famous Count Louis Zborowski in 1921, it combines a Benz engine and a Mercedes chassis. Before going into retirement, it did a lap at 108.27 miles per hour and was taken by the Count and Countess on an expedition into the Sahara Desert. The 6-cylinder, 590-cubic-inch Austin of 1908. Four of these cars were built especially for the French Grand Prix of that year; two had shaft drive, and the others used chain drive. Both the oil and the fuel feed systems used pressurized tanks to provide a flow. Pressure was built up from hand pumps on the dashboard. ———– 10 ———– This Napier-Railton also has an aircraft engine-a Napier “Lion” 12 with three banks in the form of a W-and was built for John Cobb. In 1934, he broke the lap record in it at 139.71 miles per hour; it had been held by Sir Henry Birkin’s Bentley. This Napier-Railton developed 450 horse- power, less surprising when one considers the displacement of 1462 cubic inches. 10 ———– 11 ———– This 750-cc blown Austin side-valve sprint car was one of the “works” machines during the 1935 and 1936 season when Austin and MG were battling it out in races and for class records. George Appleby, then one of the team managers (now a BMC engine designer), looks over the car that made famous such names as Dodson, Driscoll, Mrs. Petre (now doing color design on Austin cars), Hadley and Goodacre. daladal DAD & TRACK, JANUARY, 1958 ///// ———– 11 ———– Parry Thomas designed this car, but it was not built until after he was killed in a record attempt in 1927. Known as the Leyland-Thomas, it was noted for its stability due to torsion- bar suspension, and for its 8-cylinder Leyland engine (7266 cc) with overhead camshaft driven by eccentrics, its leaf- type valve springs, and its record laps of over 124 miles per hour. HO EN EE.UU. 87 ———– 12 ———– P EOPLE DO LAUGH at the Berkeley-that is, those who haven’t driven it. As these heart-warming little sports cars become more numerous here, you may see their drivers laughing, too. We did, and from the fun of it. For this minute combination of utter overall economy with driving enjoyment is the result of an ingenious approach to simplification that rivals that of the Citroen 2-CV. The car is so small that it seems impossible for a large driver even to get in, much less drive in comfort. The latter is by far the easier, particularly when the Berkeley is parked by a curb, with which the seat is likely to be approximately level. Once inside, conditions improve. There is lots of foot room around the pedals and on the seat, though shoulders are cramped with a passenger aboard. The windshield is adequately high. The seat, covered with plastic, is suspended on broad rubber strips from a tube frame. For more or less distance from the pedals and wheel, the strips can be loosened or tightened. A fuel gauge ———– 13 ———– Carroll Shelby leads into the first turn with his big 4.5 Maserati, while Max Balchowsky’s Buick special and the rest of the pack give chase. Season’s Swan Song 1957 roars to a finish with three wild open National races out West BY GORDON MARTIN FERTIFI Winner Shelby: one down, two to go! To Skip Hudson in a Porsche Carrera, one second made the big difference. It was two races in one. Bob Drake flew in a Formula II Cooper with amazing results. ROAD & TRACK, JANUARY, 1958 0016115424 88 Jack McAfee’s Spyder about to overtake Pat Pigott’s Lotus. (6) 516 6F HECHO EN EE.UU. Walmart.com ———– 14 ———– F ROM ITS gold-threaded upholstery to its bumper exhausts (one a dummy) the Victor Super is, as might be expected, a scaled-down American GM product. Any driver of domestic products whose experience has not been limited to automatic transmissions can get in and drive away with no coaching. Only the maneuverability and road-holding should surprise him, and these very pleasantly. Harvey Janes, Road & Track’s Eastern Editor, drove one of the first Victors in this country and reported his impressions in the September 1957 issue. We shall, therefore, merely ex- pand on his remarks and perhaps occasionally contradict them now that we have had the car for a complete test. The 360° vision evident from a first look, whether inside or The engine combines 4-cylinder economy and short-stroke longevity. 44 ———– 15 ———– ARLY IN 1931, Captain George Eyston became the first man to top 100 hour (officially) with a 750-cc miles per héry track near Paris in an MG, with car. He did it on the 5-kilometer Montl- which he averaged 103 mph. Production versions, then available for £575 in super- charged form, competely equipped, and for £490 without the blower ($2450 in the days of a sturdier pound) at once adopted the romantic name. The cover car (we’re sorry about that crick in your neck) is probably the best- restored unblown Montlhéry in the world. Its prototype did wonders at Brooklands in the Double-Twelve race in that same year of 1931, so this 2-carburetor model is often known as the Double-Twelve type. Two main bearings support a massive crankshaft, balanced in conjunction with the connecting rods and pistons. The crank is completely machined, making possible engine speeds of up to 7000. A 2.24-inch bore and 2.87-inch stroke kept displacement within limits at 746 cc. The instrument panel contains an oil temperature indicator and an oil pressure gauge whose normal reading is 100 pounds per square inch. An auxiliary oil tank of one-gallon capacity feeds a float chamber connected with the crankcase; when the crankcase oil level drops, a needle valve allows more oil to enter. opening in the side of the strapped-down Four exhausts join a big-bore pipe at an “bonnet.” Though somewhat dressed up on this particular car, the external sys- I-lands tem uses the orig “sil
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