• The Rescogs Guide to Winter Biking

    Riding a motorcycle in Winter happens for a variety of reasons. For some of us, the lack of a car or car license makes it a necessity. Scottie went through almost 20 years relying solely on two-wheeled transport, come rain, wind, sleet and snow. For others, it’s still worthwhile to avoid the endless traffic jams and the joys of public transport. But it isn’t all doom and gloom when the days get shorter, especially if you do it right.

    Good Reasons to Ride in Winter:

    • A dry, sunny Winter day is awesome. A dry, sunny Christmas day is even better, as most car drivers (And law enforcement operatives) seem to either be in front of the TV or in the pub. Which means empty roads away from town centres.
    • You’ll still be sharp come Spring, rather than spending the first couple of weeks getting used to being back on a bike.
    • You’ll also build up a good feeling of smug superiority over fair weather riders, and endless tales of Winter riding to bore them with when you speak to them.
    • Winter Hacks: A chance to pick up something different and cheap, and then abuse it.
    • Winter kit: It gets better, and cheaper every year.
    • You might have to be a bit more careful, but you’ll still get there faster without having to worry about traffic jams.

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  • ST. MICHAELS CONCOURS: SHOWTIME ON CHESAPEAKE BAY!

    Mike Matune brings us highlights from one of the top East Coast Concours.

    As the show season winds down, we always look forward to the St. Michaels Concours d’Elegance for one last hurrah. To celebrate its tenth year on the Concours calendar, it returned to the campus of the Chesapeake Bay Maritime Museum. This location allowed the showcasing of stunning wooden boats and outstanding automobiles, delivering pure sensory overload. Making its debut at St. Michaels was the North Collection’s ‘33 Alfa Romeo 8C 2300. Under its flaming Italian Racing Red paint is body done in the style of Touring, build by Pettenella.

    Robert Tattersall freely admits the lovely lady, right, featured on the hood of his ‘48 Triumph TRA 2000 is the most frequently photographed element of his car! It’s something of a shame as the car has many other notable features. Among them a “dickey” or rumble seat with a pop-up windshield.

    Tattersall’s Triumph, below, showcases some of the details that make it an excellent addition to the show field: period blanket and picnic basket. One could almost see Yogi Bear running off with the basket!

     

    Karen & John Gerhard’s ‘66 Ferrari 275 GTB Berlinetta was made for, and feels most comfortable on, the open road. When introduced at the 1964 Paris Auto Show, it marked a move by Ferrari to produce a more user-friendly version of its front-engined, closed sports car. But that move didn’t come at any reduction in performance. A Colombo designed 3.3-liter 280 horsepower V12 powered a new 275 chassis with four-wheel independent suspension.

    Here is an early example of American Muscle, Peter Stiffel’s ‘11 Mercer Raceabout. It utilized a minimalist approach to lower weight and high performance. Nothing was included that didn’t serve the singular purpose of providing its driver with a thrilling adventure.

    Max Hoffman, the legendary auto importer of the 1950s, gave us several important marques and models, among them the BMW 507 roadster. Impeccably styled by noted industrial designer Albrecht Goertz, it features a V-8 of just over three liters backed by a four-speed transmission. They became the darlings of the rich and famous in their day. Thomas Pesikey owns this beautiful, Rudge wheel equipped example.

    Paul & Linda Gould’s ‘35 Bugatti Type 57 Grand Raid Roadster was one of those cars you had to observe from every angle to drink in just how striking it is. This one is one of only two that were completed with bodies built by the Swiss firm, Worblaufen. This rear angle gives you a good idea of how all the elements of design combine into one very cohesive shape.

    Alvis is one of those British manufacturers that has disappeared. But before they went, they produced some very well styled cars like James Sprague’s ‘64 TE21 Drophead Coupe with coachwork by Park Ward. Actor Tony Curtis originally owned Sprague’s car. He had it fitted with power steering and brakes, automatic transmission and air conditioning.

    In a car that bore his name, E. L. Cord combined cutting edge engineering with equally impressive styling. FWD drive and a monocoque chassis rested under a rakish body with hideaway headlights and a “coffin” nose. Thomas Haines’s ‘36 Cord 810 Convertible Phaeton takes it all a step further with an open car still allowing for all weather protection.

    Barbara and Al Mason are frequent Concours competitors with their brilliant orange ‘28 Auburn 8-115 Speedster. At St. Michaels they came away with a double victory, earning not only People’s Choice, but also taking Best in Show. An impressive “Double” to say the least!

    Here is proof of the old adage about “There’s nothing new under the sun”. Bill Alley’s Waverly four-passenger Brougham is an electric car built in 1911. Originating in the period when the automobile was beginning to replace horse drawn conveyances, its appointments are more in keeping with an aristocrat’s carriage than what we would expect in an automobile. The interior looks like the drawing room in a fine home.

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  • INDYCAR: SO YOU WANT TO DRIVE THE INDY 500?

    We’ve suspected this for many years and now it’s official. The Indianapolis 500 is no longer a reasonable aspiration for most racing drivers, blogs Stephen Cox.

    Indianapolis Motor Speedway (IMS) president Doug Boles was kind enough to talk with me briefly at the annual PRI trade show in Indy. I asked him what his plan was to increase the number of entries at the Indianapolis 500. His answer took me by surprise.

    “We grew up falling in love with the sport when you had that number of entries,” Boles said. “A lot of those entries were guys who sat around in December and said, ‘You know what? We’re going to build a car in our garage and we’re going to enter it at the Indianapolis Motor Speedway for the Indy 500.’”

    “But first and foremost in my mind is just really safety. I don’t think it makes sense for us to get back to fifty or sixty cars just from a safety standpoint,” Boles continued. “I’d love to see fifty or sixty or seventy cars entering and guys just being able to decide that they have a driver who’s running at Putnamville and we’re going to give him a shot to run at the Speedway. I just don’t think it’s practical anymore.”

    Let that statement sink in. American short track drivers – who routinely filled the field until the 1980s – are now considered unsafe and incapable of running the Indy 500.

    Don’t ever go back to the speedway and expect to find the next A. J. Foyt or Parnelli Jones. There won’t be one. Nor will you ever see another Stan Fox or Rich Vogler claw their way up through the ranks and make it to Indy. For that matter, we’re also unlikely to ever see another Rick Mears or Robby Gordon. Those guys got to Indy through off-road desert racing, not Indycar’s current ladder system. They would likely be considered unsafe at the speedway today.

    Boles countered by saying, “We have the best on-track product that we’ve ever had in the history of the speedway with the last five years. The number of lead changes we have, the number of cars in the field that have a chance of winning it.”

    True, recent events have had a certain NASCAR-green-white-checkered-overtime excitement to them. However, this was not achieved by eliminating drivers of sprint cars, off-road trucks, midgets, late-models or amateur sports cars from the speedway. It was achieved – if indeed, this can be called an “achievement” at all – through regulation.

    More teams are in contention because everyone is forced to use the same spec car. The additional lead changes were artificially created through “push to pass” legislation and turbo boost mandates. Using this logic, even better races could be manufactured by enacting a rule disqualifying anyone who leads two consecutive laps, thus assuring 249 lead changes in every 500!

    The bottom line is this – SCCA drivers are welcome to compete at IMS in the Run Offs. SVRA drivers are welcome to Indy’s vintage event. Short track drivers are welcome to buy tickets and sit in Turn Three.

    But the speedway has no intention of enlarging the field past forty cars and creating space that could be filled by new drivers from other disciplines. That is bad news for thousands of very good racing drivers worldwide. And it is even worse news for the Indianapolis 500 itself, whose relevancy continues to fade.

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  • 1938 Vincent HRD Series A Rapide Almost Breaks World Record

    Imagine buying a job lot of motorcycles from Japan, and almost breaking a world record price with one of them. This 1938 Vincent HRD Series A Rapide was sold for £267,696, just below the highest ever £275,000 price. It was part of a recently acquired collection, and former owners include TV presenter and vintage racer Alain de Cadenet.

    1938 Vincent HRD Series A Rapide

    Obviously it’s an attractive bike, but what makes it so valuable? Well, just 78 of the Series A Rapide were made between 1936 and 1939, and around 50 are thought to still survive.

    The 998cc V-twin produced 45bhp at 5,500rpm, with a top speed of 110mph, which made it the fastest production vehicle around when it launched. The engine was built by Vincent by fitting two HRD Meteor cyclinders onto a common crankcase remained the basis for the B, C and D models until 1955.

    This particular bike was the only example photographed with Phil Vincent aboard, appearing in an article in ‘The Motorcycle’ in September 1940. And not only do the frame and engine numbers match, but the gearbox, oil pump and magneto numbers are the same as those on the original Works Order Sheet.

    Having been discovered as a non-runner by classic bike dealership owner Brian Verrall, it was bought and rebuilt by Vincent enthusiast Bill Cakebread before being sold back to Verralls in 1993 and then to a private collector in Japan.

    The sale of the 1938 Vincent HRD Series A Rapide at a recent H&H auction even overshadowed the sale on the same day of a 1934 Brough Superior Black Alpine which raised £131,560

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  • RACING’S GREATEST UPSETS: 1966 TRANS-AM ENDURO!

    Stephen Cox blogs about Shelby American’s legendary Group 2 Mustang racers, Part 3 of 3.

    John McComb ordered a new car for 1967. The choice was easy. Given his success in the 1966 Group 2 Mustang, he ordered a new notchback for 1967 to pick up where he left off with the Shelby program. The ‘67 Mustang was the model’s first major redesign and the car gained both size and weight. McComb didn’t care for either.

    “Even though the ’67 car had a wider track, it was a heavier car, so I don’t really think the wider track helped,” McComb said. “The ’66 car was just a very reliable, quick car. I always thought the ’66 was better than the ’67 anyway.“

    While awaiting delivery of the new car, McComb pulled his old mount out of the garage to start the new season. It still ran strong, competing at the Daytona 300 Trans-Am race on February 3, 1967 and in the 24 Hours of Daytona the following day. In March, McComb returned to familiar grounds and took second in the amateur A/Sedan race at Green Valley, and again participated in the Trans-Am event the following day. The car’s final race under McComb’s ownership was the Trans-Am at Mid-Ohio Sports Car Course on June 11th.

    His new racecar became available just days later and McComb sold the #12 Group 2 Mustang to Keith Thomas, a Kansas native who had shown considerable ability winning club races throughout the region. Thomas campaigned the car against stiffening competition in the A/Sedan Midwest Division, ironically finishing second in the championship hunt only to John McComb’s new car.

    This gave the #12 Group 2 Mustang a unique place in road racing history. Not only did it claim a share of John McComb’s A/Sedan championship by scoring points for McComb early in the 1967 title chase, but it also clinched second place in the same series in the hands of Keith Thomas. By virtue of Thomas’ runner-up standing in the series, the car earned a second invitation in the AARC at Daytona where it scored yet another top five finish.

    Keith Thomas continued driving the #12 Group 2 Mustang in 1968 and 1969, finishing third in the series both years. Although the car was now well past its prime, Thomas set a new A/Sedan track record while winning at Wichita’s Lake Afton Raceway. He continued to rack up wins at places like Texas International Speedway, Oklahoma’s War Bonnet Park and the SCCA Nationals at Salina, Kansas throughout the late-1960s.

    Now sporting a new livery, the car ran a limited schedule from 1971-73, after which it was retired from auto racing. The car traded hands later that year and again in 1978, each time distancing itself a bit more from its proud past while being repeatedly repainted and renumbered. Finally, in 1984, the car came into the possession of car collector Gary Spraggins. By this time its true identity had been lost and Spraggins was unsure of its provenance. He bought the car anyway.

    Spraggins recalled that the Mustang had been repainted in “school-bus yellow” with black Le Mans stripes. There were no Shelby markings to be found anywhere on the car, but still Spraggins suspected that the vehicle might be something special. He noticed several items that were unique to Shelby GT350Rs, including the Cobra intake manifold, the Holley 715 carburetor and the A-arms that had been relocated to lower the car by one-inch. Mechanically, everything about the car screamed “Shelby” although no one really knew for sure.

    The moment of truth came when Spraggins took the car home for a closer inspection. “When I raised the trunk lid up, of course, the inside of the trunk area was black, but you could see the Le Mans stripes overspray down in there,” Spraggins remembered.

    “Oh, man, I knew what those colors represented – Shelby cars. And I got some paint remover and lightly put it over the black Le Mans stripe on the trunk and wiped it off, and there was the prettiest blue Le Mans stripe there. It’s like, oh, my gosh!”

    Spraggins immediately wrote to the Shelby American Automobile Club, describing the car and asking if the VIN could be verified as a Shelby product. The response came on November 12th.

    “Looks like you’ve found one of the original Shelby 1966 Trans-Am cars,” the letter began. “Your car was originally sold to Turner Ford in Wichita, KS. I think they may still be in business…”

    SAAC national director, Rick Kopec, signed the letter. And so did Carroll Shelby.

    Spraggins could barely contain his enthusiasm and quickly set to work restoring the car to its original 1966 livery and condition, not realizing that an aging John McComb had also entertained the idea of finding his old mount. He just didn’t know where to look.

    “I was very excited at that time that I had found a needle in a haystack,” Spraggins said. “Nobody knew anything about these cars, so in order to track down the original driver – you know, John McComb – I just started calling information in the Wichita area.”

    On a hot summer afternoon in late-July 1985, the telephone on John McComb’s desk rang again. On the other end was car collector Gary Spraggins calling with the surprising news that his famous #12 Group 2 Mustang had been found. When McComb saw photos of the newly restored Mustang, he said, “My immediate reaction was, ‘That’s my car!’ What a super job you have done on it.”

    When asked to critique the restoration and help them convert the car to its precise 1966 condition, McComb confessed to a pair of secrets that he’d kept for nearly 30 years.

    “We cheated in two places on the bodywork. One was on the lower front valance where the license plate goes. We took those two little tabs off and opened it up a little. We also opened up the front fenders just a little. We rolled the inner lip around a welding rod to give it more strength for nerfing. We never got caught on either one.”

    Eventually, even Carroll Shelby was reunited with the newly restored #12 Group 2 Mustang at a car show in the mid-1990s. He recognized it instantly. “This was the last year I was really interested in racing,” he lamented to Mustang Monthly.

    “We had won Le Mans in 1966 and then the Trans-Am series came along. A lot of our good guys had moved on to other things because we had been winning for so many years.”

    When it came to North American road racing, the Group 2 Mustangs were Shelby’s last stand. Largely forgotten by car collectors worldwide, these amazing racecars won the first Trans-Am title for Ford and were among the most dominant sportscars their era. They left an indelible imprint on the American road-racing scene of the 1960s. Then they simply disappeared.

    Standing at the car’s freshly repainted rear fender, Shelby crossed his arms, took one last glance at the #12 Group 2 Mustang and gave a long sigh. “After 1966, we were concentrating on building volume. Unfortunately, the racing programs didn’t have much priority after this.”

    NOTE: All photos are courtesy of Mecum Auctions. The driver in the cockpit photo is owner/driver John McComb preparing for a race in the late-1960s.

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