Progress for the 1957 Lancia Aurelia B20S, Ser.VI restoration project

Since my last post on the Lancia Aurelia GT back in early March of 2014, a lot has happened relating to the restoration of this magnificent Italian classic Grand Turismo car of the mid fifties. On Tuesday  9/9/14 a certain milestone was achieved; the reconditioned Lancia V-6 engine (the first production V-6 engine adopted by a car manufacturer) was installed in the engine bay!

But let’s rewind to where we had left off back in March. We had set up the following ‘works to be done’ outline pertaining to our restoration procedure:

  1. Engineering and Mechanicals (mainly completing the body works and sourcing spare parts)
  2. Engine overhaul & reassembly
  3. Transmission overhaul & reassembly
  4. Suspension, steering and brakes overhaul
  5. Electrics (including a new wiring loom)
  6. Paintwork and Exterior
  7. Interior, upholstery, headliner
  8. Final detailing, testing and running-in.

Where are we today? I’d say having completed points 1 to 4, we should be about 60% done. Let’s be a bit more specific.

A/ Engineering and Mechanicals (mainly completing the body works and sourcing spare parts).

After considering few options as to which body shop to use, obtaining couple of quotations, we opted to employ the services of Dimitris Chronopoulos (a.k.a. Naftis), who had successfully worked on couple of past projects for my partner Thanassi. Hence the B20S was truck loaded from my garage to his shop one fine day in mid-March. Naftis and his son Costas attacked the project with gusto and soon enough many imperfections were rectified. The engine bay and undercarriage as well as the trunk (boot) area, wheel arches, doors and door posts, trunk lid etc. were treated, straightened and primed. Few photos tell the story best.

The undercarriage undergoing treatment

The undercarriage undergoing treatment

Naftis at work with the B20's undercarriage

Naftis at work with the B20’s undercarriage

So here are some shots from the works already done. [By clicking on the photos they open in a larger size format.] ;)

A young assistant is positioned in the engine bay, sanding and doing preparatory tasks

A young assistant is positioned in the engine bay,sanding and doing preparatory tasks

The batter box area required a lot of attention and rectification treatment

The battery box area required a lot of attention and rectification treatment

The door posts and mounts required attention

The door posts and hinges required attention

Dramatic photo of the B20S body sideways taken from inside

Dramatic photo of the B20S body sideways taken from inside

In the mean time, a long quest to search and source an extensive list of spare parts needed for the project commenced, burning long computer hours, drafting and sending countless e-mails, sorting through replies, evaluating the answers, comparing prices, negotiating and finally placing purchase orders.

At this point it is worth to mention that our two main suppliers for spare parts are Omicron Engineering in the UK, and M.A.R.A. in Italy. With both proprietors of these fine establishments we became friendly, namely Andrew & Elizabeth Cliffe and Fabio Poledro. As a nice surprise Andrew mentions in one of his messages pertaining to the previous custodian of B20S-1548, Mr. Peter Hudson: “Dear Byron,
 It appears the car belonged for a long time to Peter Hudson. My parents know him quite well as they used to live nearby many years ago.  He has a Fulvia at the moment.
The address on the old registration document is still valid, so I suggest writing to him.   I don’t have an email address, but his telephone number is +44 1132 xxxxxxxx.  I would recommend writing to him or calling him, and maybe he can advise if he uses email.
I’m sure he will be pleased to fill in what history of the car he can remember.
Elizabeth has your wish list and is going through it now.
Kind Regards,
Andrew”.  As the saying goes, It is after all quite a small world! :)

Needless to say, thereafter I have established direct contact with Peter who has helped us by filling-in some provenance details of the car and even finding and sending to me the original ignition keys of the Aurelia! applause

Another issue to resolve was learning about and then sourcing the original color of the car, known as Azzuro Celeste, or sky blue. Scouting the various Fora of the Lancisti communities in Europe, the USA and Australia, I finally discovered that the original paint manufacturer for Lancia Automobiles S.p.A. was a company by the name of Lechler; to boot this company still exists and has a dealer in Athens! Hence Thanassi rushed to this shop and obtained a liter of the #1173 code item. Armed with this hard sought after item, a first paint trial was performed by Naftis. The result was quite pleasant.

One of the first 'Azzuro Celeste' paint trials

One of the first ‘Azzuro Celeste’ paint trials

B/ Engine, transmission, suspension, steering and brakes overhaul & reassembly

A glimpse of the engine block and a plethora of parts loaded on my Dodge Dakota pick-up

A glimpse of the engine block and a plethora of parts loaded on my Dodge Dakota pick-up

All these tasks were entrusted to Makis Efthymiou, a competent mechanic with many years involvement in competition preparation of formula, rally and other race cars. To boot he had recently successfully completed the overhaul of a very similar V-6 engine from a Lancia Flaminia. One word that characterizes Makis’ skills is ‘inventiveness’. No matter what the challenge faced, he would come up with a proper solution. His network of contacts and allegiances within the Greek ‘mechanicsdom’ has proved equally valuable. He attacked the project by first evaluating the disassembled engine and existing parts trove in my garage, as loaded on my Dodge Dakota pick-up truck in early in March.  We both agreed at that time that the challenge of jumping into a project that has been disassembled by someone else and even without knowing if all the parts are there, is awesome; like a big jigsaw puzzle…

The front drum brake and the sliding pillar sliding pillar suspension

The front drum brake and the sliding pillar suspension. Note the large air intake vent with mesh screen, quite advanced for a non-racing production car of the 1950’s!

Next step was to remove the front and rear axles plus transmission from the car while it was worked on in the premises of the Naftis body-shop. His inventiveness came to test regarding the unique design of the front sliding pillar suspension system that used by Lancia on its Lambda model from around 1922. Lancia continued with sliding pillar suspensions until the 1950s Appia model. Dismantling, inspecting and repairing these parts required some spacial tooling which we did not have. After searching on the net, I located some articles and pictures of the required tooling. Sharing these with Makis, he proceeded with fabricating these tools and eventually, not without considerable effort, he managed to dismantle the parts. Luckily, M.A.R.A. was able to supply some critically needed spare parts to complete the overhaul of the sliding pillar suspension!

The front axle has been reconditioned; the special tooling is deployed to tighten the shock absorber caps of the sliding pillar suspension.

The front axle has been reconditioned; the special tooling is deployed to tighten the shock absorber caps of the sliding pillar suspension.

A better view of the special tooling used for disassembly & reassembly of the sliding pillar 'beast'

A better view of the special tooling used for disassembly & reassembly of the sliding pillar ‘beast’!

Upon inspecting the transaxle, most of its inner parts were found in pretty good condition. In this photo note the extra lubricating pipe for the pinion gears.

Upon inspecting the transaxle, most of its inner parts were found in pretty good condition. In this photo note the extra lubricating pipe for the pinion gears.

All the other parts as brake drums, shoes, pedal assembly, steering box and linkages, rear axle as well as the trademark of the Aurelias, the transaxle (both a transmission, differential and clutch in one compact aluminum housing), were inspected and overhauled by Makis. While at it, the clutch disc and diaphragm were replaced. The nasty surprise came when we realized that the flywheel was missing from the parts trove. Fabio of M.A.R.A came to the rescue once again, pointing to two thicknesses used. ‘Which one do you need? Measure the thickness and let me know’ was his logical question. BUT, what to measure if one does not have the part in hand? After some back and forth, he revealed the little secret: flywheel sizes/widths/weights had a direct relation to the clutch disc diameter. Ipso facto, we could now answer this critical question, since we had a clutch disc in hand to measure and report!

Few of the parts to be reconditioned. The clutch disc and diaphragm were replaced.

Few of the parts to be reconditioned. The clutch disc and diaphragm were replaced.

Having worked on the various sub-assemblies of the car, having ordered and taken delivery of a rather large collection of spare parts from Italy and England, and at the same time Naftis having completed all the preparatory work on the B20S body hulk, the time came for the car to be moved (sans wheels) to the workshop of my friend Costas, where Makis would commence the critical V-6 engine rebuild. Ensuring a safe moving procedure, a special dolly was constructed; the car was placed upon it, fastened down and then loaded to a car transporter truck. At its new friendly guest house, the car would remain for few months until the completion of the engine overhaul and the installation of all the sub-assemblies, i.e. until the end of September 2014.

The rear axle was also reconditioned

The rear axle was also reconditioned along with the De Dion linkages

Same for the steering box and the pedal assembly including the brake master cylinder

Same for the steering box and the pedal assembly including the brake master cylinder

The transaxle and LH brake drum in position

The transaxle and LH brake drum in position

The rear leaf springs were disassembled, tuned and the special rubber insert between the springs fitted. Th hubs and U-joints were also reconditioned/replaced

The rear leaf springs were disassembled, tuned and the special rubber insert between the springs fitted. The hubs and U-joints were also reconditioned/replaced

The engine block after the crankshaft having been machined and balanced

The engine block after the crankshaft having been machined and balanced

A special mention is due for the engine overhaul. Early on Makis and I had visited the machinist shop (apparently one of the most reputable in Athens) to who we entrusted the engine block, crankshaft, new pistons, liners, connecting rods and the two cylinder heads. We bought six new pistons & cylinder liners, while the already reconditioned in England heads were inspected, milled, polished and the valves checked for proper seating. The crankshaft was reground and balanced, new main and con-rod  bearings fitted.

The new cylinder lines on the workshop bench

The new cylinder liners on the workshop bench

A number of other tasks had to be completed. The inner water cooling passages needed scraping and cleaning before the new liners could be installed along with their new O-ring rubber seals. Some studs required rethreading and/or replacement etc, etc. The Zenith carburettor was also entrusted to a specialist for reconditioning and replacing its jets & needle. Ditto for the radiator and fuel tank, brake/front suspension fluid canister which were disassembled, cleaned, pressure tested etc.

The new pistons already mated with the connecting rods

The new pistons already mated with the connecting rods

Makis Efthymiou is rather happy with the progress made so far!

Makis Efthymiou is rather happy with the progress made so far!

For a more thorough photo album documenting in great detail the jobs done by Makis click HERE!

The final stage of these works culminated by the milestone of fitting the engine in the engine bay, a task done on 9/9/14. At the same time both the prop-shafts and gearbox linkage rod were fitted. Several more details need to be addressed as: gas pedal assembly linkage where some additional parts are required and awaited from Italy, installation of the dual piped exhaust system, radiator & plumbing, brake & suspension fluids, clutch & hand-brake linkages, steering wheel etc.

The overhauled V-6 engine is just about ready to be installed in the Aurelia's engine bay!

The overhauled V-6 engine is just about ready to be installed in the Aurelia’s engine bay! (Photo courtesy of Makis Efthymiou).

The B20S on the hoist, with the engine in!

The B20S on the hoist, with the engine in!

IMG_3373

The front end cum engine, sans radiator ;)

IMG_3377

A nice sight! The engine in its home.

IMG_3389

View of the undercarriage, note the new flywheel (black), reconditioned brake master cylinder and the front half of the prop-shaft fitted.

IMG_3391

The rear half of the prop-shaft and the gearbox shift rod fitted. Note the brass fuel pipes leading to the ‘reserve cock vane’ fitted in the passenger side floor board.

IMG_3405

The V-6 2,451cc engine with the air filter, is now bolted firmly onto the engine bay.

With the steering wheel installed

With the steering wheel installed

With the radiator installed

With the radiator installed

The front end now with the radiator installed

The front end now with the radiator installed

Afterwards, the partially restored B20S will be transported once again, this time to the electrician’s workshop for fitting a new custom made wiring loom and installing lights, switches, the reconditioned instruments et. al., before we can reach yet another milestone: firing her up! :)

More updates will be posted as the restoration work progresses.

More updates will be posted as the restoration work progresses.

1957 Lancia Aurelia B20S, Ser.VI

Another 1958 Lancia Aurelia B20 Series VI, painted in AZZURRO AGNANO-CELESTE AURELIA color. This is how our project car will look like when finished. Perfectly matching with the clear sunny sky of Greece!

Another 1958 Lancia Aurelia B20 Series VI, painted in AZZURRO AGNANO-CELESTE AURELIA color. This is how our project car will look like when finished. Perfectly matching with the clear sunny sky of Greece!

A new Project for Athanase & Byron

You can quote us: The Lancia Aurelia is one of the ten most significant automobiles of the twentieth century, and therefore of all time.

Pete Vack, Veloce Today

Getting Acquainted

Lancia emblem ca. 1957

Lancia emblem ca. 1957. The Marque motto is: ELEGANZA IN MOVIMENTO Dal 1906!

Lancia may be a little-known Italian automaker in the United States, but it is one of the oldest and most innovative in existence. This firm, founded in 1906 by F.I.A.T. race driver Vincenzo Lancia, quickly earned a reputation for brilliant and unorthodox engineering, jewel-like build quality and athletic handling. In addition to these virtues, the Turin, Italy-based automaker created the car considered the first modern GT, the 1951 Aurelia Gran Turismo.

That car, built for eight years in six generations (series), embodied all of the characteristics that GT enthusiasts have come to love, including a beautiful body, powerful engine, accommodating interior and sophisticated road manners. Indeed, the fastback Aurelia racked up numerous racing wins, including the Mille Miglia, Targa Florio, the Liège-Rome-Liège Rally, and a first in class at Le Mans. The final Series VI cars, built from 1956 through 1958, are the most refined, and carry values that have risen dramatically in recent years, highlighting their rarity and desirability.

The Aurelia GT–commonly called B20 after its factory code–was designed by Gianpaolo Boano at Carrozzeria Ghia, with styling refinement and body production by Pinin Farina. Following Lancia tradition, the monocoque Gran Turismo was more than simply a pretty face: it was powered by the first production V-6 engine, an aluminum OHV design with hemispherical combustion chambers, single or dual carburetors and a 1,991-2,451cc displacement. This engine was mated to a rear-mounted transaxle that combined the gearbox, clutch, differential and inboard-mounted drum brakes; a sliding pillar/coil spring suspension supported the front, while a coil-sprung semi-trailing arm independent–later a De Dion/semi-elliptic leaf spring setup–supported the back of the car.

The B20S6 cutout drawing reveals many of the technical innovations introduced by the Lancia marque at the early 1950's

The B20S6 cutout drawing reveals many of the technical innovations introduced by the Lancia marque at the early 1950’s

The Aurelia GT's interior featured a split front and one-piece rear bench seat, and the four-speed manual gearbox was shifted on the column; a popular and valuable option was the Nardi floor-shift conversion.

The Aurelia GT’s interior featured a split front and one-piece rear bench seat, and the four-speed manual gearbox was shifted on the column; a popular and valuable option was the Nardi floor-shift conversion.

As built, the Aurelia GT’s interior featured a split front and one-piece rear bench seat, and the four-speed manual gearbox was shifted on the column; a popular and valuable option was the Nardi floor-shift conversion. The Series V B20 of 1956, which made 110hp and 124-lbs.ft. of torque, gained a sturdier front axle, a stronger transaxle and a standard Nardi wood rim steering wheel, while 1957-’58 Series VI coupes, making 112hp and 127-lbs.ft. of torque, received vent windows and chrome hood trim; different final drive ratios were fitted each year to offset feature-driven weight gains. It’s believed that 300 Series V Aurelia GTs were built, with 620 Series VIs following in 1957 and 1958: 3,871 units encompassed the entire production run.

Lancias may be low-key, but the groundbreaking Aurelia Gran Turismo has experienced a steep rise in value in the last 40 years. Steve Peterson, president of the American Lancia Club, says, “Aurelias have particularly gone up in value, and their values vary with the Series.” He notes that earlier Series B20s are more highly valued than later examples like our Series V and VI, but even still, “I can’t imagine a good driver going for less than $80,000(*). They’re now attracting a different sort of customer than originally; I think there is a point in value, and Aurelias have reached that point, where cars become investment commodities, and they start to get churned.”

This article originally appeared in the February, 2012 issue of Hemmings Motor News.

(*)Prices of B20 & B24 Aurelias have risen significantly over the last two years. In fact the Sports Car Market SCM 2014 Price Guide on p. 36 lists B20’s at a low $97,500 & high $165,000 with a % Change Note of 30+!

Lancia Aurelia B20 drawing by Athanase!

Lancia Aurelia B20 drawing by Athanase!

A B20 silhouette drawing by Athanase!

A B20 silhouette drawing by Athanase

Our newly acquired B20S #1548 project 

During one of our recent private Garage Nights in mid Feb. 2014 at Alex V.’s place, Athanase and myself had just returned from our RETROMOBILE 2014 Paris, France visit, with the intent to show about 800+ photographs to the guys via a projector on a 2x2m. white screen. Over pizzas and vino rosso, the talk circled about a certain Italian project car which a mutual friend was considering of selling. It was a late Series VI Lancia Aurelia GT, carrying the factory code name B20S (S=sinistra, i.e. equipped with LHD), bearing a VIN 1548, denoting a car assembled on Friday 3rd May of 1957 and finished on Wednesday 5th June, coincidentally just one day before my birthday! See the ‘Registro Aurelia’ report: Dati Aurelia B20s 1548

The Lancia Aurelia B20S as we first saw her (end Feb. 2014)

The Lancia Aurelia B20S as we first saw her (end Feb. 2014)

The Pininfarina made Scocca (body) bears Serial No. 0552

The Pininfarina made Scocca (body) bears Serial No. 0552

Only 420 B20 examples were made during that year, before production ended next year with an additional 312 units. In total, from the introduction of the Coupé in 1951 up to 1958 only 2.640 units were made, hence a rare car indeed. This Aurelia was imported to Greece by our friend John K. few years ago from England, as it’s previous owner was an elderly British gent who walked out of the project, but quite luckily, had also acquired a second ‘basket case’ B20 as a parts donor platform. After clearing Greek customs and filling a room with her generous dowry of parts, John ventured into a slow paced restoration process entrusting the V6 engined car to an out of Athens body shop. The half started project by the Brit had progressed somewhat under John’s stewardship by rectifying usual rot areas for the model, such as door sills, treating wheel arches etc., etc. Needless to say, the original floorboards were in solid condition and required little attention!

A view of the many unopened parts which accompany the B20S.

A view of the many unopened parts which accompany the B20S.

Immediately a rendezvous to inspect the car was arranged and one sunny morning in late Feb. my childhood friend Athanase and my self drove the 200km distance to Argos, all along discussing the pros and cons of a 50/50 restoration venture together. John met us at the town’s entry bridge and we immediately went to the body shop to see and photograph the B20. After that session we went to downtown Argos to see the room full of spare parts, featuring among the various double items, two engine blocks and countless of unopened packages. A trove yes, but what a challenging task it would be to open them all up, sort, photograph each item, identify their part numbers, catalogue them, and most importantly determine which parts are missing and would need to be sourced. A Sherlock Holmes and Dr. Watson affair.

Two engine blocks

Among the many parts, there are two engine blocks

Over lunch at the nearby historic town of Nafplion, the car’s dossier was reviewed, establishing that her factory color was the mellow Azzurro (light sky blue) Lechler code: NF 8012, Name: AZZURRO AGNANO-CELESTE AURELIA, while over Espresso coffees a win-win deal was outlined. Armed with over 80 photos in the can, we drove back to Athens and slept on the whole project idea. Upon downloading the photos and viewing them on my iMac’s big screen, a lot of details pertaining to the car’s condition, usually not so obvious to the naked eye, were revealed. Such will be quite useful to us during the restoration process and will also serve us in building up the car’s dossier with ‘before & afterdocumentation. The steering column and box, front and rear suspension components including the drive shaft, transaxle cum inner drum brakes, all need to be removed, repaired and restored. Then the naked body would need to be rotisseried and treated accordingly. Considering all these factors, we made our detailed offer which through the good and friendly mediation services of Alex V., was finally accepted by John. Ipso facto, we are now taking possession of this handsome GT aiming to do an appropriate restoration.

The original trunk floor & floorboards attest to the car’s overall solid condition

The original trunk floor & floorboards attest to the car’s overall solid condition

6th March 2014: the B20S arrived in Athens!

The B20-1548 Italian Registration Log! We are grateful to Corrado Bellabarbas for his excellent research services! :)

The B20-1548 Italian Registration Log! We are grateful to Corrado Bellabarbas for his excellent research services! :)

On the evening of 6th March 2014, the B20 arrived in Athens on a transporter truck, while another closed van in escort carried all her dowry of parts. John K. who oversaw in person the transport, also handed us three thick dossiers which contain the car’s history as recorded by its meticulous previous British owner, Peter W. Hudson of Leeds, Yorks. For example we now know that the B20 was imported to the UK from Italy on 1st August 1966 assigned the registration KUC91D, while her last Italian license plate No. was Roma 377510.  Previous registrations include Roma 301413 while the initial registration was 23328 AP. We also now know that the first owner of B20S-1548 was Silvano Bernabei from Rome (from November 25, 1957 to January 13, 1958). We are still checking if Silvano was related (son) to Inico Bernabei of Cisitalia 202 Cassone fame. Fast forward to today, her Greek Historic Vehicle plates now are I.O. 5875.

The British MOT Registration card.

The British MOT Registration card.

The plan was to position the car and parts into my Garage for inspection, parts sorting, cataloging etc, before assigning her to the body shop of choice for continuing the restoration under our custody. Few pictures and a video clip from that milestone day follow:

The B20S arrived in Athens

The B20S arrived in Athens under light drizzle

Being guided down the ramp

Being guided down the ramp

Positioned in my Garage

Parked in my Garage with the radiator grill positioned. The new exhaust pipes and the bumpers are stored under the car. The B20 was easily maneuvered by placing the rear wheels on two hydraulic transport rollers (dollys).

The B20 engine block sans cylinder heads

The B20 V-6 2.5 Liter engine block sans cylinder heads

More updates will be posted as the restoration work progresses.

More updates will be posted as the restoration work progresses.

Another dream may come true

In the 1951 Mille Miglia, Giovanni Bracco and Umberto Maglioli, driving the B20 GT Series I (1991cc, 91bhp) with No. 332 finishing second behind the Scuderia Ferrari 340 America! It was the first appearance of the Aurelia Series I.

In the 1951 Mille Miglia, Giovanni Bracco and Umberto Maglioli, driving the B20 GT Series I (1991cc, 91bhp) with No. 332 finishing second behind the Scuderia Ferrari 340 America! It was the first appearance of the Aurelia Series I.

For some time in the past I was dreaming about what a ‘once in life-time’ experience it would be for motor heads like us to be in a position to enter into the Historic Mille Miglia. This notion was reinforced in October of 2013 when we had the pleasure of meeting in Athens with Stefano Pasini, a well known and respected ophthalmologist, writer-journalist, a car and audio enthusiast and also involved in the Organizing Committee of the MM! It suddenly clicked that owning a true MM eligible GT, this dream is a lot closer to becoming real… It is befitting to mention of the B20’s racing achievements, even briefly: These cars proved to be highly successful in competition, with perhaps the Aurelia’s most shocking achievement occurring at the 1951 Mille Miglia. The factory entered four Aurelias, and the B20 GT Mark 1 of Giovanni Bracco and Umberto Maglioli soon left the 2-liter competitors behind and began closing on the overall leaders, who were piloting cars with 50% to 100% more displacement. In the torrential rain, the 2.0 liter 80hp Aurelia closed five minutes on the leading 4.1 liter Ferrari 340 in the second to last leg alone, and was still closing at the end of the event, placing second overall! The Aurelia lost by 20 minutes in a 13 hour race, amply demonstrating the capability of both drivers and car. The Aurelia met with countless other competition successes, including another class win on the Mille Miglia plus further class victories at the Le Mans 24-hours, Coppa d’Oro delle Dolomiti, Pescara 6-hours, Carrera Panamericana and Targa Florio, among others.

The future will reveal if this dream will one day become a reality…

Some specifics

 Given that Athanase has recently restored few classics (among them a Fiat 500, a Jaguar Mk II etc.), plus has recommissioned a Viotti and an Alfa Romeo Junior ‘Scalino’, likewise I have completed two ground-up projects, involving a 1967 Mercedes-Benz 250SE Coupé (W111) and a 1962 VW Käfer 1200 (Beetle Typ 113), we have set up the following ‘works to be done’ outline pertaining to our restoration procedure:

  • Engineering and Mechanicals (mainly completing the body works)
  • Engine reassembly
  • Transmission
  • Suspension and Brakes
  • Electrical (including a new wiring loom)
  • Paintwork and Exterior
  • Interior
  • Reassembly, testing and running in.

Our primary goals for this project are:

  • Finish with as an original B20S example as possible, but improve the cooling
  • Complete the project by December of 2014 and have it FIVA registered as an A/3 class
  • In time for filing an application to participate in the MM 2015

Lancia Aurelia B20 GT Specs

Engine

  • Configuration: 60º V6
  • Location: Front, longitudinally mounted
  • Construction: alloy block and head
  • Displacement: 2.451 liter / 149.6 cu in
  • Bore / Stroke: 78.0 mm (3.1 in) / 85.5 mm (3.4 in)
  • Compression: 8.0:1
  • Valvetrain: 2 valves / cylinder, OHV
  • Fuel feed: Weber 40 Carburettor
  • Aspiration: Naturally Aspirated
  • Power: 118 bhp / 88 KW @ 5000 rpm
  • Torque: 172 Nm / 127 ft lbs @ 3500 rpm
  • BHP/Liter: 48 bhp / liter

Drivetrain

  • Chassis: unitary steel
  • Front suspension: Lancia sliding pillar, semi-elliptic leaf spring
  • Rear suspension: DeDion axle, semi-elliptic leaf spring
  • Steering: worm and sector
  • Brakes: drums, all-round
  • Gearbox: 4 speed Manual
  • Drive: Rear wheel drive

Dimensions

  • Weight: 1050 kilo / 2314.9 lbs
  • Length / Width / Height: 4370 mm (172 in) / 1550 mm (61 in) / 1400 mm (55.1 in)
  • Wheelbase / Track (fr/r): 2660 mm (104.7 in) / 1280 mm (50.4 in) / 1300 mm (51.2 in)

Performance figures

  • Power to weight: 0.11 bhp / kg
  • Top Speed: 180 km/h (112 mph)
  • 0-60 mph: 12.3 s

Auctions

Past sales:

Resources

Useful links:

A list of Aurelia owners past and present:

  • Fangio
  • Mike Hawthorne
  • Leslie Hawthorn
  • The Earl of March [see his video below]
  • Jay Leno
  • Riccardo Patrese’s father.
  • Anthony Pritchard (Writer and Historian)
  • Mike Wilson
  • Francois Chevalier (Owner of Paul Ricard Circuit)
  • Boncompagni (Ferrari Racing Driver)
  • Jean Behra
  • John Savage (President of the Lancia Motor Club)

Racing career:

General figures:
Data covers years: 1951-1959
Number of events: 59 (including 1 race where did not start)
Total entries: 251 (contains 167 finishes and 70 retirements, finishing ratio: 70%)
Photos in Gallery: 2 (0% of all entries)
Achievements:
Wins: 4 Additional class wins 20
Second place finishes: 7 Top 3 finishes 1
Third place finishes: 10 Races finished on podium 15
Best result (count): 1st (4x) Pole positions 0
Notes of interest:

Most frequent drivers: Enrico Anselmi (12), “Ippocampo” (9), Gino Valenzano (9), Felice Bonetto (9), Salvatore Ammendola (9), Antonio Pozzato (8), Giovanni Bracco (6), Ugo Piperno (6), Roberto Piodi (5), Ferdinando Gatta (5), Mario Giobellina (5), Luigi Fagioli (4)
Most frequent chassis: B20-1508 (9), B20-1010 (6), B20-1510 (4), B20-1506 (3), B20-1511 (2), B20S-1228 (2), B20-2254 (1), B20-1505 (1), B20-1005 (1)
Most frequent tracks: Mille Miglia (99), Coppa delle Dolomiti (48), Giro di Sicilia (26), Targa Florio (15), Monza (10), Coppa della Toscana (6), Carrera Panamericana (6), Giro dell’Umbria (5), Giro delle Calabria (5), Monaco (4), Pescara (4), Trofeo Sardo (3)
Most frequent countries: I (225), MEX (6), F (5), MC (4), A (4), P (2), CH (2), BS (2), YU (1)

Source: www.racingsportscars.com. For the extended Race Results of the Aurelias click HERE!

The B20GT Series II in the 1952 Mille Miglia of Luigi Fagioli & Vincenzo Borghi

The B20GT Series II in the 1952 Mille Miglia of Luigi Fagioli & Vincenzo Borghi

The B20GT Series III in the 1953 Mille Miglia of Luigi Anselmi & Luigi Maggio

The B20GT Series III in the 1953 Mille Miglia of Luigi Anselmi & Luigi Maggio

The B20GT of Antonio Pucci placing 10th in the 1953 Targa Florio

The B20GT of Antonio Pucci placing 10th in the 1953 Targa Florio

The Bracco D20GT in the 1951 Carrera Panamericana race

The Bracco D20GT in the 1951 Carrera Panamericana race

The D20GT with the mighty Mercedes-Benz 300 at the 1952 Carrera Panamericana in Mexico.

The D20GT with the mighty Mercedes-Benz 300 at the 1952 Carrera Panamericana in Mexico.

To Be Continued sign © Byron E. Riginos, Kifissia, Greece, 2014. (ver. 1.3)

Μια Αναφορά από την Επίσκεψη μας στη Retromobile 2014

H είσοδος της έκθεσης Retromobile 2014

H είσοδος της έκθεσης Retromobile 2014

Την Πέμπτη 6 και Παρασκευή 7 Φεβρουαρίου 2014, βρεθήκαμε στο Παρίσι με σκοπό την επίσκεψη στη μεγαλύτερη φέτος και πλουσιότερη διεθνή έκθεση Ιστορικών Οχημάτων, τη γνωστή RETROMOBILE 2014, η οποία διεξήχθη για 39η φορά στο Porte de Versailles Exhibition Centre. Ήταν μια διοργάνωση του  ‘more’ ;)

Μεγάλη ποικιλία ανταλλακτικών και αναμνηστικών

Μεγάλη ποικιλία ανταλλακτικών και αναμνηστικών

Φανάρια και επιγραφές

Φανάρια και επιγραφές

Ο χώρος των ανταλλακτικών υποδέχονταν τους επισκέπτες.

Ο χώρος των ανταλλακτικών υποδέχονταν τους επισκέπτες.

Περισσότερος χώρος για τους 400 εκθέτες, άνετοι χώροι για τους επισκέπτες, περισσότεροι λόγοι για αγορές και για όνειρα (άλλα free & άλλα με υψηλό κόστος), για ενημέρωση, για θαυμασμό και φωτογράφηση μοναδικών εκθεμάτων σε αμέτρητα περίπτερα. Με ειδικά αφιερώματα για τις Apline Renault, τα αυτοκίνητα των stars, αφιέρωμα για τις Lancia, μαζεμένες Shelby Cobras, αφιέρωμα για το Paris-Dakar, τις επιβλητικές προπολεμικές λιμουζίνες των Μαχαραγίαδων από τις αποικιακές Ινδίες, τιμητική παρουσίαση για τους κατακτητές ρεκόρ ταχύτητας Thomas Parry & Malcolm Campbell, κ.ά. Περισσότεροι καλλιτέχνες, Λέσχες, Ομοσπονδίες, ανταλλακτικά και πωλητές μοντέλων μινιατούρας, διοργανωτές εκδηλώσεων, αναπαλαιωτές, καροσσερίστες, και πάμπολοι ποιοτικοί έμποροι Ιστορικών Οχημάτων, όλα αυτά συνέθεσαν ένα πολύχρωμο πάζλ, επιβεβαιώνοντας με τον παλμό τους και την αθρόα προσέλευση των χιλιάδων επισκεπτών, ότι το λεγόμενο ΄κίνημα των Ιστορικών Οχημάτων’  είναι ολοζώντανο!

1955-jaguar-d-type_XKD 520_ #54

Πρός επίρρωση αυτής της διαπίστωσης ήταν και οι τέσσερεις δημοπρασίες πού έγιναν μέσα στη βδομάδα, ξεκινώντας από την Τετάρτη 5/2 με αυτή του Καναδικού Οίκου RM Auctions που από τα συνολικά 52 οχήματα, πουλήθηκαν τα  41 (ποσοστό διάθεσης 79%), με συνολική αξία τα €17,242,740. Μία Jaguar D-type του 1955 ήταν το ακριβότερο αυτοκίνητο της εβδομάδας με τιμή που έφτασε τα €3,696,000!

Στιγμιότυπο από την δημοπρασία των Bonhams

Στιγμιότυπο από την δημοπρασία των Bonhams

Η σκυτάλη πέρασε την Πέμπτη 6/2 στον Αγγλικό Οίκο Bonhams που έκλεψε την παράσταση για δεύτερη συνεχή χρονιά με τη δημοπρασία εκλεκτών οχημάτων να λαμβάνει χώρα στο εντυπωσιακό οικοδόμημα των αρχών του περασμένου αιώνα (1901) του Grand Palais. Τα αυτικίνητα, λίγες μοτοσικλέτες και τα memorabilia ήταν άψογα τοποθετημένα στην αρένα, με επαρκή χώρο για περιεργασία ή φωτογράφηση και με καλό φωτισμό. Στη δημοπρασία αυτή το σύνολο των πωλήσεων έφτασε τα €15,959,656, με 105 από τα 149 προς πώληση αυτοκίνητα να αλλάζουν χέρια (ποσοστό διάθεσης 70%). Το ακριβότερο αυτοκίνητο ήταν μια Ferrari 275 GTB/4 του 1968 πρός €2,218,333.

Μια άποψη του χώρου της δημοπρασίας των Bonhams στο Grand Palais

Μια άποψη του χώρου της δημοπρασίας των Bonhams στο Grand Palais

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Το εσωτερικό της Ferrari 275 GTB/4 του 1968

Το εσωτερικό της Ferrari 275 GTB/4 του 1968

Η 'ουρά' της Ferrari 275 GTB/4 του 1968

Η ‘ουρά’ της Ferrari 275 GTB/4 του 1968

Μια σπάνια μοτοσικλέτα με ΄καλάθι΄, Majestic του 1930 with sidecar by Bernadet στη δημοπρασία των Bonhams.

Μια σπάνια μοτοσικλέτα με ΄καλάθι΄, Majestic του 1930 with sidecar by Bernadet στη δημοπρασία των Bonhams.

Ενδιαφέρον επίσης είχε ο παράλληλος μηχανισμός ανοίγματος των θυρών μιας  BENTLEY 4¼ LITER À PORTIÈRES ‘PARALLÈLES’, COUPÉ-SEDANCA του 1937, η οποία πουλήθηκε για €172,500 και την οποία μαγνητοσκοπήσαμε:

Στιγμιότυπο από την περιοχή της δημοπρασίας της Artcurial με τη συλλογή των Alfa Romeo.

Στιγμιότυπο από την περιοχή της δημοπρασίας της Artcurial με τη συλλογή των Alfa Romeo.

Ο Γαλλικός Οίκος Artcurial πραγμα-τοποίησε την κυρίως δημοπρασία του μέσα στο Pavillion 1 της Retromobile την Παρασκευή 7/2 ενώ το Σάββατο ακολουθησε μια μικρότερη σε μέγεθος δημοπρασία αφιερωμένη σε μια συλλογή από Alfa Romeo.  Ο χώρος που ήταν στοιβαγμένα τα αυτοκίνητα ήταν σαφώς υποδεέστερος της περίστασης, δεν υπήρχε άνεση για προκαταρκτικό έλεγχο ή φωτογράφηση, ενώ ο φωτισμός ήταν άθλιος. :(Artcurial πούλησε 159 από τα 191 αυτοκίνητα  (ποσοστό διάθεσης 83%), με συνολικό τζίρο που έφτασε τα €29 εκ. Η υψηλότερη τιμή (πώληση μετά τη δημοπρασία) πήγε σε μια Ferrari 166MM Barchetta του 1953 σχέδιο αρχικά του Vignale και μετά του Oblin πρός €2,550,000, ενώ κατά τη δημοπρασία τιμή ρεκόρ ‘έπιασε’ μια Bentley 8 Litre Coupé Sportsman Gurney-Nutting του 1953 πρός €2,190,400. Μας άρεσε και μια Isotta-Fraschini Tipo 8A Cabriolet Ramseier του 1924 που πουλήθηκε στα €1,287,200. Το επίσημο Δελτίο Τύπου της Artcurial με κλικ ΕΔΩ!

Συνολικά πουλήθηκαν στις τέσσερεις δημοπρασίες των Παρισίων περί τα 305 οχήματα ύψους άνω των €60 εκ.!

1924 Isotta-Fraschini Tipo 8A Cabriolet Ramseier, πουλήθηκε στα 1,287,200 €

1924 Isotta-Fraschini Tipo 8A Cabriolet Ramseier, πουλήθηκε στα 1,287,200 €

Το ταμπλό της 1924 Isotta-Fraschini!

Το ταμπλό της 1924 Isotta-Fraschini!

Συμπέρασμα: A major international event in Paris. The first show of the season devoted to classic cars. Η όλη εικόνα της εβδομάδας Retromobile 2014 στο Παρίσι θυμίζει λίγο την αντίστοιχη “ιερή εβδομάδα του Monterey” στη Καλφόρνια, όπου διεξάγονται πάρα πολλές εκδηλώσεις και αρκετές δημοπρασίες για 7 συνεχείς ημέρες (με πενταπλάσιο τζίρο πωλήσεων)! Επόμενος σταθμός για την Ευρώπη θα αποτελέσει η αντίστοιχα σημαντική 26th Techno-Classica Essen στη Γερμανία μεταξύ 27 – 30 Μαρτίου 2014.

1926 RollsRoyce Phantom 1 του Maharanee Indira Raje de Cooch Behar Rupali et Shefali Prakash, Bangalore, India.

1926 RollsRoyce Phantom 1 του Maharanee Indira Raje de Cooch Behar Rupali et Shefali Prakash, Bangalore, India.

Όργανα και οργανάκια

Όργανα και οργανάκια

Είδαμε:

- 400 exhibitors
– 44,000 sq. ft. of exhibition space
– 500 cars on show
– Over 100 clubs in attendance

Ανακαλύψαμε:

- Carmakers
– Clubs and Federations
– Events organizers
– Press stands
– Automobilia vendors
– Parts and tools vendors
– Car vendors
– Auction houses
– Bodywork restorers
– Insurance Companies
– Car art galleries

1928 Rolls Royce 17 EX του Maharadja Hari Singh de Jammu et Kashmir, Alexander Schaufler.

1928 Rolls Royce 17 EX του Maharadja Hari Singh de Jammu et Kashmir, Alexander Schaufler.

• Το φαγητό στο εστιατόριο ήταν μέτριο και πανάκριβο :(

• Μπορείτε να απολαύσετε δύο αναλυτικότερα φωτογραφικά άλμπουμ με κλικ 1-ΕΔΩ! και 2-ΕΔΩ!

2013 in review

The WordPress.com stats helper monkeys prepared a 2013 annual report for this blog.

Here’s an excerpt:

The concert hall at the Sydney Opera House holds 2,700 people. This blog was viewed about 13,000 times in 2013. If it were a concert at Sydney Opera House, it would take about 5 sold-out performances for that many people to see it.

Click here to see the complete report.

A long time dream comes true! My ‘new’ 82 years old Ford Model A

Ford Mod. A w. ATWATER KENT logo

Emmanuel Riginos’ Ford Model A Tudor bearing the Atwater Kent radios logo. On the fender posing, his brother Alecos

Readers of my Blog may have seen a previous post titled: My next classic/veteran car investment? dating 11th May 2011. In that post I was sharing my desire to acquire one day a prewar classic and more specifically a Ford Model A, similar to a car that my father Emmanuel Riginos owned in the 1930’s in Athens, Greece.

Hence the famous line of Dr. Martin Luther King I have a dream seems befitting. This dream started many years ago when upon shuffling through old family photographs, I discovered few pictures of my Father’s car in the 1930’s. It was a Ford Model A Tudor.

I was looking at these pictures and was wondering about what kind of driving experiences, sounds, smells etc such a car would offer. Slowly the idea to obtain one day such a car settled in my mind. To boot, one evening at the PHILPA Club, Dimitri Vernardakis, our President, told me this: ‘Byron you ought to get yourself a prewar car’, an advise that was never forgotten.

The Car at the Classic Car Auctions premises in Canton Ohio awaiting shipment

The Car at the Classic Motorcar Auctions premises in Canton Ohio awaiting shipment

Recently (Spring 2013) that dream became a reality. After an extended search in Europe and in the USA markets, with the help of few good friends, this particular example was found in Canton, Ohio, inspected, serviced and a deal to buy was concluded in mid April 2013. Soon after the car was loaded on a closed transport heading to New Jersey Container Terminal Port from where it was placed in a 20 Foot container and shipped to Piraeus. Of course I was in great anticipation to see and drive the old lady, as this acquisition marked the first time of buying a car from far away without having seen it up close myself…

Special thanks go to my good friends Alex Vazeos, an Etceterini cars collector and Myron Vernis of Glenmoor Gathering Concours d’Elegance who have been instrumental for my ‘Dream to Come True'; plus to my new friend Bob Lichty of Classic Motorcar Auctions who ‘pro-bono’ looked after all the details of the deal, the US title change, fund transfers, getting the car serviced and arranging shipment from Canton, Ohio to New Jersey!

The Model A is being loaded onto an enclosed car transport for the journey from Canton, Ohio to New Jersey Port

The Model A is being loaded onto an enclosed car transport for the journey from Canton, Ohio to New Jersey Port

Loaded in the 20' container and secured for the transatlantic crossing

Loaded in the 20′ container and secured for the transatlantic crossing

24th April update: The car was booked on the vessel ZIM Rio Grande 46E sailing on 10th May 13 and arrived in Piraeus on Saturday 1st June 2013; provided it would clear Greek customs in time, what a nice June 6th birthday present that would be!

The ZIM Rio Grande Contaner Vessel brought the car to me :)

The ZIM Rio Grande Container Vessel brought the car to me! :)

June 7th update: finally chasing the delayed arrival or the US Title within the Kifissia Postal Sortation Office, on Friday June 7th the car, via the adept services of the PHILPA Customs Clearing Agent, namely Elias Athanasoulas [many thanks Elias, well done!], cleared the bureaucracy and the 20” Container was loaded on a trailer truck bed. Then it was taken to a nearby container depot, for placing the box on the ground, thus making the unloading procedure quite easy. The photos and the video clip capture these memorable moments and trace the car resting in company with other cars of my collection safely in my Garage.

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Unloading the Container from the semi-trailer

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The moment of truth! First glimpse of my much awaited ‘new’ car! Upon opening the container doors a distinctive ‘old American car’ smell oozed out. Immediately, the unfastening and chock removal procedure commenced.

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Behind the wheel for the first time: rolling the car out of the container

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Next task, loaded the car onto a transporter for taking her to my trusted mechanic John ‘Motorman’ Palmos for the first inspection and start-up

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On its way from Piraeus to the North of Athens; many hoots and thumbs up on the way :)

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My friend Robert Smith behind the wheel, taking her out for a first test drive after adjusting the advance timing

June 16th update: the FMA underwent a ‘crash detailing’ service undertaken by Mike Tsaltas of www.swell.gr in an effort to be ready for its first public appearance in Greece, participating in the Parade of the ‘2nd PHILPA TATOI CIRCUIT 2013” event. In between my good friend Robert Smith offered his knowledgeable services for adjusting the timing and expediting the car’s technical inspection for obtaining its ‘historic car’ FIVA card certification and license plates.

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Changing gears on a fully unsynchronized 82 year old gearbox requires ‘old car drivemanship’, a talent Robert has in abundance (owner of a 1918 Ford Model T among other prewar and classics).

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Mike ‘Swell’ Tsaltas doing his magic on the soiled rag-top

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At the same time a horde of accessories and spare parts sourced from Mac’s Antique Ford Parts are gradually being fitted, improving the car’s appearance and operation

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Part of the fun for many car collectors is the ‘deepening knowledge’ for the newly acquired model. Manuals, schematics, reference books, memorabilia etc help to enhance the experience…

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Mike’s assistant George ‘swelling’ the running boards

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Among the accessories, the Ford logoed headlight protective covers go well with the radiator stone guard option, to be proved useful when rallying ;)

Front radiator view with the stone guard, 'my b-d' bespoke license plate, and the Quail Motometer radiator cap

Front radiator view with the stone guard, ‘my b-d’ bespoke license plate, and the PHILPA-Antique Car Club of Greece badge

Detail of the Quail Motometer radiator cap

Detail of the Flying Quail with Motometer radiator cap

The RH engine bay after having been detailed

The RH engine bay after having been detailed

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View of the LH engine bay after having been detailed

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The Data Patent and Body Number templates on the firewall indicating S/N 4558478, which means that this car was produced during May 1931

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The cabin of the Roadster after being swelled. The seat belts are a modern accessory but allowed by the Judging standards for safety reasons

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The pedal area after being swelled

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The dashboard after being swelled

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The frugal instrument panel of the Model A

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The dual side mounted spare wheels along with the cowl lights where part of the standard accessories for the Deluxe model B-40 version

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Side mounted spare wheel detail

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The RH license plate indicates the car model year

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The wire spoke wheels are fitted with a set of white wall tires

Detail of the side windwing mounts and top release butterfly

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Side view of the car after being swelled

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Front view of the car after being swelled

Side view of the car after being swelled

Rear view of the car after being swelled

We made the race against the clock and the car did motor proudly and took its place among other historic vehicles, parading in front of thousand car loving spectators :)

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In good company with a 1934 MG PA at the ‘2nd PHILPA TATOI CIRCUIT 2013′ Parade

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In good company with a 1934 MG PA and a 1926 Chevrolet SK Tourer at the ‘2nd PHILPA TATOI CIRCUIT 2013′ Parade

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Parading at the track of the ‘2nd PHILPA TATOI CIRCUIT 2013′

Next event: the ’42nd PHILPA International Rally’ in the Peloponnese during Sept. 2013.

Η Γέννηση των Αυτοκινήτων (1878-1909)

Ορισμός: Όχημα που κινείται με δικό του σύστημα προώθησης και διεύθυνσης, με τη βοήθεια τεσσάρων ή περισσότερων τροχών, και χρησιμοποιείται για κάθε είδους οδικές μεταφορές. Υπάρχουν διάφορες κατηγορίες αυτοκινήτων ανάλογα με τη χρήση τους (επιβατικά, λεωφορεία, φορτηγά κ.λπ.).

1978 Jacquot 2 cylinder steam car.

1978 Jacquot 2 cylinder steam car.

Ιστορία μέχρι το 1900. Η αρχική ιδέα του αυτοκινήτου δεν αποδίδεται σ’ ένα μόνο πρόσωπο. Πολλοί ερευνητές ασχολήθηκαν συγχρόνως και ανεξάρτητα με την ανάπτυξη του αυτοκινήτου. Η ιδέα κατασκευής ενός οχήματος που θα κινούνταν με δικά του μέσα, εμφανίστηκε για πρώτη φορά στην Ιλιάδα. Ο Leonardo da Vinci (Λεονάρντο ντα Βίντσι), αργότερα, ασχολήθηκε και αυτός με την κατασκευή ενός οχήματος, που θα κινούνταν με δική του ενέργεια. Το 17ο αιώνα ο Ολλανδός ερευνητής Christiaan Ηuygens (Κρίστιαν Χίγκενς) κατασκεύασε μια μηχανή που δούλευε με πιεσμένο αέρα και χρησιμοποιούσε ως καύσιμο την πυρίτιδα. Ο Γερμανός  Οttο νοn Guericke (Ότο φον Γκέρικε) ήταν ο πρώτος που κατασκεύασε έμβολα, κυλίνδρους κ.λπ. για χρήση σε αεραντλίες. Η πραγματική όμως ανάπτυξη της τεχνικής για την κατασκευή ενός αυτοκινούμενου οχήματος, άρχισε το 18ο αιώνα ο Γάλλος Philippe Lebοn (Φιλίπ Λεμπόν) που πήρε δίπλωμα ευρεσιτεχνίας για την κατασκευή αεροκινητήρα με καύσιμο άνθρακα. Το 1748, ο Γάλλος εφευρέτης Jacques de Vaucanson (Ζακ ντε Βουκανσόν), έκανε την επίδειξη ενός οχήματος που κινούνταν με μια μεγάλη μηχανή. Το 1760 ο Ελβετός κληρικός Τ. Geneνοis (Τ. Ζενεβουά) πρότεινε τη χρήση ενός ανεμόμυλου για την κίνηση οχήματος που έμοιαζε με κάρο. Η πρώτη σοβαρή προσπάθεια με κινητήρα υπολογίσιμης απόδοσης, ήταν η κατασκευή του Γάλλου Νichοlas-Jοseph Cugnοt (Νικολά-Ζόζεφ Κινιό), που χρησιμοποίησε για την κίνηση του οχήματός του την ατμομηχανή, η οποία είχε ήδη ιστορία 50 χρόνων.

Σχέδιο της ατμοκίνητης άμαξας του Murdock

Έτσι άρχισε μια περίοδος πειραματισμού με ατμομηχανές, η οποία διήρκεσε ως το 1860 περίπου, αλλά αργότερα πέρασε σε δεύτερη μοίρα, με την εμφάνιση του κινητήρα εσωτερικής καύσης. Ο Κινιό, το 1769, κατασκεύασε δυο τρίκυκλα ατμοκίνητα οχήματα, που είχαν όμως περιορισμένη επιτυχία. Κυριότεροι λόγοι ήταν το μεγάλο βάρος των μηχανών και η αδυναμία τους να κρατήσουν ατμό για κίνηση πάνω από 20 λεπτά. Το 1784 ένας Σκωτσέζος, ο William Μurdοck (Ουίλιαμ Μάρντοκ) έθεσε σε κίνηση ένα ατμοκίνητο όχημα στους δρόμους της Κορνουάλης. Το 1788 ο Rοbert Fοurness (Ρόμπερτ Φουρνές), κατασκεύασε ένα τρακτέρ με τρεις κυλίνδρους.
Στη Γαλλία, οι διάδοχοι του Κινιό συνέχισαν τους πειραματισμούς με τα ατμοκίνητα οχήματα και έτσι, το 1790, ένα τέτοιο όχημα εμφανίστηκε στην Αμιένη, ενώ το 1800 τα πρώτα ατμοκίνητα λεωφορεία κυκλοφορούσαν στους δρόμους του Παρισιού.

Στην Αγγλία, τις ιδέες του Μurdοck ασπάστηκε ο συμπατριώτης του Richard Τreνithick (Ρίτσαρντ Τρέβιθικ), που κατασκεύασε ένα ατμοκίνητο όχημα το 1801, ενώ το 1803 ο ίδιος εμφανίστηκε επανειλημμένα στους δρόμους του Λονδίνου με το περίφημο “Lοndοn Steam Carriage” (“Ατμάμαξα του Λονδίνου”).

Η ατμοκίνητη άμαξα του Goldsworthy Gurney του 1827 σε χαρακτική απεικόνιση της εποχής.

Το 1823 ένας άλλος Άγγλος, ο Samuel Βrοwn (Σάμουελ Μπράουν), οδήγησε το “αυτοκίνητό” του που είχε δυο κυλίνδρους και χρησιμοποιούσε ως καύσιμο υδρογόνο, στην κορυφή του λόφου Shοοter, στο Λονδίνο. Η εποχή όμως του ατμού βρισκόταν στην ακμή της και έτσι το 1830 ο Sir Gοrdswοrthy Gurney (Γκόρντσγουόρθι Γκάρνεϊ) κατασκεύασε ατμοκίνητα οχήματα.
Αυτή όμως την εποχή έγινε αντιληπτό ότι οι δυνατότητες των ατμοκίνητων οχημάτων ήταν πάρα πολύ περιορισμένες. Έτσι από το 1840 ελάχιστοι ασχολούνταν πλέον με αυτά. Ένας από τους συνεχιστές ήταν ο Τhοmas Rickett από το Μπάκιγχαμ, που το 1859 κυκλοφορούσε ακόμα το ατμοκίνητο όχημά του. Τα πράγματα χειροτέρευαν όμως συνεχώς. Νέα τεράστια διόδια επιβάλλονταν στα ατμοκίνητα οχήματα, ενώ τη χαριστική βολή την έδωσε η αγγλική κυβέρνηση που το 1865 ψήφισε το νόμο “της κόκκινης σημαίας”. Με το νόμο αυτό περιοριζόταν η ταχύτητα σε 7 χλμ. την ώρα σε ακατοίκητες περιοχές και 3,5 χλμ. στις κατοικημένες. Συγχρόνως υποχρεωνόταν να προπορεύεται από το όχημα ένας άνθρωπος που κρατούσε μια κόκκινη σημαία. Ο νόμος αυτός τροποποιήθηκε το 1878 και μετά καταργήθηκε το 1896, στάθηκε όμως αποφασιστικός παράγοντας για την εξάλειψη των ατμοκίνητων οχημάτων. Όμως, ατμοκίνητα αυτοκίνητα συνέχισαν να κατασκευάζονται ως το 1926 κυρίως στις ΗΠΑ.

Το τρίκυκλο (Tricar) του Léon Bollée του 1896.

Έτσι το 1873 ο Léon Bollée (Λεόν Μπολέ) κυκλοφορεί με την Οbeissante (Υπάκουη), ένα δωδεκαθέσιο λεωφορείο, ενώ το 1887 ένας από τους πρωτοπόρους του αυτοκινήτου, ο Γάλλος κόμης Jules-Albert de Dion (Ντε Ντιόν), ιδρυτής της αυτοκινητοβιομηχανίας De Dion-Bouton, παρουσίασε το ατμοκίνητο τρίκυκλό του. Τέλος, το 1890, ένας από τους τελευταίους θιασώτες των ατμοκίνητων οχημάτων της εποχής, ο Lοuis Serpοllet (Λουί Σερπολέ) οδήγησε το ατμοκίνητο τρίκυκλό του, από τη Λυών στο Παρίσι. Μια μεγάλη καινοτομία που εφάρμοσε, ήταν η χρήση καυστήρα υγρών καυσίμων, για τη θέρμανση του ατμού. Τη μέθοδο αυτή εφαρμόζουν στις ΗΠΑ οι Stanley και White, που γνώρισαν μεγάλη επιτυχία.

Το τρίκυκλο Motorwagen του Karl Benz με το οποίο έλαβε το δίπλωμα ευρεσιτεχνίας.

Ο κινητήρας εσωτερικής καύσης και ο Κarl Βenz. Η ιστορία του κινητήρα εσωτερικής καύσης άρχισε από το 1862, όταν ο Γάλλος Εtienne Lenοir (Ετιέν Λενουάρ) κατασκεύασε τον πρώτο κινητήρα εσωτερικής καύσης κατά το πρότυπο της ατμομηχανής. Ο κινητήρας του δούλευε με μείγμα αέρα και φυσικού αερίου, χωρίς συμπίεση. Παράλληλα την ίδια χρονιά ένας άλλος Γάλλος, ο Αlphοnse Βeau de Rοchas (Αλφόνς Μπο ντε Ροσά) κατασκεύασε έναν τετράχρονο κινητήρα. Ακόμα το 1864-65, πάνω στις ίδιες αρχές, πειραματίστηκε και ο Γερμανός Siegfried Μarkus (Ζίγκφριντ Μάρκους). Οι προσπάθειές του όμως δεν ολοκληρώθηκαν ποτέ. Έτσι, η θεωρητική και τεχνική πατρότητα του τετράχρονου κινητήρα, που κινεί και τα σημερινά αυτοκίνητα, αποδίδεται στο Γερμανό φυσικό Dr. Nikolaus August Otto (Ότο), που ανακάλυψε τον ομώνυμο κύκλο λειτουργίας των μηχανών και κατασκεύασε το 1872, την αθόρυβη αεριομηχανή του.
Το 1880, ένας άλλος Γερμανός, ο Κarl Βenz (Καρλ Μπενς) ίδρυσε μια εταιρία κατασκευής μηχανών στο Μανχάιμ. Έτσι η Γερμανία έγινε εκείνη την εποχή, το κέντρο ανάπτυξης του αυτοκινήτου και οι καινοτομίες διαδέχονταν η μια την άλλη.

To Reitwagen (riding car), είναι η πρώτη μοτοσυκλέτα με μηχανή εσωτερικής καύσεως του Gottlieb Daimler (1885).

Το 1885, ένας μηχανικός που δούλευε κοντά στον Ότο, ο Gοttlieb Daimler (Γκότλιμπ Ντέμλερ), χρησιμοποίησε τη βενζίνη για καύσιμο και εφεύρε το καρμπυρατέρ. Την ίδια χρονιά, τοποθέτησε τη μηχανή του σ’ ένα τρίκυκλο και το 1886 κατασκεύασε το πρώτο του τετράτροχο αυτοκίνητο.
Παράλληλα, ο Βenz, το 1885, κατασκεύασε τρίκυκλα, τοποθετώντας μάλιστα ένα στοιχειώδες κιβώτιο δυο ταχυτήτων. Το 1888 ο ίδιος κατασκεύασε το πρώτο τετράτροχο αυτοκίνητό του. Την ίδια χρονιά ο Daimler παρουσίασε τον πρώτο του δικύλινδρο κινητήρα, ενώ την επόμενη χρονιά, το 1889, η γαλλική εταιρία Ρanhard et Leνassοr (Πανάρ και Λεβασόρ), αγόρασε τα δικαιώματα κατασκευής των κινητήρων του στη Γαλλία. Έτσι, το 1890, η πρωτοβουλία πέρασε στους Γάλλους, που έκαναν σημαντικές μετατροπές στην τοποθέτηση του κινητήρα και στο σύστημα μετάδοσης. Το 1891 ιδρύθηκε η εταιρία αυτοκινήτων De Diοn Βοutοn (Ντε Ντιον-Μπουτόν), που αργότερα έγινε ονομαστή. Την εποχή αυτή ιδρύθηκαν στη Γαλλία οι εταιρίες Ρeugeοt (Πεζώ), Renault (Ρενώ) και στην Ιταλία η Steffanini Μartina (Στεφανίνι Μαρτίνα) και η FΙΑΤ (1899) που είναι τα αρχικά των λέξεων “Fabbrica Ιtaliana Αutοmοbili Τοrinο”.

Henry Ford portrait

Henry Ford portrait

Στις Ηνωμένες Πολιτείες, μόλις το 1893 δυο αδερφοί οι Charles και Frank Duοrea (Τσαρλς και Φρανκ Ντάρια) κατασκεύασαν το πρώτο αυτοκίνητο που το βελτίωσαν το 1895. Το 1895 κατασκεύασε το πρώτο αυτοκίνητό του ο άνθρωπος που έφερε λίγο αργότερα την επανάσταση στις μεθόδους παραγωγής, ο Ηenry Fοrd. Έτσι με την αρχή του 20ου αιώνα τα αμερικανικά αυτοκίνητα φαίνονται μπρος στα ευρωπαϊκά σαν παιχνίδια. Παρ’ όλα αυτά όμως, παρουσίαζαν ένα πολύ μεγάλο πλεονέκτημα: ήταν φτιαγμένα για μαζική παραγωγή, πράγμα που ήταν αδύνατο να εφαρμοστεί στα ευρωπαϊκά αυτοκίνητα.

Το Panhard-Levassor Landaulet Type AL του1898.

1900-1914. Το 1900 τα κύρια χαρακτηριστικά των αυτοκινήτων, θύμιζαν ακόμα τις άμαξες, από τις οποίες εξελίχτηκαν. Οι επιβάτες ήταν συνήθως απροστάτευτοι από τις καιρικές συνθήκες και η οδήγηση τη νύχτα ήταν εφιαλτική κάτω από το φως των λαμπών του πετρελαίου. Τη χρονιά αυτή διοργανώθηκε για πρώτη φορά από την αυτοκινητιστική λέσχη της Αγγλίας ένας αγώνας-δοκιμασία μήκους 1.600 χλμ., όπου φάνηκε καθαρά η υπεροχή των άλλων ευρωπαϊκών αυτοκινήτων, απέναντι στα αγγλικά. Οι Panhard (Πανάρ) θριάμβευσαν με ένα όνομα που σύντομα θα γινόταν πασίγνωστο στον κόσμο του αυτοκινήτου, τον εντιμότατο Charles S. Rolls ( Τσάρλ Ρολς). Σ’ αυτόν τον αγώνα-δοκιμή εμφανίστηκε για πρώτη φορά και ένα αγγλικό αυτοκίνητο με τέσσερις τροχούς, το Lanchester (Λάντσεστερ). Το Λάντσεστερ, παρόλο που δεν ήταν κατασκευή μαζικής παραγωγής, εξασφάλιζε ανταλλαξιμότητα των διάφορων εξαρτημάτων του, πράγμα πρωτοφανές για ευρωπαϊκό αυτοκίνητο.
Το 1907 κατασκευάστηκε η πρώτη Rοlls-Rοyce (Ρολς-Ρόις) Silνer Ghοst (ασημένιο φάντασμα). Η φίρμα Ρολς-Ρόις, που έχει γίνει συνώνυμο της ύψιστης ποιότητας στα αυτοκίνητα, κατασκεύασε το πρώτο της αυτοκίνητο, γι αυτόν ακριβώς το σκοπό: την ύψιστη ποιότητα, χωρίς οικονομικούς περιορισμούς.

Ο Henry Ford με το Model T.

Ο Henry Ford με το Model T.

Ένα χρόνο αργότερα, το 1908, παρουσιάστηκε στην άλλη μεριά του Ατλαντικού ένα εξίσου διάσημο αυτοκίνητο, διάσημο για τελείως διαφορετικούς λόγους. Ήταν το Fοrd Model “Τ” που κατασκευάστηκε με το σκοπό την παραγωγή ενός πραγματικά “αξιόπιστου” αυτοκινήτου, στη χαμηλότερη δυνατή τιμή.
Την ίδια εποχή εμφανίστηκαν στην Ευρώπη οι ανταλλακτικοί τροχοί-ρεζέρβες, που έβαλαν τέρμα σ’ ένα μεγάλο πρόβλημα, το πρόβλημα της επιδιόρθωσης των ελαστικών στο δρόμο.

Επιμέλεια κειμένων: Βασίλειος Παπαϊδής & Βύρων Ρηγινός. Πηγές: Διαδίκτυο.

Το συνοδευτικό φωτογραφικό άλμπουμ με πολλά παραδείγματα από τις πρώτες κατασκευές θα δείτε με κλικ ΕΔΩ!

About Ford Model A’s

The History of the Model A 1928-31

1929 Ford Mod. A Roadster

1929 Ford Mod. A Roadster

Introduced to the public in late 1927 as a “New Ford Car,” the Ford Model A could trace its roots all the way back to the establishment of the Ford Motor Company in 1903. Actually, the first car produced by the developing auto manufacturer was labeled the Model A. Henry Ford would work his way through a series of letter designations for his automotive creations before settling on the successful formula that would become the Model T. In the years that followed, as America’s roads and driveways filled with Model T’s, Henry Ford would remain reluctant to significantly tamper with his beloved car’s design.

Henry Ford portrait

Henry Ford portrait

It was only in the face of plummeting sales by the mid 1920’s, the result of a buying public that sought the modern upgrades offered by Ford’s competitors, that Ford finally relented. In an unusual business move, Ford halted production of the Model T in May of 1927, shutting down the entire production operation for 6 months to allow for retooling and final development of the new Model A Ford.

1928-29 Standard Coupe

1928-29 Standard Coupe

A Ford Mod. A Coupe being assembled.

A Ford Mod. A Coupe being assembled.

Working under an impossible deadline, Ford managed to get the design and production requirements in place for the release of the “New Ford Car” by November of 1927. Henry’s son, Edsel Ford, had unsuccessfully tried to convince his father to abandon the Model T years earlier. Unbeknown to his father, Edsel had been secretly working on the development of a new car and would ultimately play a significant role in the design of what would become the Ford Model A.

A Ford Model A Roadster body ready to be mounted on its chassis.

A Ford Model A Roadster body ready to be mounted on its chassis.

Ford Mod. A's being assembled at the Rouge line.

Ford Mod. A’s being assembled at the
Rouge line.

Unlike its predecessor, the Model T, which was the result of an evolving process of design, the Model A was designed, complete, from the ground up. The Model A was truly a “New Ford Car.” Mechanical upgrades for the Model A Ford included a new 3-speed transmission, hydraulic shock absorbers, and four-wheel mechanical brakes. Other significant improvements were an electric starter, water pump, speedometer and gas gauge, and the introduction of Triplex safety glass. The styling of the Ford Model A, elegant and integrated compared to the Model T, brought Ford into the modern era with a vehicle that looked more like a car and less like a horseless carriage.

A period Ford Salesroom featuring Ford Model A's.

A period Ford Salesroom featuring Ford Model A’s.

The first Mod. A was delivered on Jan. 26, 1928.

The first Mod. A was delivered on Jan. 26, 1928.

Henry Ford created a sense of hype and mystery surrounding the release of the Model A Ford, relying on the media to reach the buying public and generate interest in the “New Ford Car.” Shortly after the Ford Model A was made available to the public on December 2, 1927, orders for the new car far exceeded supply. Ford scrambled to increase production and by mid 1928, producing up to 4,000 cars per day, was still not meeting the buying publics demand. In an effort to meet demand, Ford steadily boosted production, peaking at around 9,200 cars per day by June of 1930.

During its four-year production run, the Model A Ford would be offered in a wide variety of car and truck body styles. For 1928, Ford offered several different style passenger car bodies:

Early Ford Mod A. Fordoor

Early Ford Mod A. Fordor

Standard Phaeton, Standard Roadster, Standard Coupe, Special Coupe, Sport Coupe, Business Coupe, Tudor Sedan, Town Car, and Leatherback Fordor Sedan. Truck bodies included: Open Cab Pickup, Closed Cab Pickup, Pickup (box), “A” Panel Delivery, “AA” Panel Delivery, and Deluxe Delivery.

In 1929, Ford expanded the options for passenger car body styles by adding the Steelback Fordor, Cabriolet, Station Wagon, both Murray and Briggs versions of the Town Sedan, as well as Murray and Briggs versions of the Standard Fordor. The Standard Fordor (2 window) was also introduced. Options for truck bodies remained the same from the previous year.

For 1930, the Leatherback and Steelback Fordors, as well as the Special and Business Coupes, would be dropped from the lineup. New passenger car bodies included the Deluxe Phaeton, Deluxe Roadster, Deluxe Coupe, Deluxe Fordor (2 window) and Victoria. Truck body options included the addition of the Deluxe Delivery and Panel Delivery (drop floor), Special Delivery, Town Car Delivery, “AA” Panel Delivery and the “AA” Deluxe Delivery.

Introductory Period Brochure

Introductory Period Brochure

The Story of the New Ford Car poster.

The Story of the New Ford Car poster.

The year 1931, was the final of Ford Model A production, would mark the most extensive offering of passenger car and truck body styles in the vehicle’s brief history. New passenger cars for 1931 were the Deluxe Tudor, Slant Window Cabriolet, Slant Window Standard Fordor, Slant Window Town Sedan, Slant Window Deluxe Fordor (Blindback) and Convertible Sedan. The Standard Fordor (2 window) and Town Car were no longer offered. For truck bodies, a Deluxe Pickup and a wide bed Pickup (box) were introduced.

Like the rest of the nation, the Ford Motor Company would endure the effects of the economic Depression that began with the stock market crash in October of 1929. Despite reducing prices for 1931, Ford continued to see a steady decline of new car sales.

Perhaps learning from his mistake of sticking with the Model T long after the public regarded it as outdated, Henry Ford had been actively working on a new design for 1932. The successful development of the new V8 Ford for 1932 would ultimately put an end to the short but successful run for “Henry’s Lady,” the Model A Ford.

A FMA Coupe in the snow!

A FMA Coupe in the snow!

President Franklin Roosevelt in a Ford Mod. A Roadster.

President Franklin D. Roosevelt in a Ford Mod. A Roadster.

Summary of models produced: Ford Model A Standard Phaeton, Standard Roadster, Standard Coupe, Special Coupe, Sport Coupe, Business Coupe, Tudor Sedan, Town Car, Leatherback Fordor Sedan, Open Cab Pickup, Closed Cab Pickup, Pickup (box), “A” Panel Delivery, “AA” Panel Delivery, Deluxe Delivery, Steelback Fordor, Cabriolet, Station Wagon, both Murray and Briggs versions of the Town Sedan, as well as Murray and Briggs versions of the Standard Fordor, Standard Fordor (2 window), Deluxe Phaeton, Deluxe Roadster, Deluxe Coupe, Deluxe Fordor (2 window), Victoria, Panel Delivery (drop floor), Special Delivery, Town Car Delivery, “AA” Deluxe Delivery, Deluxe Tudor, Slant Window Cabriolet, Slant Window Standard Fordor, Slant Window Town Sedan, Slant Window Deluxe Fordor (Blindback), Convertible Sedan, Deluxe Pickup and Wide Bed Pickup (box).

Almost every Ford Mod. A car body will be found in this gathering!

Almost every Ford Mod. A car body will be found in this gathering!

From the same FMA gathering.

From the same FMA gathering.

Fun Facts:

  • Riding the roads and the airwaves. The Ford Model A was the subject of the 1928 song, “Henry’s Made a Lady Out of Lizzie,” which sang the praises of Ford’s new addition to the road.
  • The first Model A Ford engine, stamped “A1” by Henry Ford himself on October 20, 1927, was put in a Tudor Sedan that Ford personally drove and tested before giving final approval to begin production of the car. At Henry Ford’s request, the engine was eventually placed in a 1928 Phaeton that was reserved in Dearborn for the use of his friend and fellow innovator, Thomas Edison.

    Henry Ford punches the engine number on the first Ford Model A off the assembly line.

    Henry Ford punches the engine number on the first Ford Model A off the assembly line.

  • The 20 Millionth Ford was a 1931 Ford Model A 160-B Slant Windshield Town Sedan. Accompanied off the assembly line by Henry and Edsel Ford, the black car was lettered on the sides and, so it could be seen from the air, the roof, with “The Twenty Millionth Ford.” The Sedan would be taken on a tour of the U.S., stopping at nearly every Ford territory and dealer along the way. Rumored to be lost in a fire sometime after the publicity tour, the car was discovered in Michigan in 1999. After Ford determined it was indeed “The Twenty Millionth Ford,” the company agreed to lease the car from its current owner. Ford then devoted their resources to a complete restoration of the car in preparation for their 2003 Centennial celebration. As part of the lease agreement, the Town Sedan will be displayed at Ford World Headquarters for the following 10 years.
The Twenty Millionth Ford Model A was a Fordor!

The Twenty Millionth Ford Model A was an 8 window 1931 Ford Model A 160-B Slant Windshield Town Sedan!

Henry Ford and his son Edsel in front od a Mod. A Fordor.

Henry Ford and his son Edsel in front od a Mod. A Fordor.

Text Sourced from: www.macsautoparts.com

Greece in the 1930’s

A period advertisement from the first Ford distributor in Greece, J. Kontellis & Co.

A period advertisement from the first Ford distributor in Greece, J. Kontellis & Co.

Finally, few pictures of our Father’s (Emmanuel V. Riginos) 1929 Ford Mod. A Tudor which he brought to Greece upon his return from an extended 15 year period of immigration to the USA. Upon his return to his homeland, he also brought (importing & distributing) the Atwater Kent radios to Greece in the late 20’s – early 30’s.
He used a 1930 Ford Model A Tudor as his car and on the door panels the round “Atwater Kent Radios” logo was affixed.

Ford Mod. A & KENT RADIO

Here Emmanuel and his brother Alekos Riginos admire a newly erected street side advertisement of the ‘Kent Radio’.

Ford Mod. A w. ATWATER KENT logo


He used a 1930 Ford Model A Tudor as his car and on the door panels the round “Atwater Kent Radios” logo was affixed.

Riginos Bros&Atwater car breakdown-ca.1939

The Ford Model A has broken down! The agony of the moment is captured on the faces of Emmanuel and his other brother George Riginos’s faces.

Manolis Riginos Ford Model A Tudor, bearing Greek License Plate No. 30914.

External links:

Model A Ford Reference Sheet, Owners Manual, and Help

Model A Ford Club of America

Model A Restorers Club

The Model A Barnyard

Ford Model A Assembly Plant in Edgewater NJ

www.fordbarn.com

My YouTube Ford Model A Playlist

Model A/AA Ford Websites

Internal Link:

My Next Classic/Veteran Car Investment?

Our Christmas 2012 days in Austria & Germany

We left Athens on Christmas Eve for Munich and then onwards via car rental to Seefeld-Mosern in the Tyrolean Alps of Austria. Returned to Athens the day before New Years Eve, i.e. 30th Jan 2012. Enjoy the pictorial ride with us! :-)

My Blog 2012 in review

The WordPress.com stats helper monkeys prepared a 2012 annual report for my blog. Thank U all for visiting and helping make these thrilling stats! :-)

Here’s an excerpt:

4,329 films were submitted to the 2012 Cannes Film Festival. This blog had 22,000 views in 2012. If each view were a film, this blog would power 5 Film Festivals

Click here to see the complete report.

The VW Käfer is back on the streets!

The finished 1962 VW Beetle made its first 'after the restoration' appearance during the '9th Concours d'Elegance PHILPA 2012'.

The finished 1962 VW Beetle made its first ‘after the restoration’ appearance during the ‘9th Concours d’Elegance PHILPA 2012′.

I am pleased to report that at long last my 1962 VW Käfer restoration project has been completed successfully! And just in time to enter the car in the “9th Concours d’Elegance PHILPA 2012“. The ‘spare no expense’ restoration project lasted about nine months and by all accounts the result is quite stunning.

Picking up the thread of the story since the previous post detailing the process, I add few words before completing the project; the car was loaded on a transporter from the body shop heading to the upholsterer, Christos Tsadilas. There, the TMI upholstery kits were fitted to the car, the front windshield was replaced along with new rubber seals, the carpet kit was improved and fitted.

Here is a short video clip from the unloading sequence:

Afterwards the car was taken to the electrician Stefanos Tokatlian (who had fitted the new wiring loom and had done all the connections), for fitting the new Blaupunkt Frankfurt radio sourced from Koenigs Klassik Radios, plus few other details.

Several last minute missing items were sourced from Oval Dean who carry BBT stock items in Athens, before the car was declared ready. On the first drive home along the highway, the speedo climbed to 110 kph without any hesitation or drama.

The renovated little car with matching numbers is intended to be driven regularly, has normal licenese plates and is pledged to my wife Ivi as a birthday present :-)

Enjoy the photo album here below.

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