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1970 Bolwell Mark 7 Coupe


1970 Bolwell Mark 7 Coupe


1970 Bolwell Mark 7 Coupe


1970 Bolwell Mark 7 Coupe


1970 Bolwell Mark 7 Coupe

A rather rare 1970 Bolwell Mark 7 Coupe

Founded by brothers Campbell, Winston and Graeme Bolwell in 1962, this home-grown company produced some of the best sports cars ever seen in this country and their distinctively styled cars are highly sought after by collectors today. The first model produced in quantity by the fledgling company was the Mark IV, with over 200 built in component kit form – the buyer was left to supply and choose the type of running gear and do final assembly. The low-slung bodywork was made from fibreglass, in either a gullwing hardtop or roadster styles, with the Ford Cortina 1600 the most popular choice of motive power. Although early Bolwells used a separate tubular space-frame chassis, the design was updated into a stronger, lighter (and cheaper to manufacture) monocoque on the Mark IVB. With the Mark V, Bolwell moved towards serious road car production, and Holden’s six-cylinder motor became the preferred engine. Following on from the one-off sports-racing Mark VI, Bolwell’s next road-going model, the Mark VII, was a more mature car in every way. Following Lotus practice, the car had a backbone chassis of folded sheet metal, with sophisticated suspension and a very attractive body strongly influenced by contemporary exotics like the Jaguar E-Type and the Ferrari GTO. Between 1967 and 1972, Bolwell turned out 400 Mark VII cars, some of them sold as complete turn-key cars from the factory but the majority were still sold in kit form. Bolwell went on to build a Ford V8-powered car, the Nagari (or Mark VIII) and the name lives on with the latest 2008 incarnation of the Nagari.

Article from here.




Mach 40


Mach 40


Mach 40


Mach 40


Mach 40


Mach 40


Mach 40

The Mach 40 Results From Affair Between Mustang Mach 1 And Ford GT

JUN 20, 2018 at 9:17AM

By: Chris Bruce

Mix one part 1969 Ford Mustang Mach 1 and the engine from a Ford GT; then add 11,000 man-hours of work.

Taking a 1969 Ford Mustang Mach 1 and adding design cues from the 2005-2006 Ford GT doesn’t seem like an idea that should work. They’re great things separately, but combining a classic muscle car and retro-tinged supercar just sounds weird. However, the team at Eckert’s Rod & Custom spent three years and 11,000 man hours to make this weird amalgamation into a reality. The result that the shop dubbed the Mach 40 came out great.

The team started with a beat-up ‘69 Mustang Mach 1 that was essentially just a rolling shell. From there, the builders created a new, extended chassis to create enough room behind the driver to mount a 5.4-liter supercharged V8 from a wrecked GT. The machine required extensive fabrication, including creating a clamshell rear deck and creating a new suspension setup taking into account the mid-mounted engine. Plus, there was the complex task of making sure there was adequate cooling for the new powerplant.

The shop also took the time to give the engine some more grunt by replacing the stock 2.4-liter supercharger with a 4.0-liter unit from Whipple. A dyno run at the end of the video shows the vehicle producing 660 horsepower (492 kilowatts) and 580 pound-feet (786 Newton-meters) of torque at the wheels – a big upgrade over the GT’s factory rating of 550 hp (410 kW) 500 lb-ft (678 Nm). The builders also have a dial in the cabin for tweaking the ECU to boost the output to 850 hp (634 kW).

The cabin has a very retro look. The driver grips a dished steering wheel and looks at four circular gauge pods. There isn’t a modern infotainment system, and the radio is hidden. A mix of red and black leather upholsters the interior. A glass panel separates occupants from the engine, but it’s still likely plenty loud in there with the engine just a few inches away from their ears.

Source: DIY Garage via YouTube (NOTE: Seems to be broken.)

Damn, doesn’t this thing just captivate your mind ?




A very cold car in Obninsk, near Moscow.




Fotozhaby: The car with “spikes” of icicles in Obninsk

Sohail April 3, 2019

The snapshot of 2016 reached the West – and there the car was turned into a vehicle from Mad Max.

In 2016, a photo of a snow-covered car spread in Russia , in the hull of which dozens of icicles were stuck. The car was in Obninsk near Moscow – the locals told that the owners of the local garages “decorated it with a joke.” Later, the authors of the blog went to the car, who had already become famous on Pikaab, and took a few more pictures.

In the next three years, photos periodically surfaced in the Russian segment of social networks. In the spring of 2019, one of the pictures got to Reddit. Users noted that the car is very similar to the “spiked” car from “Mad Max”, and organized a photoshop battle.

Nota woat. Kifri kote.



GT40 Mk IV

Dan Gurney’s and A.J. Foyt’s gorgeously sensual (and Le Mans-winning) Ford GT40 Mk IV posing at the Detroit Auto Show.

Image by John Lacko.



BMW 2800 Bertone Spicup


BMW 2800 Bertone Spicup Concept (1969)
Bertone styling house came up with many cars that can cause confusion at first glance. This one is a good case in point as it supports the proud BMW kidney grill but still looks nothing like anything else from the Bavarian stable.

This car’s nose slopes down, partially hiding the headlamps under two flip-up covers. It’s this that gives the Spicup a front-end aesthetic similar to that of the Alfa Romeo Montreal, another Bertone-designed masterpiece.

Despite it’s name, it isn’t based on an E9 2800 CS but the Spicup instead was built using the E3 2500 as a base. Bertone shortened the wheelbase of the E3 and moulded the unusual body shape complete with a sliding Targa roof.
The bonnet is another peculiar feature as it has the engine shape cut out and is in permanent view through it. As Bertone had used the E9’s 2800 CS 2.8lt straight-six engine, it was the only way the larger unit would fit in the Spicup’s low snout.
📸 Via @zerorust

Classic Italian gorgeousness.







“Happy that I don’t have any rubbing with the fenders, even at full lock over uneven terrain. It’s a good idea to have your wheels and tires before you make flares. I put it on the lift, took off the shocks, jacked up the suspension and turned lock to lock and went from there.”

Doing it right pays off.

Please emulate.




Best lookin’ 911 I’ve ever seen!

Whoa, Nellie, I’m lustin’!

This thing has got to be over a million bucks!



c 11


Michael Schumacher and Mauro Baldi once piloted this lovely Mercedes C11 Group C car. Seen here at the Esperitu de Montjuïc 2019.




David Chases Al

Al Holbert plunges down the corkscrew at Laguna Seca in his Chevy Monza chased hard by the BMW 320i of David Hobbs in the 1977 Camel GT IMSA race.

The good old days… 22, I was.



375MM Pinin Farina


Ferrari 375MM Pinin Farina looking stunning in Grigio Ingrid – Rossellini was such a charmer – photo by @onlyexclusivecars

The loveliness! A real stunner, it is.



going up the wiley drive

This is me going up Willy and jerri’s driveway back in the day.

We don’t need no 4 wheel drive.

We don’t need no snow plows.

Just 4 Vredestein snow tyres and a nutcase behind the wheel.

Photo by jerri Wiley.



G.T. 350 H


G.T. 350 H


G.T. 350 H


G.T. 350 H


G.T. 350 H


G.T. 350 H


G.T. 350 H


G.T. 350 H

Shelby G.T. 350 H

Rent-a-racer nirvana.

Those were good days… days that we will never see again, thanks to the foul forces of Communism at work in our land.




Biscioni of Bangkok. Photo by @ccourjon

via Petrolicious

ETA: OK, so there’s three Alfas… I am half blind, you know?! Jeez.




Gran Premio de la República Argentina, 1982

Vittorio Brambilla

Image by © Phipps Sutton Images Corbis


Gran Premio de la República Argentina, 1978

Carlos Reutemann

Image by © Phipps Sutton Images Corbis


Gran Premio de la República Argentina, 1981

Alan Jones

Image by © Phipps Sutton Images Corbis

The old days…




This oughtta do it…

It’s a 1960 ZIL-132 6×6 from Soviet Russia. It has a 180bhp gas V8, a 5 speed manual bocks a 2 speed transfer case and locking differentials.

And gynormous freakin’ tyres.




Benz RH Tropfenwagen

This is a Benz RH Tropfenwagen

Maximum Rare.

The following stolen from

Car: Benz Engine: Inline 6 Cylinder
Maker: Tropfenwagen Typ RH (RH = Rennwagen mitt Heckmotor) Bore X Stroke: 65 mm x 100 mm
Year: 1923 Capacity: 1991 cc
Class: Grand Prix Power: 90 hp at 4500 rpm
Wheelbase: 2830 mm Track: Front: 1400 mm Rear: 1300 mm
Notes: 4-speed gearbox, Max Speed 185 kph, Weight 745 kg

In 1921 after World War I, Rumpler surprised visitors at the Berliner Automobile Ausstellung with his revolutionary ‘Tropfenwagen’ (teardrop vehicle), that resembled the gondola of a Zeppelin airship. Edmund Rumpler, was an Austrian automotive engineer who was well-known in post-war Germany as the manufacturer of the successful ‘Taube’ (Pigeon), a German warplane based on an original design by Igo Etrich. Rumpler also had experience in automobile design and manufacturing. In 1903, he had patented a swing axle rear suspension system. Rumpler’s efforts produced a car with an astoundingly low drag coefficient of only 0.28 (when tested in 1979). Its original rear-engine layout combined with independent rear suspension foreshadowed the future.

Rumpler’s concept was of historic significance but most people did not know what to make of this strange vehicle, one exception was Benz’s Berlin representative, Willy Walb, future race team manager at Auto Union who was intrigued by it’s possibilities. He convinced Benz to look at building cars with a similar design both for commercial and racing purposes. Karl Ludvigsen: “Edmund Rumpler and his patent lawyers caused Max Wagner some sleepless nights. Not having a Rumpler license agreement, Benz had to use a rear suspension design that wouldn’t contravene Rumpler’s many patents. As a result the RH had a much more practical system. Its conventional differential was fixed on the frame. It drove the axle half-shafts through universal joints in spherical housings similar to those then widely used for the forward mounting of torque-tube axles.”

Developed under the guidance of chief engineer Hans Nibel, the Benz Typ RH had an advanced twin-ohc in-line six engine with 24 valves, electron pistons, twin Zenith carburetors, a built-up roller-bearing crankshaft, and roller big ends, which gave some 90bhp at 4500rpm, unblown. This engine was located between the cockpit (which enveloped the driver and riding mechanic), and the rear axle, which it drove through a three-speed gearbox mounted as a unit. Inboard rear brakes were employed, a separate crescent-shaped radiator was mounted above the engine cover, and the car had excellent stream-lining with a clean, rounded nose and tapering tail. The radiator mimicking the tall airboxes that are used in modern Formula One cars.

The car competed in only one major race, the Grand Prix of Europe at Monza on September 9, 1923. Three cars were entered for Fernando Minoia, Franz Hörner and Willy Walb. Two of the three cars finished with Minoia in fourth and Hörner in fifth though they were both waved off before they could finish the race due to the track being invaded by spectators. The cars were known for their handling but were underpowered when compared to the supercharged Fiats. Perhaps if a blown engine had been used the results might have been different. As a small consolation the Monza organizers awarded Benz a medallion for their audacious design. The cars later competed in local events in Germany with a handful of hillclimb victories by Walb and later Mercedes works driver Adolf Rosenberger to their credit. On May 16th 1925 Rosenberger won the Tropfenwagen’s final race, the Rund um die Solitude and Benz’s rear-engined experiment was over. Despite their promising start at Monza, these Teardrop racers were not very successful in later Grand Prix and the company returned to building front-engined cars. However, there is little doubt that when Ferdinand Porsche became technical director of Mercedes in 1924, he must have carefully studied all the construction details of this unconventional rear-engined racer some aspects of which served as a model for Porsche’s use of swing-axles and a mid-placed engine layout in his future Auto Union race car.

From Wikipedia:


The Rumpler Tropfenwagen (“Rumpler drop car”, named after its raindrop shape) was a car developed by Austrian engineer Edmund Rumpler.

Rumpler, born in Vienna, was known as a designer of aircraft when at the 1921 Berlin car show he introduced the Tropfenwagen. It was to be the first streamlined production car, before the Chrysler Airflow and Tatra T77. The Rumpler had a drag coefficient of only 0.28, a measurement which astonished later engineers[1] and would be competitive even today. For comparison: the top ten most aerodynamic production cars in 2014/2015 worked their way down from a value of 0.26.[2][3] The Fiat Balilla of the mid-1930s, by contrast, was rated at 0.60.[4]
To enable the car’s aerodynamic shape, the Tropfenwagen also featured the world’s first (single plane) curved windows. Both the windscreen and the side windows were significantly curved.[5]

The car featured a Siemens and Halske-built[6] 2,580 cc (157 cu in) overhead valve W6 engine, with three banks of paired cylinders, all working on a common crankshaft.[6][7] Producing 36 hp (27 kW),[6] it was mounted just ahead of the rear axle.[8] The engine, transmission, and final drive were assembled together and installed as a unit. The Rumpler-invented rear swing axles were suspended by trailing leaf springs, while the front beam axle was suspended by leading leaf springs.[7]

Able to seat four or five,[9] all the passengers were carried between the axles for maximum comfort, while the driver was alone at the front, to maximize view.[6] With the 1923 model, two tip-up seats were added.

Weighing nearly 3,000 lb (1,361 kg),[6] the Tropfenwagen was nevertheless capable of 70 mph (110 km/h) on its mere 36 hp (27 kW).[6] This performance got the attention of Benz & Cie.’s chief engineer, Hans Nibel. Nibel conceived the Mercedes-Benz Tropfenwagen racers using the virtually unchanged Rumpler chassis.[6] Poor sales and increasing losses led Benz to abandon the project.[10] Later Auto Union racing cars resembled the Benz Tropfenwagen racers and were built in part by Rumpler engineers.[6]

Rumpler made another attempt in 1924, the 4A106,[10] which used a 50 hp (37 kW) 2,614 cc (159.5 cu in) inline 4-cylinder engine.[9] This compelled a growth in wheelbase, with a consequent increase in seating to six or seven.[9]

Although the car was very advanced for its time, it sold poorly – about 100 cars were built. Sales were hindered by small problems at the start (cooling, steering), the appearance of the vehicle, and the absence of a luggage compartment. Most were sold as taxis, where easy boarding and the high ceiling were advantages. The last cars were built in 1925.

The Tropfenwagen did become famous thanks to the film Metropolis, in which Rumplers found a burning end. It also inspired the Mercedes-Benz 130H / 150H / 170H road cars.[11]

Only two examples are known to survive, one in the Deutsches Museum’s Verkehrszentrum in Munich and one in the Deutsches Technikmuseum Berlin.

Such innovation. So nice.




This here is a BT-361 Monster Tracked Vehicle based on the world famous KIROVETS Tractor.

I personally have never heard of a Kirovets tractor, but, naturally, that means nothing, as I have never thought about looking for tractors of pretty much any variety.

But, be that as it may…

This thing ROCKS! Should get you where you’re going…



CarlosReutemannFerrari312T3GranPremiodeBélgica1978Image by©PhippsSutton ImagesCorbis

Carlos Reutemann

Ferrari 312 T3

Gran Premio de Bélgica, 1978

Image by ©Phipps Sutton Images / Corbis



1987 LM07 Toyota


1987 LM07 Toyota


1987 LM07 Toyota / Gr.C

  • ◎The final version LM05C Group C car produced by Japan’s Le Mans Garage
  • ◎Powered by a Toyota 3S-G engine (2.1ℓ Inline-4 Turbo)
  • ◎Raced in Fuji and Suzuka 1000km races in 1987 and finished 7th in both races
  • ◎Just finished a complete restoration by a Japanese specialist

The LM07 Toyota is a Group C machine produced by the Japanese Le Man Garage in 1987. The Group C machine not being popular among the casual fans, we need to delve into the background of how this machine came to birth.

In 1982, the Group C was founded, and that October at Fuji Speedway, WEC Japan was held. It had been a while since a world championship was held in Japan so among Japanese constructers, the mood to create a domestic group C machine was high. Among them was Le Man Commercial Group’s contractor division, Le Man Garage, which imported and sold racing cars and parts.

The LM03C debuted on July 1983 at the Fuji 1000km with Haruto Yanagida/Koji Tomioka as drivers. The LM-03 was developed as the third car they developed following the Thunder LM-39 which raced both GC and F2 and the Skyline Turbo C which was developed for the Kyalami 9 Hour Race in 1982. The side radiator of this Group C machine shows major influence from the Porche 956 and the chassis combines the single skin aluminum twin tube monocoque with rear steel tube sub frame.

The car is equipped with a Nissan LZ20B-type 2089cc straight-4 turbo, thus the car entered as the Fairlady Z/C. But due to lack of rigidity of the chassis and lack of engine power and maturation, the car struggled. Next year in 1984, improvements were made and 3 cars were introduced as the LM04C. The cars were distributed to Central 20 racing led by Yanada and Hasemi Motor Sports led by Masahiro Hasemi, with Hasemi/Kenji Tohira finishing 4th at the All Japan Fuji 1000km. In 1985, the Le Man Garage developed a LM05C that passed the safety guidelines introduced that year.

The basic concept follows that of the LM03C and 04C but the monocoque of the footboy, etc. were upgraded to fit the safety standards, and the aluminum honey comb applied to improve the rigidity. Also the body design was revamped with the Venturi-structured under floor and the hollow, called the Porsche hump, was moved to the front to improve the aerodynamics.

On the other hand, the LM05C is fitted with a 2341cc Nissan FJ23 inline-four, four-valve turbo engine. On the right side of the body, a radiator and oil cooler , on the left side an inter cooler was mounted. The LM05C (At the time, called Nissan Turbo C) debuted from Team Le Man at Fuji 500 mile in July, and in the rain at the WEC Japan the trio of Osamu Chugo/Akio Morimoto/Piro Emanuel started from the 23rd grid and finished second to everybody’s surprise after Kazuyoshi Hoshino’s March 85C Nissan, the first Japanese driver and Japanese car to win the WEC.

Next year in 1986, with Nissan providing the powerful VG30-type 3-liter V6 turbo, Le Man decided to change the chassis to March but in order to utilize the good balance that the LM05C had with the smaller-output engine, they created the LM06C with a 2090cc Toyota 4T-GT inline-4 turbo. With CARA as their sponsor, the duo of Akio Morimoto/Frantz Conrad raced in the All Japan Endurance Championship and WEC In Japan, but unfortunately the 10th place finish at the All Japan Fuji 500km was their best finish.

The LM07 Toyota is the LM06C with a Toyota 2140cc inline-4 3S-G turbo. The chassis and body has basically not changed from the LM05C but with OLIO FIAT as a sponsor, Osamu Nakako/Maurizio Sandro Sala pair performed well in this car, such as 7th place finish in the opening race at the All Japan Fuji 1000km. They also finished 10th at the Fuji 500 mile race and 7th in the International Suzuka 1000km. The car put up for auction is the only LM07 Toyota built in 1987, which Japanese specialist restored to running condition. Due to its recent restoration, a shake down and setup of the individual parts are still required.


This thing is gorgeous!



Ford GT40


1968 Ford GT 40.
Mr John of B.
Espíritu de Montjuïc 2019. Circuit de Catalunya.

Timeless and perfect.

My dreamiest dream car of them all.



KOHL automobile GmbH, AC Schnitzer automobile Technik

A wonderful Tukilotu as prepared by the notorious KOHL Automobile GmbH, AC Schnitzer Automobile Technik.

It is to lust after.



Nanni, Brands Hatch, 1972

The great Nanni Galli piloting one of the works Autodelta Alfa Romeo T33TT/3 cars at Brands Hatch in 1972. He qualified 9th and finished 6th.


IckxOliver Mirage M2 69 Nürburgring 1000KmEric della Faille image

The John Wyer Automotive Gulf-Mirage M2 piloted by Jacky Ickx and Jackie Oliver at the 1969 Nürburgring 1000Km.

The awesomeness knew no bounds.

An Eric della Faille image.



Mercedes-Benz 600


Mercedes-Benz 600


Mercedes-Benz 600


Mercedes-Benz 600


Mercedes-Benz 600


Mercedes-Benz 600


Mercedes-Benz 600


Mercedes-Benz 600

This feature is quite simply the best thing ever!

Mercedes-Benz 600

1966, it was…

Mercedes-Benz 600 Sedan

Imagery by Chapron

Source: stefialte

A majestically magnificent machine that definitely had an air of authority surrounding it. You could actually feel it!

I wanted one so bad. But we were poor and I was 11. I still want one today! A 600SEL, especially! Whee!











MGB GT Sebring

MGB GT Sebring

I had a roadster, which was fantastic and fun, but I always lusted for the GT with it’s sexy coupe styling.

fadingNot sure if the MGB GT Sebring was a real thing, what with my rapidly fading memory, but it certainly wouldn’t surprise me.

And then there were the V8s!



Noble Streamline Car and Teardrop Tralier, 1930s

A Noble Streamline Car pulling a Teardrop Trailer. Sometime in the 1930s.

I dunno, man, I really dig it and gol dang it if I don’t want one madly to love and to go hunt dinosaurs in.

Sweet it would be…



lola t 212

A lovely Lola T 212 belongging to Scuderia Filipineti having fun at the Monza Eni Circuit’s Historic 2018 celebrations.

By @rs65photos.



1969 Mercedes-Benz C-111


🔸1969 Mercedes-Benz C-111🔸

We call it a concept car, though Mercedes would term it a research vehicle. First unveiled in 1969, the gull-winged wonder sported a 280bhp three-rotor Wankel engine. In 1970 a refreshed car was wheeled out with a four-rotor powerplant then in 1978 an all-new car emerged, with diesel power, as pictured.

Extremely aerodynamic, as a diesel it broke a speed record for that fuel of 200mph in 1978, and a year later with a 4.8-litre petrol V8 it achieved the extraordinary average lap speed of 251mph.

A total of 16 cars were produced.

I’ve been in mad love with the C-111 from the instant I saw it. An incredible automobile.