1920 Hudson Super Six Two-Man Racing Car

1920 Hudson Super Six Two-Man Racing Car

The Junk Formula Era

This 1920 Hudson Super Six is a two-man racing car likely built to compete in the iconic American “Junk Formula” races of the early 20th century. The interestingly named racing series was named for the cars that raced in it, oftentimes older two-person vehicles with modified passenger car engines fitted to modified road car chassis.

The cars were typically cheap to build and race, and Junk Formula competition quickly gained a reputation for exciting, closely fought battles between daring drivers. The majority of Junk Formula cars haven’t survived to the modern day, many were crashed in competition, but those that weren’t were often scrapped once they were retired from racing – their value was low and they were often in somewhat rough condition from a hard life on the race tracks of pre-WWII America.

Those cars that have survived are now a favorite in vintage racing circles, and the character they exude often can’t be matched by immaculately restored factory-built period racing cars. The popularity of Junk Formula cars has grown significantly in recent years, and it’s now possible to see them being raced competitively in many vintage motorsport events around the world – with some of the cars now being 100 years old or older.

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The Hudson Super Six

The Hudson Super Six earned the nickname “The Superlative Six” thanks to its excellent engineering, particularly for the era. It was first introduced in 1916, and featured an inline-6 F-head (inlet over exhaust) design with a total capacity of 289 cubic inches (4.7 litres), an output of 76 bhp at 2450 rpm, with a 3-speed gearbox and 2-wheel mechanical brakes.

Hudson’s new Super Six was quicker and better built than many more expensive automobiles at the time, and as a result it sold 25,772 units in its year of introduction – a 100% increase over Hudson sales the previous year. Much of the sales enthusiasm came from a series of high-speed Hudson Super Six demonstration runs made on Long Island in December 1915 to showcase the new model, the runs were highly publicized and it turned out to be a marketing masterstroke.

The 1920 Hudson Super Six Two-Man Racing Car

The car you see here is a 1920 Hudson Super Six that’s been modified for Junk Formula competition, it’s fitted with an inline-6 Hudson engine, and rides on a shortened standard Hudson frame. It has Rudge Whitworth-type racing wheels all on four corners, with racing tires (that now need replacing of course), and a cast aluminum Miller-style aerodynamic nose.

The history of the car isn’t clearly known, but it would certainly make for an interesting research project. It was bought from 20th Century Fox in 1961 and it is visible along with the other racers at the beginning of the film Seabiscuit.

It’s being offered for sale with an estimated value of between $20,000 and $30,000 USD as part of The Bothwell Collection on the 11th of November. It could potentially make an excellent vintage race car once it’s been recommissioned, and its cinematic history will likely add significantly to the interest surrounding it.

If you’d like to read more about the car or register to bid, you can click here to visit the listing on Bonhams.

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Images courtesy of Bonhams

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Moto-Lita Eagle 4 Woodrim Steering Wheel

Moto-Lita Eagle 4 Woodrim Steering Wheel

Moto-Lita is a British company with a fascinating history, it was founded by Simon Green, who had started working at the iconic Cooper Car Company at the age of just 14. His attention to detail was immediately apparent, as was his ability to work with wood and metal – so they set him the task of building the steering wheels that would be fitted to all Cooper cars.

After working at Cooper, Connaught Engineering, and Hersham & Walton Motors (HWM), Green set out by himself, establishing his own company in an abandoned chicken shed on a farm in Esher.

Before long he was so busy he needed to bring on staff, not long after this he received a lucrative contract to make steering wheels for Aston Martin. Over the next few years he took on contracts for AC Cars, Carroll Shelby (for the Shelby Mustang), Austin Healey, Caterham, Chevron, Cooper, Excalibur, Jaguar, Jensen, Lister, Lola, MG, Opel, Panther, Rolls-Royce, Rover, TVR, Vauxhall, Morgan, as well as Penske, Lola, Chevron, and March.

The Eagle 4 is a woodrim steering wheel from Moto-Lita created in the style of some of their earliest designs. It has 4 sturdy spokes for excellent rigidity, with a laminated and riveted wooden rim, a polished finish, and a Moto-Lita 9 Bolt fitting. It can be ordered in a two levels of thickness, and in your choice of dark brown or mid-brown.

Buy Here

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Restomod: 1963 Ford Bronco 302 V8

Restomod: 1963 Ford Bronco 302 V8

THE FIRST GENERATION FORD BRONCO

The concept of the Ford Bronco was developed by the same two men who came up with the idea for the Mustang and subsequently created the pony car genre – forever transforming the American sports car market.

The men were Ford product manager Donald N. Frey and Lee Iacocca, and in the 1960s they were likely the two most important men working at Ford, and certainly two of the most influential in the American motor industry. They developed the Ford Bronco concept to compete with the International Harvester Scout, Jeep CJ, and the Land Rovers coming out of Britain.

The engineering was kept simple, front and rear axles were borrowed from the F-100, as well as the brakes. A simple box-section ladder chassis was developed with a 92 inch wheelbase – offering excellent manoeuvrability off-road.

The first engine offered was the reliable 170 cubic inch straight-6 with solid valve lifters, a heavy duty oil pump, and a carburettor with a float bowl designed to tolerate tilting.

The body design was kept simple, with not much consideration given to aerodynamics. The windscreen is a flat pane of glass and both door skins are identical – with the exception of the location drilled for handles and hinges.

The first generation Bronco was built between 1966 and 1977, and over the course of its life additional engine options were added to offer more power. Starting with the original 170 straight-6, the 200 straight-6 was next, followed by a 289 V8 and a 302 V8 – the latter of which offered 205 hp – which was probably slightly more than was wise considering the suspension and brakes on offer.

Ford built second, third, fourth, and fifth generation Broncos – the fifth generation was made famous for all there wrong reasons by O. J. Simpson in 1994. In more recent years Ford announced that the Bronco would be returning in 2020, this new immediately set the automotive world alight with speculation – with many hoping it would be a return to the simpler styling of the first generation Bronco, following in the footsteps of the retro-futuristic Mustang released in 2005.

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The 1963 Ford Bronco 302 V8 Restomod Shown Here

The simple design of the first generation Ford Bronco has aged exceedingly well, prices have been climbing in recent years and the time when you could pick up a solid one for not a whole lot of money seems to have gone for good.

When it was first introduced, the Bronco was offered with a solid, reliable, albeit a little boring 2.8 litre straight-6. The popular V8s would come a little later, though many modern Bronco owners have since retrofitted their vehicles with uprated engines, typically V8s but occasionally hefty diesels too.

The Bronco you see here is a restomod, benefitting from a slew of upgrades including a 302 cubic inch V8 with a Holley Street Avenger 4-barrel carburetor, dual exhausts, Warn locking hubs, 15-inch alloy wheels, Stewart-Warner gauges, a roll bar, and both a white hardtop and matching soft top for the summer.

It’s also been fitted with power steering and power assisted brakes, tan bucket seats, a rear tire carrier, and a new coat of Red Rose Pearl paint. If you happen to be in the market for a pristine first generation Bronco, you’ll can click here to visit the listing on Barrett-Jackson to read more, or register to bid.

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Photo Credits: Mecum Auctions

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Aether Moto Gloves

Aether Moto Gloves

Aether’s Moto Gloves have traditional 100% cow hide construction, with a double layer on the palm to provide additional abrasion resistance in the event of an accident – the hands are often the first thing to hit the asphalt after all.

All of Aether’s motorcycle gear comes with an impressive lifetime warranty, and a 50% crash replacement policy – so it only costs you half as much to replace your gear if you have a mishap.

Tough nylon thread is used throughout the Aether Moto Gloves to ensure exceptionally strong seams, there’s a double layer of leather along the top of the fingers, and there’s knuckle armor too. The wrist closure is adjustable velcro, and there’s elastic at the top and bottom of wrist to ensure a snug fit.

Buy Here

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Jaguar Mark II – The Gentleman’s Express

Jaguar Mark II – The Gentleman’s Express

The Gentleman’s Express

The Jaguar Mark II is commonly referred to as the “Gentleman’s Express”, particularly the 3.8 litre version fitted with the twin cam XK straight-6, capable of 220bhp in stock trim, a top speed of over 125 mph and 0 to 60 mph time of 8.5 seconds. These are genuinely remarkable figures for a 4-door saloon car first offered for sale in the 1950s.

The most famous of all the MK II Jaguars is undoubtably the one used as a getaway vehicle in The Great Train Robbery in 1963, the speed and handling meant that there wasn’t a police constable in the country that could keep up with the enterprising thieves. The MK II would be used in a number of robberies, typically either the 3.4 or the 3.8, and different getaway drivers had their own preferences on which engine they wanted for a heist.

The 3.8 Litre XK Engine

The 3.8 litre variant of the Jaguar XK engine has the same block, crank, connecting rods and pistons as the version used in the E-Type of the era (know as the Jaguar XKE in North America), but had a different inlet manifold and one less SU carburetor – resulting in approximately 30 bhp less power. Enthusiast owners have been known to acquire E-Type inlet manifolds and carburetors to correct this deficit – further increasing top speed and lowering the 0 to 60 time.

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MK II Motorsport Successes

The Mark II also enjoyed a long life in motorsport, with Bob Jane won the 1962 Australian Touring Car Championship driving a 3.8 Litre Mark II, then taking the same championship a year later in a Mark II with a 4.2 litre XK engine.

Michael Parkes and Jimmy Blumer won the 1962 The Motor Six Hours International Saloon Car Race in a 3.8 Litre Mark II, Peter Nöcker won the 1963 European Touring Car Challenge driving a 3.8 Litre variant, and Roy Salvadori and Denny Hulme won the 1963 Brands Hatch 6 Hours driving a 3.8 Litre Mark II. The full list of the wins taken by the Mark II is too long to publish here, but it’s safe to say that there weren’t many full size 4-door saloon cars anywhere in he world that could rival the 3.8.

The 1967 Jaguar MK II 3.8 Litre Shown Here

This MK II was delivered new in 1967 to France, and rather impressively it still has its matching engine/chassis numbers from the factory – a rarity as it was often cheaper to swap out the engine than repair the original. It is wearing a different color that it was originally, now in English White instead of grey, which most people would probably agree is a better choice.

The car does benefit from a series of carefully considered upgrades including a new 5-speed gearbox (the original matching-numbers unit still accompanies the car), with a new clutch, modern shock absorbers all round, and modern poly bushings to improve road feel and steering response. Electric power steering has been fitted with a new slightly smaller Motolita steering wheel, but the original equipment comes with the car should a new owner wish to return it to factory spec.

A new high torque starter motor has been installed, as well as an oil cooler, and a Kenlowe fan. The original front seats have been replaced with a pair of Series 1 E-Type bucket seats – far better for spirited driving. The Jaguar tachometer has been replaced with a more reliable Stack gauge, and in the interest of safety, 3-point seat belts have been installed to replace the original lap belts.

This car is currently for sale by Eleven Cars in Paris, if you’d like to read the listing or enquire after buying it you can click here to visit the listing.

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Images courtesy of Kevin von Campenhout

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Victorinox Forester Wood Swiss Army Knife

Victorinox Forester Wood Swiss Army Knife

The Forester Wood Swiss Army Knife by Victorinox was designed as an outdoorsman’s knife that contains just about everything you need to set up a rudimentary camp site, open a tin of beans and a bottle of wine, and maybe even fashion yourself a spear in case one of those pesky Yetis comes for a nocturnal visit.

The Forester has a large locking blade, a wood saw, a can opener, a corkscrew, a bottle opener, a lockable 5mm screw driver, a 3mm screw driver, a key ring, a wire stripper, and a reamer/punch.

Combining this knife with a fire steel and a space blanket would potentially form a good basis for a minimalist, lightweight survival kit for motorcycle road trips – when weight and room are at a premium.

More Here

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Retro Racer: KTM 400 EXC-R

Retro Racer: KTM 400 EXC-R

When people set out to build their first custom motorcycle, it very rarely goes as well as it did with this KTM. It’s the work of former British Top 10 Motocross racer Dan Ridge, who’s now retired from active competition and spends his time embroiled in the far more challenging and fast-paced world of fatherhood to a family of 4.

Donor Bike – KTM 400 EXC-R

The bike started out as a bone-stock 2004 KTM 400 EXC-R – a single cylinder, four-stroke, liquid-cooled dirt bike with a 6-speed gearbox, approximately 44 hp (depending on market and spec), and a dry weight of 111 kilograms (245 lbs).

Dan wanted to turn the bike into something that referenced the iconic KTMs, Maicos, and Husqvarnas of the 1970s – with his main source of inspiration being the famous Roland Sands Design Kurt Casselli custom KTM from 2015.

With a busy IT career and four kids the build process began in 2015 but took a full 2 years to complete. Dan’s attention to detail shines through, and as a former racer, he was careful not to compromise the functionality of the bike in any way.

The Build Process and Parts

The build started as they all do – with a tear down and an inspection of the bike. It was decided that a new fuel tank, seat, seat rail, side covers, and mud guards would be needed – with a new subframe to accommodate the new seat.

The new fuel tank was hand fabricated from aluminum, along with a new seat pan, and the front and rear fenders – which are reproductions of the ones used on a 1970s-era Husqvarna. The new subframe was designed and fabricated by the team at Lumley Engineering, and the seat was upholstered using the kind of thick foam you’d typically find on a desert racer from the 1960s.

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As this bike was never intended to be road legal, there was no need to worry about lighting and their required wiring, this helped to simplify things as there was no need to splice into the stock wiring loom – a point at which many first time customs begin to falter.

Dan rebuilt the front and rear WP suspension with all new internals, and replaced all ball bearings on the now 13 year old bike. The frame and subframe were powdercoated, and the front and rear Brembo brakes were comprehensively rebuilt. As a hat tip to his inspiration, Dan fitted the RSD Gear Drive LED Fuel Indicator Cap – a clever electronic fuel cap that can be pre-programmed to give you an LED warning light when your fuel level reaches a certain level.

In order to ensure the bike would be as quick as possible on the dirt, Dan fitted a matching set of Mefo-Sport tires front and back, before sending the bike off to JoeBys Airbrush Art for its final paintwork.

The completed bike is a faithful homage to its RSD godfather, and importantly it hasn’t lost any of the ability of the exceptional dirt bike that it started out as. If you’d like to see more of Dan’s work you can click here – We don’t know what he has in store for his next project, but if this is his starting point it’s safe to say it’ll be an impressive motorcycle.

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Photographer Credit: Dan Ridge

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Steve McQueen’s Race Suit and Helmet from “Le Mans”

Steve McQueen’s Race Suit and Helmet from “Le Mans”

This is the original Steve McQueen race suit and helmet from his now legendary 1971 film Le Mans. It’s a movie that any self-respecting car nut will have already seen half a dozen times, and despite its initial lack of box office success, it’s become a cult classic in later years due to its realistic depiction of the 24 hour endurance race.

The film was a passion project for McQueen, and it includes real racing footage from the 1970 Le Mans. Interestingly, Steve McQueen’s company Solar Productions actually entered a car into the 1970 race, a Porsche 908/2 which Steve McQueen had co-driven to a 2nd place in the 12 Hours of Sebring previously.

Despite the fact that the car was weighed down with camera equipment, it managed to finish 2nd in its class and 9th overall – despite not being officially classified as it had not covered the required minimum distance (due to stops to change film reels).

McQueens race suit from the film is a major piece of cinema history, particularly for those of us with gasoline in our veins. It’s due to sell with RM Sotheby’s on the 6th of December at the New York Icons Sale. If you’d like to see more you can click here to visit the listing.

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Images courtesy of RM Sotheby’s

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Documentary: The Meyers Manx Story

Documentary: The Meyers Manx Story

The Meyers Manx Story is a look back at the man (and the car) that revolutionized beach buggies in the mid-1960s. Bruce F. Meyers developed a unique fiberglass body that could be fitted to a shortened VW Beetle floorpan, keeping the engine, transmission, suspension, brakes, and steering in place.

In 1965 Bruce started selling kits for people who wanted to build their own Meyers Manx buggy – and they sold like hotcakes. They sold so well in fact that it was difficult to keep up with demand, and a slew of copycats popped up offering Manx clones for discounted prices, often with suboptimal materials and construction quality.

Over the course of the Manx heyday it’s estimated that over 350,000 were build – however only 5,000 or so of those were official Meyers Manx buggies. Bruce sought to legally protect his unique design however the judge controversially ruled that his patent as unpatentable – opening the floodgates for those copying the design and resulting in B. F. Meyers & Co. going out of business in 1971. The judge’s decision has been widely panned in the years since, and the continued success of the unique design is often pointed to as evidence of the fact that it was a textbook case of a patentable invention.

Fortunately the story doesn’t end there for the Manx. Bruce brought his buggy back in 2000 for a new generation, with updated designs including the Classic Manx, the Manxter 2+2, the Manxter DualSport, the Kick-Out Manx Traditional, the Kick-Out Manx S.S. and more. The Meyers Manx was an instant success back in the ’60s, and remains one of the most successful cars in history that wasn’t built by a major automaker.

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Photo Credits: Erik Fuller ©2017 Courtesy of RM Sotheby’s

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2007 Shelby Mustang GT Concept Car #1

2007 Shelby Mustang GT Concept Car #1

Meet Carroll Shelby

Carroll Shelby started out as a chicken farmer before getting the racing bug, and despite a serious heart condition he managed career racing against the best drivers in the world – and frequently beating them.

After being forced by his doctors to hang up his driving gloves in 1959 (after winning at Le Mans with Aston Martin) he turned his attention to building cars, and in less than 10 years he’d created the icons that are the AC Cobra and the Shelby Mustang. In the decades that followed he became by far the most famous name in American performance car tuning, and today his early creations regularly fetch over $1 million dollars at auction.

The Shelby Mustang GT Concept #1

The car you see here is the first in a new series of Mustangs developed by Shelby and his team after the launch of the new Shelby GT-H Mustang in 2006. The “H” in the model name stands for “Hertz”, as in the rental car company, as back in 1966 Shelby and Hertz had teamed up to build a series of special black and gold cars that were almost certainly the fastest rental cars in the world at the time.

Skip forward 40 years and Shelby was once again building a high-performance Mustang for Hertz, and they proved so popular that Ford and Shelby teamed up to create an all new Shelby Mustang GT for release in 2007.

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A factory fresh 2007 Ford Mustang GT was shipped to the Shelby Automobiles facility for modifications including a Ford Racing Powerpack (a 90mm cold-air intake and an ECU remap), Ford Racing performance mufflers and an X-pipe. To improve handling the cars were fitted with Ford Racing struts and suspension that lowers the car 1.5 inches and tightens up the ride. There are stiffer anti-roll bars front and rear, and a twin-tube strut tower brace to increase chassis rigidity in the engine bay and improve steering responsiveness.

The rear axle is replaced with a new unit containing a 3.55:1 diff ratio, unlike the GT-H, the Shelby Mustang GT comes with the option of a proper 5-speed manual gearbox fitted with a Hurst shifter, and the option to turn off traction control.

The new Mustangs went on sale with a starting MSRP of $36,970 USD, and they sold like hotcakes. Sales numbers were capped at 10,000 units annually to conserve exclusivity, and while these cars will never be as valuable as their 1966 counterparts, they’re still bonafide Shelby Mustangs – as American as apple pie, and multiple orders of magnitude faster.

The car you see here is the very first one that was shipped to Shelby Automobiles as a testbed for the engine, drivetrain, suspension, and ECU changes. It was also used to test the Whipple supercharger, Baer brakes, and 20″ Razor wheels. Perhaps most importantly, it’s the car that was used at the New York International Auto Show during the Shelby GT’s introduction.

There are a few things all car collectors love, and one of them is the ability to buy a number 1 car. We expect GT Concept #1 to attract plenty of attention when it rolls up onto the auction block with Barrett-Jackson at the Las Vegas Auction between the 19th and 21st of October.

If you’d like to read more about it or register to bid you can click here to view the listing.

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1956 Cooper-Climax T39 Bobtail Racer

1956 Cooper-Climax T39 Bobtail Racer

The Coopers, and the Cooper-Climax Bobtail

The mid-engined Cooper-Climax Bobtail was an early part of a major global motorsport revolution. Its mid-engined layout combined with a space frame chassis and lightweight alloy body would form a template that would be copied far and wide – eventually becoming the de facto structure for almost all sports racing cars.

The Cooper Car Company was started in 1947, and almost immediately the father and son team of Charles and John Cooper turned established race car design principles on their head. They had very limited access to parts and materials due to the fact that WWII had ended less than 2 years prior, and rationing was still the order of the day across Britain.

This limited parts supply meant the men had to do the best they could with what they had, so they used Fiat Topolino front ends for suspension and brakes, welded up a frame and installed a 500cc JAP motorcycle engine.

The engine had to be installed in the back, as it had a chain final drive which needed to be connected to the differential. It’s unlikely that the father and son team could have guessed that their parts bin special Formula 3 car would trigger a revolution that would forever change the top tier cars of Formula 1 and Indy 500.

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The Cooper Car Company built over 300 Formula 3 cars in the 1940s and 1950s. Their vehicles were so dominant that they would win 64 of the 78 major races between 1951 and 1954.

By the early 1950s the company had begun building Formula 2 cars, and in 1955 they started building Bobtail sports cars – so named for the abrupt cut off at the rear end, a design feature to take advantage of Kammback aerodynamic theory. Though John Cooper used to like to joke that it had been necessary to cut the back off so it would fit in their transporters.

These Bobtails used inline-4 Coventry Climax FWA engines with a SOHC, a 4-speed gearbox, and a lightweight aluminum alloy body. Unusually the cars have a central driving position which offered excellent visibility and far more side impact protection than drivers were typically used to.

Cooper Bobtails enjoyed great success not only in Europe but across the pond in the USA, and in Australia too. It’s thought that ~50 were built, and only approximately half that number have survived to the modern day. Original cars are highly sought after by vintage racing enthusiasts and collectors.

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The 1956 Cooper-Climax T39 Bobtail Racer Shown Here

This particular Bobtail belonged to wealthy gentleman racer and son of glamorous Woolworths heiress Barbara Hutton – Lance Reventlow. He bought this car and one other in the mid-1950s via the Southern Californian Cooper distributor Warren Olson, and raced them with much success.

Reventlow took 5 wins, 1 x 2nd, and 2 x 3rd places, as well as a 1st in class (co-driven with Ritchie Ginther) at Elkhart Lake, and a 2nd in class at the Nassau Speed Week in the Bahamas.

In 1958 Reventlow sold the car to friend and fellow racing driver Harry Banta, who entered numerous races including events at Stockton, Laguna Seca, Cotat, and Oakland Airport. In 1962 he retired the car from competition use and road registered it for use in California.

Over the course of its fascinating life the Bobtail made its way to Australia, still powered by with the 1450cc Coventry-Climax engine that had been fitted by Banta. This motor is fitted with a pair of 40DCO3 sandcast Weber carburetors and an ERSA Alliance 4-speed gearbox.

The Bobtail is due to be auctioned by Mossgreen on the 14th of October in Melbourne, Australia. If you’d like to read more about it or register to bid you can click here to visit the listing.

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Images courtesy of Mossgreen

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Bell Bullitt Carbon RSD Range Helmet

Bell Bullitt Carbon RSD Range Helmet

The new Bell Bullitt Carbon RSD Range Helmet has (as the name suggests) a full carbon composite shell. Underneath there’s a multi-density EPS liner, and a removable, washable and anti-bacterial brown micro suede interior.

The Bell Bullitt was designed by Chad Hodge initially as a concept, but it proved so popular that Bell worked with him to put it into production, and it’s now become almost the de facto full face helmet for those who ride vintage and classic motorcycles.

The Bullitt is built to pass both DOT (USA) and ECE (EU) helmet certification standards, it also comes with a five-year warranty, and it ships with both a clear bubble shield and a flat Silver Iridium shield.

Buy Here

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1977 Speedway World Championship Final Winning Jawa Racer

1977 Speedway World Championship Final Winning Jawa Racer

The Jawa 500 DOHC is one of the most successful speedway motorcycles of its time, largely thanks to its incredibly solid and simple construction. Jawa was founded in Prague, Czechoslovakia in 1929 by industrialist František Janeček who had bought the remnants of motorcycle manufacturer Wanderer. The name “Jawa” was created by combining the first two letters of his surname and the first two letters of Wanderer “Ja + Wa”.

The company made a name for themselves building reliable and affordable motorcycles, but it was their racing division that really made the company famous – punching well above its weight and beating many of the world’s best on the circuits of Europe, North America, Australia, and New Zealand.

The Jawa 500 DOHC Racer

In the 1970s, the speedway racing Jawa 500/894 made an appearance alongside the Jawa 500/895 – which was its long track racing sibling. Jawa designed these motorcycles with a strong focus on building a bullet-proof engine and gearbox, with the lightest possible frame and ancillaries.

The Jawa DOHC 500 used a four-stroke, 494cc, DOHC, single-cylinder, air-cooled alloy engine with a single carburetor, and a header pipe that exits out the front and down the right side of the bike. The engine has a 13.5:1 compression ratio, an 85mm bore with an 87mm stroke, a single overhead spark, 4 valves, a 34mm carburetor, and 60-65 hp at 7500 rpm.

The dry weight of the Jawa 500 DOHC is just 85.5 kilograms (188.5 lbs), making it a supremely flickable motorcycle – ideal for the fast paced, millimeter perfect riding style needed for speedway, but also well-suited to dirt track and ice racing.

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The 1977 Jawa 500 DOHC Speedway Racer Shown Here

The Jawa you see here is the one piloted by Ivan Mauger to his hugely popular 1977 Speedway World Championship Final win in Gothenburg, Sweden. Prior to this, his last Speedway World Championship Final win was in 1972, and some were implying he was getting too old for racing, and was perhaps due for retirement. He then won his third long track title in 1976 and shut them all up.

In 1977 in Gothenburg Mauger found himself in the joint lead with Ole Olsen on 11 points as the final race began. It was raining heavily and his years of experience played to his advantage, he avoided a heavy accident between Olsen and Australian rider John Boulger, and took his time preparing himself for the restart.

His preparation paid off, and he got a dream start off the line and led by so much he later said that the four laps were almost a formality. He saluted the crowd coming off the final corner and took the win.

The frame and all ancillaries of the bike remain untouched since the 1970s, and the engine fitted is number “153” – the one that was taken to Australia and New Zealand during the 1976/1977 winter, winning the Australasian Championship at Sydney Showgrounds in February ’77.

If you’d like to read more about this bike or register to bid you can click here to visit the listing on Bonhams. They’re estimating its value at between £12,000 and £18,000, and it comes with a selection of trophies, awards, and ephemera from 1977 – including a Longtrack “Golden Helmet”.

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Images courtesy of Bonhams

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The Art of Ricardo Rodriquez

The Art of Ricardo Rodriquez

Ricardo Rodriquez is classically trained Spanish artist from Valencia, he studied Conservation and Restoration of Cultural Heritage at the Valencia Polytechnic University, and when he’s not working he likes to create portraits from the world of vintage motoring.

This is just a small selection of his works, but they do a good job of capturing his unique style. If you’d like to see more from Ricardo you can click here to visit his website.

You can also follow Ricardo here on Facebook or Instagram

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$100,000 Project Bike: 1929 Brough Superior SS100 Pendine

$100,000 Project Bike: 1929 Brough Superior SS100 Pendine

The Pendine SS100 was Brough Superior’s top of the range motorcycle when it was released in 1927. It was fitted with a special JAP KTOR 8/45 hp V-twin engine with four-cams, a bevel-drive magneto, and a number of other performance enhancements that meant it was capable of a guaranteed top speed of 110 mph. A ludicrous speed for the late 1920s, particularly when you consider the tires, brakes, suspension being used. Not to mention the somewhat haphazard condition of the roads.

The Brough Superior SS100 Pendine engine/gearbox you see here are factory originals that were delivered to a customer in Melbourne, Australia on the 28th of February 1927. Over the years the frame and engine/gearbox became separated, however the original frame now lives in Japan and has a replica engine fitted. The frame you see here is a replica, and it’s clearly being offered as an unfinished, although very promising project motorcycle for somebody with the requisite talent and financial means.

If you’d like to read more about it or register to bid you can click here to visit the listing on Bonhams.

A Brief History of the Brough Superior

The Brough Superior SS100 is a motorcycle that needs no introduction to anyone with even a passing interest in motorcycle history. Although the term “superbike” wouldn’t be coined for many more decades, the SS100 was unquestionably the first real superbike. George Brough proudly introduced the SS100 in 1924, the name stands for Super Sport and the 100 is a reference to the motorcycle’s top speed – a guaranteed 100 mph.

Each Brough (pronounced “bruff”) was built from the very finest parts available in England and marketed as the “Rolls-Royce of Motorcycles” – a comparison that had been first used by a motoring journalist during a test ride. In later years Brough received an official approval from a Rolls-Royce executive to use the term, after he’d been impressed during a tour of the Brough Superior factory.

Perhaps most the most famous Brough Superior customer was T. E. Lawrence (otherwise known as Lawrence of Arabia) who owned a number of Broughs, including three SS80s and at least two SS100s. Lawrence was killed tragically while riding one of his SS100s, he swerved to avoid two young boys who were in the road, saving their lives but costing him his own.

The SS100 would stay in production from 1924 till 1940, switching from JAP (J. A. Prestwich) engines to Matchless engines in 1936. Early bikes used Sturmey-Archer 3-speed gearboxes, and post-1936 models were fitted with 4-speed Norton gearboxes. Each bike was tailored to its new owner, and customers were encouraged to suggest custom additions and modifications. Handlebars were shaped for each individual client’s arm length and riding posture, to ensure they’d be comfortable on longer rides.

The Brough Superiors that have survived to the modern day are now amongst the most valuable motorcycles in the world. In recent years the company has been brought back, and it’s now producing an all-new version of the SS100, with a price tag in exactly the sort of range you’d expect.

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Images courtesy of Bonhams

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Shoal Floating Tent

Shoal Floating Tent

The Shoal Floating Tent is 100% inflatable, meaning there are no tent poles, guy ropes, or pegs to worry about. Both the base and frame are inflated to 10 PSI, and due to the fact that the air frame is flexible it can withstand high winds, storms, and heavy rain without issue.

The base of the Shoal Tent is a 6 inch thick inflatable floor that acts as both a raft and an air mattress. The tent fabric is heavy duty, 100% waterproof, and sealed with tough #8 zippers. The sides of the tent all attach and detach using a heavy duty hook and loop system, allowing occupants to get in and out through the sides or out through the main doorway.

The tent can be set up just as quickly as you can pump it up, owners can use foot pumps, hand pumps or electric pumps – with the latter being the quickest option. It’s recommended that campers tether themselves to an anchor or land-based fixed object for safety – otherwise you’re likely to wake up miles from where you went to sleep (though hopefully not as you go over a waterfall).

If rivers, lakes, ponds, or dams are in short supply where you intend to camp, the Shoal Floating Tent can also be set up on land and used as a regular tent with a built in inflatable mattress.

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Via Hi Consumption

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1988 BMW E30 M3 EVO 2

1988 BMW E30 M3 EVO 2

The Original M3 – The BMW E30 M3

The BMW E30 M3 is widely considered one of the best drivers’ cars ever made, if not the best outright. It’s the car that BMW uses as a driving dynamics reference for many of its modern vehicles, and it’s still regarded as the most successful racing car of all time.

The road going version of the E30 M3 owes its existence to homologation regulations – BMW wanted to create a special version of the E30 coupe for motorsport, and the rules dictated that a minimum number of road cars be built to a specification close to the race car.

The first M3 appeared in 1985, it was directly based on the regular E30 coupe unibody, but it used 12 unique outer body panels, including its distinctive box flared fenders. The only outer skin elements used from the regular E30 were the doors, bonnet, roof, and sunroof.

The real magic of the E30 M3 lay under the body, the engine, drivetrain, suspension, and brakes were all developed in a typically German fashion – with serious attention to detail. The BMW S14 engine was developed specifically for this model using the M10 block and a shortened version of the head from the M88 engine, that had been originally used on the BMW M1.

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The DOHC S14 engine was offered with capacities from 1990cc, to 2303cc, to 2302cc, to 2467cc, although the 1990cc version was only ever offered in Portugal and Italy to take advantage of the under-2 litre tax bracket.

Suspension was completely revised from the standard E30, with increased caster angle, aluminium control arms, revised front strut tubes, and thicker anti-roll bars. Brakes were also significantly upgraded, with new rotors, calipers, and a special brake master cylinder. The gearbox was a Getrag 265 5-speed, different versions were offered for US and Euro markets, with there Euro-spec cars getting the desirable dogleg version.

Over the course of its competition life, the E30 M3 would win the World Touring Car Championship in 1987, the European Touring Car Championship in 1987/1988, the British Touring Car Championship in 1988/1991, the Italia Superturismo Championship in 1987/1989/1990/1991, the Deutsche Tourenwagen Meisterschaft in 1987/1989, the Australian Touring Car Championship in 1987, the Australian Manufacturers’ Championship in 1987/1988, the AMSCAR Series in 1987/1991, and the Irish Tarmac Rally Championship in 1990.

There were also a slew of major race wins including the 24 Hours Nürburgring (5 times), the Spa 24 Hours (4 times), and the RAC Tourist Trophy.

There have been many great M3s over the years, but none have quite matched the legendary status of the original – though a couple have come close.

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The 1988 BMW E30 M3 EVO 2 Shown Here

The E30 M3 you see here is a 1988 model, meaning it’s an EVO 2 car with the 217 hp, 181 lb.ft version of the S14 engine fitted – up from the 197 hp and 177 lb.ft in the first of the E30 M3s. This increase in power was due to a revised cylinder head, larger exhaust headers, an increased compression ratio, and a new camshaft profile.

Only 500 examples of the EVO 2 were ever made, making it the second rarest of the M3s, after the Europameister M3 – all of which were signed by Roberto Ravaglia.

The car you see here is number 264 of the 500 BMW E30 M3 Evo 2 cars built, it’s wearing its correct Misano Red paint work, and it’s been professionally converted to righthand drive (using E36 steering components) after being imported into Australia in 2009.

During its recent refurbishment it was fitted with new suspension, new shocks, new brakes, new exhaust, new headlining, new dashboard, and all new paint. The car is due to roll across the auction block with Mossgreen on the 14th of October at the Motorclassica Auction, with an estimated value of between $145,000 to $175,000 AUD. If you’d like to read more about it or register to bid, you can click here to visit the listing.

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Images courtesy of Mossgreen

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Roue SSD Watch

Roue SSD Watch

Roue launched a series of new wristwatches this year, all of which are inspired by motorsport timepieces from the 1960s and 1970s. Unlike many other companies in this space, they’re targeting an audience that doesn’t want to (or can’t yet afford to) spend thousands on their watches. All of the Roue designs can be had for prices between $160 and $230 USD.

The model range consists of 4 watches, the SSD, SHR, HDS, and CAL. All share the same fundamental 316L stainless steel case design, with the same ultra scratch resistant sapphire crystal glass, and reliable Japanese Seiko quartz movements. The SSD shown here is 5 ATM (50 meters) water resistant, and comes with both the rally style genuine leather band (shown here), and a tough nylon band for water sports and other non-leather-friendly pursuits.

The case diameter of the Roue SSD is 41.5mm, with a thickness of 9.8mm, and a lug width of 22mm. There are 3 color combinations to choose from, and it’ll set you back a rather reasonable $190 USD.

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1985 Ducati 750 F1

1985 Ducati 750 F1

The Ducati 750 F1 is remembered by the marque faithful as the last of the original Ducatis, it would be the last superbike developed and built by Ducati before the Cagiva takeover in late-1985.

Controversially, Cagiva had intended to rebadge Ducati motorcycles with their own branding, however this would likely have led to an armed insurrection across the Italian peninsula, ending in public hangings à la Mussolini.

Wisely the Cagiva board of directors elected to keep the Ducati name alive.

The Ducati 750 F1

The Ducati 750 F1 was first offered to the public in 1985, and was sold until 1988. It was based on the hugely successful Ducati 600 TT2, a race bike that had won the 1981 Formula 2 World Championship, as well as the 1982, 1983, and 1984 Championships.

In ’82 Ducati decided to build the 750cc version of their world-beating 600 TT2 for Formula 1 competition. The 750 F1 was never as successful as its slightly smaller engined stablemate, but its DNA was unparalleled and before long the public were clamoring for a street-legal version they could buy from their local dealership.

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When it was released in the mid-80s the 750 F1 was one of the best handling superbikes you could buy, although buying one wasn’t all that easy – just 1,801 were made for global distribution between 1985 and 1986. Special editions came in the form of the 1986 750 F1 Montjuich, then in 1987 the 750 F1 Laguna Seca and 750 F1 Santamonica made an appearance – all of which were named after great Ducati race track successes and offered increased performance over the original F1.

Under its attractive, aerodynamic bodywork the 750 F1 used a tried and tested Ducati formula: an air-cooled L-twin that acts as a stressed member, a trellis frame, twin Dell’Orto carburetors, and a hefty dose of Italian magic. Up front there are twin Brembo discs with a single Brembo in the rear, suspension consists of Marzocchi 38mm non-adjustable forks up front with a Marzocchi monoshock cantilever swingarm in the rear.

Ducati managed to keep the weight of the 750 F1 down to 175 kilograms (386 lbs), this coupled with the power output of 62.5 hp at 7500 rpm gave the bike a top speed of 206 km/h (~130 mph). Not blistering figures for the era but when coupled to the excellent handling and low kerb weight, resulted in the 750 F1 being a remarkably engaging motorcycle to ride.

Surviving examples are now rarely available and often spend decades with each owner, as people are typically reticent to let them go – particularly if they own one that they know is all original and well cared for.

The 1985 Ducati 750 F1 Shown Here

The bike you see here is an original first year model from 1985, it has just 4,793 kilometres on the odometer from new, and is listed as having bodywork in generally good condition. Before taking to the road it would need a new set of indicators and mirrors, and a thorough servicing in the hands of a Ducati specialist.

With an estimated value in the £7,000 to £11,000 range it’s a bike that represents a great buying opportunity and possibly a good investment too – it’s very doubtful that these will still sell for under $20,000 USD in 10 years time. If you’d like to read more about it or register to bid, you can click here to visit the listing on Bonhams.

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Images courtesy of Bonhams

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Gear Patrol Field Guide: American Craft Beer

Gear Patrol Field Guide: American Craft Beer

The Gear Patrol Field Guide: American Craft Beer is a look at 25 top crafter breweries in the United States. Each listing includes information about the brewery, their history, their notable beers, when they were founded and where they’re based.

Those who like to try as many interesting beers as possible, preferably in immediate succession to each other, will find this field guide to be a handy resource. At at just $9 USD a pop with free shipping in the USA, it’d be a shame not to have it on the shelf.

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