A unique car built by Lola for John Mecom and driven by Augie Pabst at Nassau, Sebring 12 Hours, Guards Trophy (Brands Hatch), Riverside etc. Originally constructed in 1963 with a Ford 289, Mecom sent the car back to Lola to be fitted with a 6 litre Chevrolet in 1964, following the purchase of the design by Ford to start their GT40 project. Weighing around 820 kgs and with a potential 540 bhp it should be more than a match for GT40s in historic racing.
The Connecticut State Legislature is actively considering a bill targeted at collector car owners that would result in a 400% tax increase on the personal property taxes paid for antique vehicles. This move would raise the personal property tax cap from $500 to $2500 for each registered antique car. The Historic Vehicle Association, an organization dedicated to protecting the rights of collector car owners, opposes this bill.
“We feel this bill is unfair and discriminatory, won’t accomplish its goal, and could cost more in the long run by losing jobs and reduced economic activity,” says Carmel Roberts, Director of Government Relations for the Historic Vehicle Association. “The negative impacts caused by this proposed tax far outweigh any potential benefit.”
The negative impacts of this proposed tax are as follows:
• This 400% tax increase focuses on one percent of the population potentially causing an antique vehicle owner to pay more vehicle tax than household property tax.
• This attempt to raise $2 million for local municipalities could potentially cost the state money through deferred registration of antique vehicles where people are tempted to register their cars in other states or sell their antique vehicles outright.
• Nationally, antique car owners spend $35 billion each year and donate more than $59 million to charitable organizations. Connecticut car clubs host hundreds of events each year and support for these events, charities and local business revenue could suffer or completely disappear. Less antique car use would have a negative overall economic impact in the State of Connecticut.
The Historic Vehicle Association urges everyone to contact Connecticut State Legislators to encourage them to oppose House Bill 5580. Contact information can be found at www.historicvehicle.org/Help-Stop-CT-Tax-Increase.
The Historic Vehicle Association (HVA) is a 320,000-member organization devoted to all types of vintage vehicles in the United States and Canada. The mission of the HVA is to keep Yesterday’s Vehicles on Tomorrow’s Roads by establishing a collaborative, unified platform among the historic vehicle enthusiasts and supporting the various organizations, institutions and activities that enable us to enjoy historic motoring. Founded in 2010 by Hagerty Insurance, the world’s leading provider of Collector Car Insurance, membership to the HVA is open to any person interested in the preservation of vintage vehicles. For more information, please visit http://www.historicvehicle.org/.
This is a unique one owner car, built by Proteus in the late 1990's to a design evolved from Jaguars Prototype XJ 13 Racer. The car is a coupe with full handmade aluminium body and 5.3 litre Jaguar V12 engine.
The suspension componentry is Jaguar derived with a Porsche transaxle. The interior is blue leather and has air conditioning.
Mike Conway who had that terrible crash and the end of the Indy 500 last year was able to put it together to come in first. Follow by last year's consistant second place person, Ryan Briscoe. Third goes to last year's champion, Dario Franchitti, who also posted the fastest lap of the day. Driver of the day was Danica Patrick who, like Formula One's Mark Webber, improved her position by 13 spots. A race studded with cars out of control. Unluckiest driver, Sebastien Bourdais, a former champion in the Champ Car Series can not catch a break. Couldn't get one in Formula One and can't get one here either.
I would have been an unhappy man if I had missed this race. It was one of the best races I have seen in a long time. Each section of the car lineup had a lot of action. Lewis Hamilton was able to hold off Vettel, who had won the last two races, for a victory. Mark Webber, who has been my favorite last year and this, made a great run from 18th and ending up in 3rd. There was only 15 seconds between the top 6 drivers.
This is an original, unrestored ganster-style auto. The wooden spoke wheels are pristine. No rust. Runs and drives incredibly well.
A little Reo history:
Reo resulted from a 1904 argument at Olds Motor Works, the first car company founded by the tenacious Ransom Eli Olds. When colleagues began pressuring him to build four- and six-cylinder models that were more substantial than his little Curved-Dash Oldsmobile, Ransom ventured down the street to set up a rival concern. By year's end, this new R.E. Olds Company was called Reo Motor Car Company, after his initials. Ransom got his "revenge": through 1917, Reo outproduced Olds Motor Works.
From the company's beginning to 1919, Reo fielded one-, two-, four-, and six-cylinder cars. The firm's all-time production record, 29,000, came in 1928, by which time Reo was selling sixes only. After seeing car sales fall almost 30 percent in calendar-year 1929, Reo posted a $2 million loss on 1930 volume of about 12,500 cars and a like number of trucks. The Depression had hit, and Reo was mortally wounded. But even though the company never sold more than 5000 cars a year after 1932, some of those it did sell were memorable, and among the handsomest automobiles ever created.
The Flying Cloud Sixes of 1930 were little changed from 1929. That year's junior Reo was the 115-inch-wheelbase Model 15, basically the previous year's low-priced Flying Cloud Mate with the same 60-bhp, 214.7-cubic-inch Continental engine. Senior models, now called Flying Cloud Master, comprised the 120-inch Model 20 and 124-inch "25" powered by a 268.3-cid Reo engine with 80 bhp. Prices were in the upper-middle bracket at $1175-$1870 (after Depression-prompted cuts). Styling, by the talented and once unappreciated Amos Northup, was classic, formal, and finely proportioned. Workmanship was solid, furnishings top-quality.
January 1931 brought an expanded line that ultimately offered two new straight-eights. Model nomenclature denoted cylinders and wheelbase. The larger eight, delivering 125 bhp from 358 cid, was reserved for magnificent new 8-35 Royales on a strong double-drop frame with 135-inch wheelbase. It also powered companion 8-30 Flying Clouds. Anchoring the line was the new 6-25 with 85-bhp 268 six, selling at around $1800.
The Royale premiered at $2495 with three closed Murray-built bodies. All were smooth and truly beautiful, Northup pointing the way for everyone else with skirted fenders, rounded corners, and raked-back radiators. The 8-30 and 6-25 wore a more conservative version of this look. Reo also announced an immense new 152-inch Royale chassis for custom coachwork by Dietrich, comprising an imposing seven-passenger limousine and three convertibles. But apart from show models, few of those opulent Reos were ever built. Though all Royales had effortless performance with their big nine-main-bearing engine, they were hardly appropriate for hard economic times.
Reo spent $6 million on these initial 1931 models, hoping to spark sales. When sales failed to ignite, the firm threw additional variations at the market: a Royale 8-31; the Flying Cloud 8-25, with a new 90-bhp eight not much bigger than Reo's six; and the 6-21, really a 6-25 downpriced to the $995-$1100 region. But none of these caught on either, and Reo lost nearly $3 million on sales of just 6762 cars.
Still trying hard, Reo unveiled a smaller Flying Cloud in January 1932, the 117-inch-wheelbase 6-S. Carrying a debored 230-cid six with 80 bhp, this new entry-level line listed nine open and closed models in Standard and DeLuxe trim for $995-$1205. Eight-cylinder Clouds returned virtually without change. So did Royales, but the 8-31 and 8-35 were now nameless, and 8-52s were retagged Royale Custom. Of course, everything hinged on the 6-S, but it failed to make the needed impression, and Reo car sales fell to 3900 for the calendar year. Desperately seeking cash, the firm agreed to sell 6-S bodies and chassis to equally beleagured Franklin for that company's 1933 Olympic, which was nearly identical except for grille, hood, and air-cooled Franklin power.
With all this, Reo had no choice but to drastically cut its 1933 line. Thus, Flying Cloud Eights vanished in January. So did the 6-25, though its engine returned in a new low-end S-2 Flying Cloud that replaced the 6-S on an inch-longer wheelbase. The longest chassis was also dropped, leaving N-2 standard and Elite Royales on the 131-inch platform and N-1 Customs on the 135-inch chassis. Prices were cut too, but the cuts weren't enough to matter. Despite smoother styling and sturdier new X-member frames, Reo's calendar-year registrations fell to 3623, the lowest on record.
All the usual suspects again. Will Power, from the drop of the green flag, in 1st all the way. Scott Dixon in second with Dario Franchitti following in third. Below are the highlights from the prelude race with the Indy Lights.
Sebastian Vettel makes it to in a row. Again, out in front and never to look back. Jenson Button came in second and Nick Heidfeld, replacement for Robert Kubica, was very happy to have third.
The race had some wierdness as Perez, the young Mexican who did so well a couple of weeks ago, hit some debris which set off the fire extinguisher went off and the electrics shut down. Petrov, from Russia, took a leap and landed so hard that his steering column came apart.
Breck Rothage is a master-class artist focused in the genre of Automotive Art. Discerning enthusiasts world-wide collect his works for both personal and commercial purpose, as the quality of Breck's artistic interpretation fuels their passion and moves their soul. His body of work spans from vintage Ferraris, Alfa Romeos and Porsches to the classic Packards, Duesenbergs, Jaguars and other rare and exotic cars.
Breck has a revolutionary sense of color and light coupled with an artistic sense of texture, feel, and mood. Much like a sculptor, he carves away what he does not want then paints, polishes and fine-tunes the beauty that remains in remarkable detail. Often painting in whole cloth backgrounds, he is able to create a compositional beauty that astounds the viewer from three inches to three yards.
To capture an image in a photograph is just the beginning. Having the optimal perspective of the angle, height and distance revealing the sweet spot of the vintage automobile is a starting point from which the thoughtful design process begins. Interpreting the most elegant and iconic features in a simplified manner is where the long and creative task lives.
The image is then blown up to twelve times larger (thirty-six feet) to ensure the work is done with great precision. Using the photographic image as the base structure, the image is digitally stripped down to it's essential components - sort of like a frame-off restoration.
Using a variety of digital tools - from scalpels to brushes - the piece is cut, carved, polished and painted. At times, backgrounds are painted in from whole cloth to enhance the presence and give a surreal painterly quality with texture, color and light. Lines are delicately painted in the composition to show the essence of form with elegance and grace.
After all the artistic design has been achieved, it is time to bring into a physical presence. A print is created using a series of lasers to expose the image onto light-sensitive Metallic paper. No inks are involved. The properties of this print are superior in reflective quality, black point and smoothness.
Optical Cast Acrylic is then fused to the face of the Metallic Print; in essence, the two becoming one. This presents the image in a crystal-clear environment which can be viewed from any angle as smooth and sharp. It now appears to be printed in glass with a purity and depth not seen with any other process.
Produced from 1951 the T2 Split Screen VW Transporter is one of the most iconic vehicle ever produced. The early cars (produced between 1951 and 1955) have become known as ‘Barn Doors’ due to the large rear door that gave access to the engine bay. After March 1955 the transporter looked very different. A separate part-glazed tailgate provided access to the load area at the rear and there was a smaller engine cover below that. A long overdue fresh air ventilation system was added changing the simple look of the front of the vehicle forever. A full width dashboard for all models, rather than just the Deluxe, was added inside the cab. 160,170 transporters had been made by 1955. In 1956 manufacture of the transporter was relocated to a model-specific factory in Hanover. The first ‘walkthrough’ from cab to load area models were produced allowing much more flexible use of Kombi, Microbus and camper alike. The crew-cab or double-cab was added to the range in 1958.
However right from the start of transporter production, special models and conversions were available from VW or from other coach-builders of the day. The pre-VW factory Binz crew-cab is one of the most notable. Production continued with small changes until the next big change in 1963 when the width of the rear upper hatch was increased to aid access. Not a big deal in itself but it meant the end of the rear corner window on the Samba or Deluxe model. The 23-window model was now a 21-window. Production continued with small performance increases and the odd cosmetic change but the reliable old Splitty was starting to look a bit dated.
Here in the UK the Ford Transit started production just as the Splitty era was coming to an end. By 1967 around 1,833,000 transporters had been manufactured and after the annual summer closure of the VW works the second generation of transporter, the Bay-Window entered production. Production of the transporter also took place in South Africa & Australia where a further estimated 35,000 were built until 1968. In Brazil production continued until 1975 and around 400,000 were built. The simple design and elegant concept of the transporter was deceptively forward-thinking for its time. A box on wheels capable of carrying 700kg at 55mph all day fully loaded and return 23-32mpg was quite something in the 1950’s. When the 1 tonne van was introduced in the 1960’s, the performance had improved to cope with the extra load and the type 2 remained a very well performing commercial vehicle for its day. Thanks to the Split Screen Van Club for this information.
Originally restored by VW specialists JAVA in 2008 as a promotional vehicle for their highly successful JGE Custom Wheels brand this 1960 double cab was sourced from San Francisco as a sound car in need of restoration. The vehicle was stripped to a shell and then media blasted to remove all the rust, under seal, dirt and old paint on the body. With this done they were then able to assess the damage that had be caused by 40 odd years of life as a commercial vehicle. Essentially most of the body panels were replaced at this time which included the rear bed, drop sides, front panel, valance and sills. With the body and chassis now in sound condition the car was sent away to Retro Refinishers who painted the Double Cab in it’s original factory Dove Blue. The quality of the finish is easily in the top 5% of any VW’s we have ever seen and more akin to the quality that you would find on a top class restoration on far more exotic fare.
After it had done ‘the VW scene for the year the vehicle was sold onto serial VW collector Wayne McCarthy who replaced the custom bumpers with a set of factory original items painted white and had the Double Cab sign written to period specification as a VW parts van. The artwork is taken from the family VW garage that they owned from the 60′s and was applied by Neil Melliard of Pro-Sign. The chrome work and door furniture is all in top quality condition and the van has been fitted with a rear canopy frame made from painted steel and wood to match the rear bed. There is currently no canopy for it but it would be possible for the next owner to commission us to make one.
Engine & Transmission
The engine was freshly built for Wayne by the guys at VW speed shop the spec is as follows: 1955 cc 76 x 90.5 40 x 35.5 VW heads, FK8 cam with CB 1.4 rockers, Full flow oil system, CB deep sump 2 quart low profile, CB forged crank, CB race rods, CB forged flywheel, Manton pushrods and Jaycee pushrod tubes. The engine is run by a Trigger System ECU and produced approximately 130 BHP. It is mated to a 1303S Beetle transmission with a straight axle conversion. This gives the Double Cab a brisk turn of pace and will easily cruse well over the legal limit on the motor way. As you can see from the pictures it is not all about the spec, the engine bay is beautifully detailed and even people who know nothing about the greasy bits know that it is a very special unit.
The interior is pretty much standard VW Double Cab circa 1960. There are two bench seats covered in Grey Vinyl which have matching door cards, headlining and front trim. There is grey carpet and lap seat belts for 5 people. The interior is all very nicely finished and there is plenty of space for the whole family.
Well what can we say. When you take a drive out in any classic it is a bit of an event. The usual miserable faced commuters break their vacant gaze and give you a smile and those who are having a better day give you a thumbs up and a wave, it is one of the reasons we all love driving them, but when you go for a spin in a custom truck like this the attention you get is just fantastic. Out on the road the van is actually pretty civilised to drive as well. Although it has been comprehensively lowered the suspension and wheel and tyre upgrades, not to mention the tuned up engine and far superior gearbox give a surprising turn of pace and much better dynamic ability than you would ever give a Transporter credit for. The only thing that you must remember is that it is low so sleeping policeman are to be approached with caution. The reality is that this show queen is just as at home on the road as it is parked up looking beautiful in your garage.
This is a well documented Double Cab having been restored by well know VW specialists JAVA in 2008. From there it has been featured in May 2009′s addition of Ultra VW before it was sold to collector Wayne McCarthy. He has documented all of the changes and upgrades that he has made to the car. She will be sold serviced up to date with a brand new MOT.
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