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Grandfather had one just like it. Straight 8 the size of a house. Radio antenna had a knob inside and you could rotate the antenna straight down (for low garages?).
His smelled like cuban cigars inside. |
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http://forums.pelicanparts.com/uploa...1131571352.jpg Tim |
Stanguellini-Lotus Eleven MK 11-1000 (1957)
http://www.stanguellini.it/ http://forums.pelicanparts.com/uploa...1131577770.gif |
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http://forums.pelicanparts.com/uploa...1131571352.jpg Tim |
Porsche?
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Cooper Monaco
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(with out the cowl) http://www.stanguellini.it/images/mo...llini_1100.jpg http://www.stanguellini.it/html/lotus_eleven_mk11_stanguellini1100(1957).htm |
lotus MK eleven
http://forums.pelicanparts.com/uploa...1131594326.jpg |
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Its not a Lotus. Quite a different car, in fact. The silver car in the background may be another clue.... Tim |
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The silver car in the background looks like the Porsche Abarth Carrera that I posted earlier, so the "mystery" car German?
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Rover BRM Turbine 1963 Le Mans???
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It ran at LeMans in '63 only with the number 00, as no official class could be agreed to within the ACO for a turbine engined car. After the rest of the field had left via the traditional start with drivers running to their cars angled at the side of the track, the Rover BRM Turbine "00" was flagged off seperately . Graham Hill and Richie Ginther covered 2582.96 miles at an average of 107.84 mph. They would have finished 8th overall, had the petulant Froggies let them be classified. http://forums.pelicanparts.com/uploa...1131603191.jpg The #27 Porsche is the (by then) ancient 718 Coupe of Jo Bonnier and Tony Maggs. The great Graham Hill warming his feet(!) in the toasty Rover BRM turbine exhaust during testing at the Sarthe, April 1963: http://forums.pelicanparts.com/uploa...1131603228.jpg http://forums.pelicanparts.com/uploa...1131603258.jpg Tim |
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Corvair
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no
4 cyl. not 6cyl. |
Imp or Stilleto- 875cc made by Rootes Group in UK, rear engine, sideways - lots of aluminium, block and head. Overhead cam.
Head-on, the Imp looks like a miniature early series Corvair. The resemblance is more than coincidental. While Rootes stylists were borrowing contours from the Corvair body, Rootes engineers were test-driving Corvairs, looking for technical solutions to rear engine design problems. Unlike their counterparts in the styling department, the engineers didn't copy the Corvair so readily. After crashing one 'Vair rather severely at the test track, Rootes rejected swing axles and adopted a fully articulated multi-link rear suspension for the Imp. And, to minimize rearward weight bias, the Rootes engineering staff insisted on a lightweight all-aluminum engine. And what an engine it was! For the basic layout, Rootes engineers called upon Coventry Climax, one of the most renowned engine designers in the world. Coventry Climax engines powered some of that period's most successful Formula 1 cars, including the Lotus 18 and the Cooper T51. Coventry Climax was eager to capitalize on its racing success and sold Rootes the production rights to a state of the art overhead cam 750 cc four cylinder engine. Rootes proceeded to modify the design to make it suitable for the Imp by opening it up to 875 cc, laying it over on a 45 degree angle, increasing the compression ratio to 10:1, and die-casting the block and head in aluminum. |
I shoulda known that was too easy!
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