Legendary Cars

CONTENTS TEXT Larry Edsall EDITORIAL PROJECT Valeria Manferto De Fabianis Laura Accomazzo Claudia Zanera GRAPHIC DESIGN Maria Cucchi

Preface

page 12

A Quick Drive Through Early Automotive History

page 14

A Fresh Wind: Aerodynamics rounds off those boxy bodies Fiat 508 Balilla Tatra 77 Citroën Traction Avant

page 28 page 32 page 36 page 40

Mercedes-Benz 540K Chrysler Airflow Cord 810 Bugatti Type 57SC Atlantic BMW 328 Alfa Romeo 8C 2900 Fiat Topolino Talbot Lago Lincoln Continental

page 44 page 46 page 50 page 54 page 56 page 60 page 64 page 68 page 72

Accelerating Slowly: The car companies retool Cisitalia 202 Citroën 2CV Jaguar XK120 1949 Ford Volkswagen Maggiolino Porsche 356 MG TD Lancia Aurelia B20GT Bentley R-Type Continental Chevrolet Corvette Mercedes-Benz 300 SL

page 76 page 80 page 94 page 88 page 92 page 96 page 100 page 104 page 106 page 110 page 114 page 116

Alfa Romeo Giulietta Sprint and Spyder Style and Speed: The pace increases Citroën DS Rolls-Royce Silver Cloud MGA Austin Healey 100 Ford Thunderbird Ferrari 250 GT Triumph TR3A Mini Jaguar Mk II Cadillac Eldorado Biarritz Jaguar XK-E (E-type) Shelby AC Cobra Aston Martin DB5 Chevrolet Corvette Sting Ray Flexing Their Muscles: Horsepower rules Ford Mustang

page 120

page 124 page 126 page 132 page 136 page 140 page 142 page 144 page 148 page 150 page 154 page 158 page 162 page 166 page 168 page 172

page 174 page 178

page 182 page 186 page 188 page 190 page 192 page 196 page 200 page 202 page 204

Rough Road Ahead: The gasoline and other crises BMW M1 Audi Quattro De Lorean DMC12 Ferrari Testarossa

page 206 page 210 page 214 page 216 page 218

The Making of the Modern Car: And the modern car company Ferrari F40 Bugatti EB110 Dodge Viper RT/10

page 220 page 224 page 226 page 228

2-3 THE LATE 1930S TALBOT

4-5 THE MID-1950S MERCEDES-

8-9 THERE HAVE BEEN FEW

10-11 ROLLS-ROYCE

LAGO HAD A SHAPE THE

BENZ 300SL, KNOWN AS THE

CARS AS AUDACIOUS AS THE

INTRODUCED THE SECOND

FRENCH CALLED “GOUTTE

“GULLWING”.

DODGE VIPER OF THE 1990S.

GENERATION OF ITS SILVER

D’EAU.”

8

Porsche 911 Pontiac GTO Lamborghini Miura Alfa Romeo Duetto Ferrari Dino 206 GT Ferrari 365 Daytona Maserati Ghibli De Tomaso Pantera Lamborghini Countach

CLOUD IN 1959. THIS 6-7 JAGUAR’S ICON OF THE

„DROPHEAD COUPE” WAS

1960S – AND, IN FACT, FOR THE

POWERED BY A NEW V8

AGES – WAS THE XK-E.

ENGINE.

Jaguar XJ 220 McLaren F1

page 232 page 234

Full Speed Ahead: These are the good old days BMW Z3 Volkswagen New Beetle Ferrari 360 Modena Nissan 350Z Mercedes-Benz SRL McLaren Enzo Ferrari Chevrolet Corvette Porsche Carrera GT Audi R8 Bugatti 18/4 Veyron Maserati GranTurismo Chevrolet Camaro McLaren MP4-12C Tesla Model S Ferrari FXX-K Evo Aston Martin Valkyrie Ferrari SF90 Stradale Chevrolet C8 Corvette Rimac Nevera Volkswagen ID.Buzz Lotus Evija Gordon Murray Automotive T.50

page 236 page 240 page 242 page 246 page 250 page 252 page 256 page 262 page 264 page 268 page 272 page 276 page 278 page 280 page 284 page 286 page 288 page 290 page 292 page 294 page 296 page 298 page 300

Bibliography, Acknowledgments and Index

page 302

9

CONTENTS TEXT Larry Edsall EDITORIAL PROJECT Valeria Manferto De Fabianis Laura Accomazzo Claudia Zanera GRAPHIC DESIGN Maria Cucchi

Preface

page 12

A Quick Drive Through Early Automotive History

page 14

A Fresh Wind: Aerodynamics rounds off those boxy bodies Fiat 508 Balilla Tatra 77 Citroën Traction Avant

page 28 page 32 page 36 page 40

Mercedes-Benz 540K Chrysler Airflow Cord 810 Bugatti Type 57SC Atlantic BMW 328 Alfa Romeo 8C 2900 Fiat Topolino Talbot Lago Lincoln Continental

page 44 page 46 page 50 page 54 page 56 page 60 page 64 page 68 page 72

Accelerating Slowly: The car companies retool Cisitalia 202 Citroën 2CV Jaguar XK120 1949 Ford Volkswagen Maggiolino Porsche 356 MG TD Lancia Aurelia B20GT Bentley R-Type Continental Chevrolet Corvette Mercedes-Benz 300 SL

page 76 page 80 page 94 page 88 page 92 page 96 page 100 page 104 page 106 page 110 page 114 page 116

Alfa Romeo Giulietta Sprint and Spyder Style and Speed: The pace increases Citroën DS Rolls-Royce Silver Cloud MGA Austin Healey 100 Ford Thunderbird Ferrari 250 GT Triumph TR3A Mini Jaguar Mk II Cadillac Eldorado Biarritz Jaguar XK-E (E-type) Shelby AC Cobra Aston Martin DB5 Chevrolet Corvette Sting Ray Flexing Their Muscles: Horsepower rules Ford Mustang

page 120

page 124 page 126 page 132 page 136 page 140 page 142 page 144 page 148 page 150 page 154 page 158 page 162 page 166 page 168 page 172

page 174 page 178

page 182 page 186 page 188 page 190 page 192 page 196 page 200 page 202 page 204

Rough Road Ahead: The gasoline and other crises BMW M1 Audi Quattro De Lorean DMC12 Ferrari Testarossa

page 206 page 210 page 214 page 216 page 218

The Making of the Modern Car: And the modern car company Ferrari F40 Bugatti EB110 Dodge Viper RT/10

page 220 page 224 page 226 page 228

2-3 THE LATE 1930S TALBOT

4-5 THE MID-1950S MERCEDES-

8-9 THERE HAVE BEEN FEW

10-11 ROLLS-ROYCE

LAGO HAD A SHAPE THE

BENZ 300SL, KNOWN AS THE

CARS AS AUDACIOUS AS THE

INTRODUCED THE SECOND

FRENCH CALLED “GOUTTE

“GULLWING”.

DODGE VIPER OF THE 1990S.

GENERATION OF ITS SILVER

D’EAU.”

8

Porsche 911 Pontiac GTO Lamborghini Miura Alfa Romeo Duetto Ferrari Dino 206 GT Ferrari 365 Daytona Maserati Ghibli De Tomaso Pantera Lamborghini Countach

CLOUD IN 1959. THIS 6-7 JAGUAR’S ICON OF THE

„DROPHEAD COUPE” WAS

1960S – AND, IN FACT, FOR THE

POWERED BY A NEW V8

AGES – WAS THE XK-E.

ENGINE.

Jaguar XJ 220 McLaren F1

page 232 page 234

Full Speed Ahead: These are the good old days BMW Z3 Volkswagen New Beetle Ferrari 360 Modena Nissan 350Z Mercedes-Benz SRL McLaren Enzo Ferrari Chevrolet Corvette Porsche Carrera GT Audi R8 Bugatti 18/4 Veyron Maserati GranTurismo Chevrolet Camaro McLaren MP4-12C Tesla Model S Ferrari FXX-K Evo Aston Martin Valkyrie Ferrari SF90 Stradale Chevrolet C8 Corvette Rimac Nevera Volkswagen ID.Buzz Lotus Evija Gordon Murray Automotive T.50

page 236 page 240 page 242 page 246 page 250 page 252 page 256 page 262 page 264 page 268 page 272 page 276 page 278 page 280 page 284 page 286 page 288 page 290 page 292 page 294 page 296 page 298 page 300

Bibliography, Acknowledgments and Index

page 302

9

TATRA 77

N

esseldorfer Wagenbau-Fabri-

from the Tatra Mountains, the range where

automaker most famous was the Tatra 77

ks-Gesellschaft began build-

it had tested many of its products.

introduced in 1934. The Tatra 77 was a pio-

ing railroad coaches in 1853.

Ledwinka’s first Tatra was the Tatra 11,

neer in unit-body motorcar architecture, but

By 1897 it was producing cen-

notable because it was built around an 11-cm

what really set it apart was its long-tailed,

tral Europe’s first automobile, the Präsident

(4.3-inch) steel-tube spine rather than a

high-finned aerodynamic design with an

(President), designed by engineer Hans

standard chassis and featured independent

air-cooled V8 mounted behind the rear axle.

Ledwinka and powered by a 2-cylinder Benz

suspension. Ledwinka’s engines ranged from

Ledwinka and his associate Erich Uberlacker

engine. By 1900 the company was building

an air-cooled boxer 4-cylinder to 6-cylinders

were convinced that putting the engine

its own engines.

and even a V12.

at the rear would enhance aerodynamics,

After World War I, the Austro-Hungarian

Tatra later built the 70, a luxury limou-

would reduce power losses inherent with a

Empire was carved up and the former

sine, and in 1932 introduced the 57, a hand-

long driveshaft and would improve traction

Nesseldorf became Koprivnice, Czechoslova-

some sedan.

because the engine’s weight was close to the

kia. The car company took its new name

But what made Ledwinka and the Czech

wheels that powered the car.

LEFT THE TATRA 77 HAD NO REAR WINDOW. HOWEVER, ITS DRIVER COULD GLIMPSE THE ROAD BEHIND THROUGH LOUVERS ON THE LARGE ENGINE COVER, THOUGH EVEN THAT VIEW WAS SPLIT BY THE CAR’S LONG REAR TAIL FIN. RIGHT WHILE THE PURSUIT OF IMPROVED AERODYNAMICS RESTRICTED THE DRIVER’S REAR VIEW, THE WRAPAROUND WINDSHIELD AND A LOW FRONT HOOD PROVIDED A GOOD LOOK AT THE ROAD AHEAD OF THE 1934 TATRA 77.

32

33

TATRA 77

N

esseldorfer Wagenbau-Fabri-

from the Tatra Mountains, the range where

automaker most famous was the Tatra 77

ks-Gesellschaft began build-

it had tested many of its products.

introduced in 1934. The Tatra 77 was a pio-

ing railroad coaches in 1853.

Ledwinka’s first Tatra was the Tatra 11,

neer in unit-body motorcar architecture, but

By 1897 it was producing cen-

notable because it was built around an 11-cm

what really set it apart was its long-tailed,

tral Europe’s first automobile, the Präsident

(4.3-inch) steel-tube spine rather than a

high-finned aerodynamic design with an

(President), designed by engineer Hans

standard chassis and featured independent

air-cooled V8 mounted behind the rear axle.

Ledwinka and powered by a 2-cylinder Benz

suspension. Ledwinka’s engines ranged from

Ledwinka and his associate Erich Uberlacker

engine. By 1900 the company was building

an air-cooled boxer 4-cylinder to 6-cylinders

were convinced that putting the engine

its own engines.

and even a V12.

at the rear would enhance aerodynamics,

After World War I, the Austro-Hungarian

Tatra later built the 70, a luxury limou-

would reduce power losses inherent with a

Empire was carved up and the former

sine, and in 1932 introduced the 57, a hand-

long driveshaft and would improve traction

Nesseldorf became Koprivnice, Czechoslova-

some sedan.

because the engine’s weight was close to the

kia. The car company took its new name

But what made Ledwinka and the Czech

wheels that powered the car.

LEFT THE TATRA 77 HAD NO REAR WINDOW. HOWEVER, ITS DRIVER COULD GLIMPSE THE ROAD BEHIND THROUGH LOUVERS ON THE LARGE ENGINE COVER, THOUGH EVEN THAT VIEW WAS SPLIT BY THE CAR’S LONG REAR TAIL FIN. RIGHT WHILE THE PURSUIT OF IMPROVED AERODYNAMICS RESTRICTED THE DRIVER’S REAR VIEW, THE WRAPAROUND WINDSHIELD AND A LOW FRONT HOOD PROVIDED A GOOD LOOK AT THE ROAD AHEAD OF THE 1934 TATRA 77.

32

33

MERCEDESBENZ 540K

T

he

automobile

companies

to create not only spectacular Auto Union

Daimler’s son, Paul, had worked to apply

founded by Gottlieb Daimler

racing machines but the people’s car, the

aero engine supercharging to passenger car

and Karl Benz combined in 1926.

Volkswagen, which would surpass Henry

motors.

Together, they would produce

Ford’s Model T as the best-selling vehicle of all

Combining supercharging with Porsche’s

some of the most spectacular vehicles of

time. Though he wasn’t there long, Porsche

engines and automotive design genius cre-

the era.

had a significant impact on Mercedes-Benz,

ated new horizons.

Arriving at Mercedes-Benz about this

both in terms of its awesome racing cars and

Mercedes-Benz 26/120/180 Model S was

same time was Ferdinand Porsche. Porsche

its amazing road machines, those produced

technically a sports car, though much lon-

stayed only a couple of years before leaving

while he was there and those built on their

ger, larger and heavier than what modern

to open his own engineering company – and

foundation after he left.

eyes accept as a sports car.

Porsche created an alloy-block, six-cyl-

inder engine for Mercedes-Benz racing cars.

inder engine with overhead camshaft and

After he left, the straight-eight architecture

when supercharged this 6.8-liter engine

TOP THE MERCEDES-BENZ

BOTTOM CE THE

540K WAS VERY MUCH A

MERCEDES-BENZ 540K

LUXURY CAR WITH SUCH

WAS A DIFFERENT SORT

was used in a new line of road cars that car-

TYPICAL 1930S FEATURES

OF LUXURY CAR. IT HAD

generated 180 horsepower, propelling the

ried forth the heritage of the S cars but now

AS WING-LIKE FENDERS,

LONG AND SLEEK LINES, A

large Mercedes-Benz S to speeds of more

combined relatively sporty dynamics – as

LARGE, STAND-UP

VERY POWERFUL ENGINE

HEADLAMPS AND AN

AND A LOWER STANCE.

than 100 miles per hour (160 km/h). Only

sporty as a 5000-pound car could be in the

UPRIGHT GRILLE WITH A

THIS WAS ALSO A SPORTY

some 300 of these S series cars were built,

1930s – with truly elegant, even timeless pro-

LARGE ORNAMENT ON ITS

CAR, BOTH ATHLETIC AND

RADIATOR CAP.

ELEGANT.

and many were used primarily for racing,

portions and luxurious amenities.

with victories in everything from Grands

First came the 500K (K for kompressor,

Prix to the Tourist Trophy and from moun-

the German word for compressor, the tech-

tain climbs to the Mille Miglia. The engine

nical term for supercharger) in 1934. The

was enlarged to 7.1 liters for the SS, and

500K was powered by a 5.0-liter eight-cylin-

Mercedes equipped the 500K and 540K

special short wheelbase and lightweight

der engine that pumped out 160 horsepower,

with four-speed transmissions. But what

versions, SSK and SSKL, respectively, were

enough to carry the large and elegant two-

truly set the cars apart were their designs.

propelled by as much as 300 horsepower.

seater to speeds of more than 100 miles per

Engines were mounted behind the front axle

hour (165 km/h) on its all-independent sus-

so hoods were incredibly long and provided

pension. In 1934, the engine was enlarged to

a large palette for bright work trim. Front

5.4 liters for the 540K, with 180 horsepower

fenders were large curved-metal sculptures

and a top speed of 170 km/h, a speed eas-

that flowed back toward the car’s sloping tail

ily attainable on Germany’s new autobahn

section, which like the engine cover served as

highway system. To maintain such speeds,

a canvas for bright and artistic trim.

Porsche also developed an inline eight-cyl-

MERCEDESBENZ 540K

T

he

automobile

companies

to create not only spectacular Auto Union

Daimler’s son, Paul, had worked to apply

founded by Gottlieb Daimler

racing machines but the people’s car, the

aero engine supercharging to passenger car

and Karl Benz combined in 1926.

Volkswagen, which would surpass Henry

motors.

Together, they would produce

Ford’s Model T as the best-selling vehicle of all

Combining supercharging with Porsche’s

some of the most spectacular vehicles of

time. Though he wasn’t there long, Porsche

engines and automotive design genius cre-

the era.

had a significant impact on Mercedes-Benz,

ated new horizons.

Arriving at Mercedes-Benz about this

both in terms of its awesome racing cars and

Mercedes-Benz 26/120/180 Model S was

same time was Ferdinand Porsche. Porsche

its amazing road machines, those produced

technically a sports car, though much lon-

stayed only a couple of years before leaving

while he was there and those built on their

ger, larger and heavier than what modern

to open his own engineering company – and

foundation after he left.

eyes accept as a sports car.

Porsche created an alloy-block, six-cyl-

inder engine for Mercedes-Benz racing cars.

inder engine with overhead camshaft and

After he left, the straight-eight architecture

when supercharged this 6.8-liter engine

TOP THE MERCEDES-BENZ

BOTTOM CE THE

540K WAS VERY MUCH A

MERCEDES-BENZ 540K

LUXURY CAR WITH SUCH

WAS A DIFFERENT SORT

was used in a new line of road cars that car-

TYPICAL 1930S FEATURES

OF LUXURY CAR. IT HAD

generated 180 horsepower, propelling the

ried forth the heritage of the S cars but now

AS WING-LIKE FENDERS,

LONG AND SLEEK LINES, A

large Mercedes-Benz S to speeds of more

combined relatively sporty dynamics – as

LARGE, STAND-UP

VERY POWERFUL ENGINE

HEADLAMPS AND AN

AND A LOWER STANCE.

than 100 miles per hour (160 km/h). Only

sporty as a 5000-pound car could be in the

UPRIGHT GRILLE WITH A

THIS WAS ALSO A SPORTY

some 300 of these S series cars were built,

1930s – with truly elegant, even timeless pro-

LARGE ORNAMENT ON ITS

CAR, BOTH ATHLETIC AND

RADIATOR CAP.

ELEGANT.

and many were used primarily for racing,

portions and luxurious amenities.

with victories in everything from Grands

First came the 500K (K for kompressor,

Prix to the Tourist Trophy and from moun-

the German word for compressor, the tech-

tain climbs to the Mille Miglia. The engine

nical term for supercharger) in 1934. The

was enlarged to 7.1 liters for the SS, and

500K was powered by a 5.0-liter eight-cylin-

Mercedes equipped the 500K and 540K

special short wheelbase and lightweight

der engine that pumped out 160 horsepower,

with four-speed transmissions. But what

versions, SSK and SSKL, respectively, were

enough to carry the large and elegant two-

truly set the cars apart were their designs.

propelled by as much as 300 horsepower.

seater to speeds of more than 100 miles per

Engines were mounted behind the front axle

hour (165 km/h) on its all-independent sus-

so hoods were incredibly long and provided

pension. In 1934, the engine was enlarged to

a large palette for bright work trim. Front

5.4 liters for the 540K, with 180 horsepower

fenders were large curved-metal sculptures

and a top speed of 170 km/h, a speed eas-

that flowed back toward the car’s sloping tail

ily attainable on Germany’s new autobahn

section, which like the engine cover served as

highway system. To maintain such speeds,

a canvas for bright and artistic trim.

Porsche also developed an inline eight-cyl-

TOP LEFT MOMA CURATOR

TOP RIGHT THE DRIVER,

ARTHUR DREXLER NOTED

SITTING TO THE RIGHT, SAW

THAT WHEN FENDERS OF

THE TACHOMETER WHILE

THE TALBOT LAGO WERE

THE PASSENGER GOT TO

PAINTED IN A COLOR THAT

CHECK JUST HOW CLOSE

CONTRASTED WITH THE

THE TALBOT LAGO WAS TO

MAIN BODYWORK, THEY

APPROACHING IT TOP SPEED

HIGHLIGHTED THE CAR’S

OF 100 MILES PER HOUR.

CONTOURS AND MADE CLEAR THE OVERALL ORGANIZATION OF THE DESIGN. BOTTOM CENTER THE TEARDROP-SHAPED BODYWORK FOR THE TALBOT LAGO T150 SS (SPECIALE SPORT) COUPE WAS DESIGNED BY JOSEPH FIGONI OF THE FAMED FRENCH COACHBUILDER, FIGONI & FALASCHI.

Eventually known as S-T-D (Sunbeam-

fortably at speeds in the 85-90 miles per hour

and even Cadillac at Le Mans and finished first

Talbot-Darracq), the company was sold to the

(140-145 km/h) range. Talbot resumed pro-

and second. A year later they were second and

Rootes brothers in 1935. They put a Frenchman,

duction in the later part of the 1940s, though

fourth. In 1952 a Talbot held the lead at Le

Major Antoine (Antonio) Lago in charge of en-

in very low volumes. The Talbot Record and

Mans as late as an hour and ten minutes from

gineering and management, and a year later he

Grand Sport were sports cars that were partic-

the finish. Antonio Lago died in 1960, not long

made Talbot his own company, developing his

ularly successful in racing. In 1950, they took

after his ailing company had become part of

own cars and 2.7- and 3.0-liter six-cylinder en-

on the likes of Ferrari, Jaguar, Aston Martin

French automaker Simca.

gines to power them.

Lago had a history in racing and he specialized in building cars that were suitable not only for motoring, but for motorsports. In 1937 Lago Specials swept the top three positions in the French Grand Prix at Montlhéry.

That same year, Joseph Figoni of French coachbuilder Figoni & Falaschi designed the teardrop bodywork for the Talbot-Lago T150 SS (Speciale Sport) coupe. The car was stunningly beautiful, and its design made it appear larger than it really was. It also was equipped with large brakes, which were useful because the car was powered by Lago’s new 4.0-liter, twin-carbureted six-cylinder engine that provided 140 horsepower and a top speed of 100 miles per hour (160 km/h). With its aerodynamically shaped bodywork, the car could cruise com-

66

TOP LEFT MOMA CURATOR

TOP RIGHT THE DRIVER,

ARTHUR DREXLER NOTED

SITTING TO THE RIGHT, SAW

THAT WHEN FENDERS OF

THE TACHOMETER WHILE

THE TALBOT LAGO WERE

THE PASSENGER GOT TO

PAINTED IN A COLOR THAT

CHECK JUST HOW CLOSE

CONTRASTED WITH THE

THE TALBOT LAGO WAS TO

MAIN BODYWORK, THEY

APPROACHING IT TOP SPEED

HIGHLIGHTED THE CAR’S

OF 100 MILES PER HOUR.

CONTOURS AND MADE CLEAR THE OVERALL ORGANIZATION OF THE DESIGN. BOTTOM CENTER THE TEARDROP-SHAPED BODYWORK FOR THE TALBOT LAGO T150 SS (SPECIALE SPORT) COUPE WAS DESIGNED BY JOSEPH FIGONI OF THE FAMED FRENCH COACHBUILDER, FIGONI & FALASCHI.

Eventually known as S-T-D (Sunbeam-

fortably at speeds in the 85-90 miles per hour

and even Cadillac at Le Mans and finished first

Talbot-Darracq), the company was sold to the

(140-145 km/h) range. Talbot resumed pro-

and second. A year later they were second and

Rootes brothers in 1935. They put a Frenchman,

duction in the later part of the 1940s, though

fourth. In 1952 a Talbot held the lead at Le

Major Antoine (Antonio) Lago in charge of en-

in very low volumes. The Talbot Record and

Mans as late as an hour and ten minutes from

gineering and management, and a year later he

Grand Sport were sports cars that were partic-

the finish. Antonio Lago died in 1960, not long

made Talbot his own company, developing his

ularly successful in racing. In 1950, they took

after his ailing company had become part of

own cars and 2.7- and 3.0-liter six-cylinder en-

on the likes of Ferrari, Jaguar, Aston Martin

French automaker Simca.

gines to power them.

Lago had a history in racing and he specialized in building cars that were suitable not only for motoring, but for motorsports. In 1937 Lago Specials swept the top three positions in the French Grand Prix at Montlhéry.

That same year, Joseph Figoni of French coachbuilder Figoni & Falaschi designed the teardrop bodywork for the Talbot-Lago T150 SS (Speciale Sport) coupe. The car was stunningly beautiful, and its design made it appear larger than it really was. It also was equipped with large brakes, which were useful because the car was powered by Lago’s new 4.0-liter, twin-carbureted six-cylinder engine that provided 140 horsepower and a top speed of 100 miles per hour (160 km/h). With its aerodynamically shaped bodywork, the car could cruise com-

66

their own Swallow bodies for the Austin Seven

TOP LEFT MORE THAN 80

BOTTOM CENTER THE XK120

TOP RIGHT WITH ITS

PERCENT OF XK120S WERE

WAS ALSO BUILT AS A COUPE

LONG HOOD AND LOVELY,

EXPORTED. THE CAR WAS

WITH TEARDROP-SHAPED

FLOWING CURVES, THE

motorcar. Using powertrain and other com-

ESPECIALLY POPULAR WITH

SIDE WINDOWS THAT

JAGUAR XK120 WAS

REMINDED MANY OF THOSE

BEAUTIFUL. BUT IT ALSO WAS

ponents from the Britain’s Standard car com-

AMERICANS, INCLUDING HOLLYWOOD STARS SUCH AS

IN THE FAMED BUGATTI

FAST, THE FASTEST ROAD CAR

CLARK GABLE.

ATLANTIC.

OF ITS TIME.

pany, they produced their own cars, the SS I and SS II, beginning in 1932. After Wamsley left, Lyons changed the company’s name to SS Cars Ltd., which showed a four-door model, the SS Jaguar, at the London show in 1936.

That first “Jaguar” was powered by a Standard engine much modified by William Munger Heynes and Harry Weslake. Heynes led the development of Jaguar’s own engine, the XK, a 3.4-liter straight six with dual overhead camshafts that helped it generate 160 hp and 195 pound-feet of torque to propel the car from a standing start to 60 mph in just 10 seconds.

The XK 120 may have had a tiny cockpit, little luggage room, weak headlights and weaker brakes, but it was fast and became the car of choice for daily driving by Hollywood stars and world racing champions. The car was so popular in overseas markets – more than eight out of every ten cars were exported – that it wasn’t until 1950 that the car was readily available to British buyers.

86

87

their own Swallow bodies for the Austin Seven

TOP LEFT MORE THAN 80

BOTTOM CENTER THE XK120

TOP RIGHT WITH ITS

PERCENT OF XK120S WERE

WAS ALSO BUILT AS A COUPE

LONG HOOD AND LOVELY,

EXPORTED. THE CAR WAS

WITH TEARDROP-SHAPED

FLOWING CURVES, THE

motorcar. Using powertrain and other com-

ESPECIALLY POPULAR WITH

SIDE WINDOWS THAT

JAGUAR XK120 WAS

REMINDED MANY OF THOSE

BEAUTIFUL. BUT IT ALSO WAS

ponents from the Britain’s Standard car com-

AMERICANS, INCLUDING HOLLYWOOD STARS SUCH AS

IN THE FAMED BUGATTI

FAST, THE FASTEST ROAD CAR

CLARK GABLE.

ATLANTIC.

OF ITS TIME.

pany, they produced their own cars, the SS I and SS II, beginning in 1932. After Wamsley left, Lyons changed the company’s name to SS Cars Ltd., which showed a four-door model, the SS Jaguar, at the London show in 1936.

That first “Jaguar” was powered by a Standard engine much modified by William Munger Heynes and Harry Weslake. Heynes led the development of Jaguar’s own engine, the XK, a 3.4-liter straight six with dual overhead camshafts that helped it generate 160 hp and 195 pound-feet of torque to propel the car from a standing start to 60 mph in just 10 seconds.

The XK 120 may have had a tiny cockpit, little luggage room, weak headlights and weaker brakes, but it was fast and became the car of choice for daily driving by Hollywood stars and world racing champions. The car was so popular in overseas markets – more than eight out of every ten cars were exported – that it wasn’t until 1950 that the car was readily available to British buyers.

86

87

AUSTIN HEALEY 100

B

ritish automaker Austin de-

as a sedan. Americans bought them, though

Healey’s designer Gerry Coker created

signed its A90 Atlantic with

not in the sort of numbers Austin had antici-

a two-seat sports car that Healey packaged

Americans in mind. It even

pated, so the automaker asked several British

around Atlantic components. The project

used the Indianapolis Motor

specialists to see what they could do with the

drew considerable attention when Healey

Speedway to set a series of stock car speed

A90’s mechanical components to create a

took his car to Belgium, ran it at speeds of

records; over the course of seven days and

product more suited to American tastes.

up to 117 miles per hour (188 km/h) and then

nights and despite inclement weather, the

Donald Healey had been among Europe’s

Atlantic covered nearly 12,000 miles (more

top rally racers and then became technical

than 19,000 kilometers) around the famous

director at Triumph. After World War II, he

Brickyard at an average speed of more than

started his own car-building company and

70 miles per hour (112 km/h).

built more than 600 Healey touring cars and

The Austin Atlantic went on sale as a 1949 model, first as a convertible and later

Silverstone sports cars in the late 1940s and early ‘50s.

immediately displayed it on his stand at the

miles per hour (160 km/h) and accelerate

The company also produced slightly more

1952 London Motor Show, where the car was

from a standing start to 60 miles per hour

than 50 100S versions, designed for motor-

presented as the Healey 100. Austin merged

(96 km/h) in slightly more than 10 seconds.

sports competition, with aluminum bodies,

with Morris in 1952 to form the British Motor

Stock trim for the Austin Healey 100 in-

132 horsepower and was the first production

Company and BMC’s Sir Leonard Lord was

cluded a 90-horsepower, 2.6-liter Austin

car to wear Dunlop disc brakes inside all four

so impressed with Healey’s car that he put

A90 four-cylinder engine, double-wishbone

of its wheels.

it into production as the Austin Healey 100.

front suspension and a life rear axle with leaf

In 1957, the car grew heavier and longer,

Healey had recognized a gap in the fledg-

springs. The car sat almost too low to the

with a 2.6-liter six-cylinder engine, a back

ling American sports car market between

ground, and exhaust routing made things

seat and an available detachable hardtop.

MG’s T series roadsters and Jaguar’s XK120,

hot in the cockpit, but the body was beau-

Austin Healey introduced its back-to-ba-

both in terms of price and performance. The

tiful, the windshield would fold flat and the

sics Sprite roadster model in 1958 and a year

Austin Healey 100 sold for just less than

car set standards for a relatively inexpensive

later 100 production ended when the com-

$3,000 (U.S.), about a thousand dollars more

roadster. In the first year of production, half

pany introduced the Austin Healey 3000.

than an MG and a thousand less than the

of all Austin Healey 100s were sold in the

Jaguar.

United States. Over the course of some six

To demonstrate the car’s potential, Healey himself drove a modified Austin

years of production, thousands more would cross the Atlantic.

Healey 100 to speeds of more than 142 miles

Austin Healey introduced the 100M in

per hour (nearly 230 km/h) in October 1953

1956; this car drew power from a 110-horse-

at the Bonneville Salt Flats. Even in

power engine and came with a two-tone

stock trim, the car could exceed 100

paint scheme.

TOP LEFT THOUGH

BOTTOM RIGHT DONALD

BUILT AS A ROADSTER, A

HEALEY MADE THE 100

REMOVABLE HARDTOP WAS

DURABLE AND FAST, ABLE TO

AVAILABLE FOR THE AUSTIN

EXCEED 100 MILES PER HOUR

HEALEY 100.

EVEN IN STOCK TRIM.

AUSTIN HEALEY 100

B

ritish automaker Austin de-

as a sedan. Americans bought them, though

Healey’s designer Gerry Coker created

signed its A90 Atlantic with

not in the sort of numbers Austin had antici-

a two-seat sports car that Healey packaged

Americans in mind. It even

pated, so the automaker asked several British

around Atlantic components. The project

used the Indianapolis Motor

specialists to see what they could do with the

drew considerable attention when Healey

Speedway to set a series of stock car speed

A90’s mechanical components to create a

took his car to Belgium, ran it at speeds of

records; over the course of seven days and

product more suited to American tastes.

up to 117 miles per hour (188 km/h) and then

nights and despite inclement weather, the

Donald Healey had been among Europe’s

Atlantic covered nearly 12,000 miles (more

top rally racers and then became technical

than 19,000 kilometers) around the famous

director at Triumph. After World War II, he

Brickyard at an average speed of more than

started his own car-building company and

70 miles per hour (112 km/h).

built more than 600 Healey touring cars and

The Austin Atlantic went on sale as a 1949 model, first as a convertible and later

Silverstone sports cars in the late 1940s and early ‘50s.

immediately displayed it on his stand at the

miles per hour (160 km/h) and accelerate

The company also produced slightly more

1952 London Motor Show, where the car was

from a standing start to 60 miles per hour

than 50 100S versions, designed for motor-

presented as the Healey 100. Austin merged

(96 km/h) in slightly more than 10 seconds.

sports competition, with aluminum bodies,

with Morris in 1952 to form the British Motor

Stock trim for the Austin Healey 100 in-

132 horsepower and was the first production

Company and BMC’s Sir Leonard Lord was

cluded a 90-horsepower, 2.6-liter Austin

car to wear Dunlop disc brakes inside all four

so impressed with Healey’s car that he put

A90 four-cylinder engine, double-wishbone

of its wheels.

it into production as the Austin Healey 100.

front suspension and a life rear axle with leaf

In 1957, the car grew heavier and longer,

Healey had recognized a gap in the fledg-

springs. The car sat almost too low to the

with a 2.6-liter six-cylinder engine, a back

ling American sports car market between

ground, and exhaust routing made things

seat and an available detachable hardtop.

MG’s T series roadsters and Jaguar’s XK120,

hot in the cockpit, but the body was beau-

Austin Healey introduced its back-to-ba-

both in terms of price and performance. The

tiful, the windshield would fold flat and the

sics Sprite roadster model in 1958 and a year

Austin Healey 100 sold for just less than

car set standards for a relatively inexpensive

later 100 production ended when the com-

$3,000 (U.S.), about a thousand dollars more

roadster. In the first year of production, half

pany introduced the Austin Healey 3000.

than an MG and a thousand less than the

of all Austin Healey 100s were sold in the

Jaguar.

United States. Over the course of some six

To demonstrate the car’s potential, Healey himself drove a modified Austin

years of production, thousands more would cross the Atlantic.

Healey 100 to speeds of more than 142 miles

Austin Healey introduced the 100M in

per hour (nearly 230 km/h) in October 1953

1956; this car drew power from a 110-horse-

at the Bonneville Salt Flats. Even in

power engine and came with a two-tone

stock trim, the car could exceed 100

paint scheme.

TOP LEFT THOUGH

BOTTOM RIGHT DONALD

BUILT AS A ROADSTER, A

HEALEY MADE THE 100

REMOVABLE HARDTOP WAS

DURABLE AND FAST, ABLE TO

AVAILABLE FOR THE AUSTIN

EXCEED 100 MILES PER HOUR

HEALEY 100.

EVEN IN STOCK TRIM.

ASTON MARTIN DB5

I

t’s been called the world’s most fa-

Connery through his various adventures, it

mous car, the Silver Birch-colored

came out of retirement for a cameo appear-

Aston Martin DB5 that Bond, James Bond drove, first in Goldfinger, then in

Thunderball.

BOTTOM CENTER THE

TOP RIGHT SOME THINK

DB4’S DESIGN WAS DONE IN

SEAN CONNERY WAS THE

ITALY BY TOURING, WHICH

STAR OF THE JAMES BOND

ance in yet another movie, “The Cannonball

ALSO BUILT THE BODIES

MOVIE, GOLDFINGER, BUT

Run.”

FOR THE CAR, WHICH WAS

MANY SAY THE MOVIE’S

AVAILABLE AS EITHER A

CLASS ACT WAS THE

FIXED-HEAD COUPE OR A

“SPECIALLY EQUIPPED” ASTON MARTIN DB5.

Aston Martin launched the DB5 in 1963

Equipped by Q with such non-factory op-

as the mildly updated successor to the sev-

CONVERTIBLE WITH AN

tions as an ejection seat, retractable machine

en-year-old DB4, which had been the first

STEEL HARDTOP.

guns, bulletproof rear shield, oil slick sprayer

all-new model the company produced after

and tire-shredding wheel extensions, the car

it was purchased in 1947 by David Brown.

became a star in its own right, so famous

Brown gave his initials to the company’s cars

that sixteen years after shuttling actor Sean

after he added Aston Martin to industrial

164

OPTIONAL REMOVABLE

165

ASTON MARTIN DB5

I

t’s been called the world’s most fa-

Connery through his various adventures, it

mous car, the Silver Birch-colored

came out of retirement for a cameo appear-

Aston Martin DB5 that Bond, James Bond drove, first in Goldfinger, then in

Thunderball.

BOTTOM CENTER THE

TOP RIGHT SOME THINK

DB4’S DESIGN WAS DONE IN

SEAN CONNERY WAS THE

ITALY BY TOURING, WHICH

STAR OF THE JAMES BOND

ance in yet another movie, “The Cannonball

ALSO BUILT THE BODIES

MOVIE, GOLDFINGER, BUT

Run.”

FOR THE CAR, WHICH WAS

MANY SAY THE MOVIE’S

AVAILABLE AS EITHER A

CLASS ACT WAS THE

FIXED-HEAD COUPE OR A

“SPECIALLY EQUIPPED” ASTON MARTIN DB5.

Aston Martin launched the DB5 in 1963

Equipped by Q with such non-factory op-

as the mildly updated successor to the sev-

CONVERTIBLE WITH AN

tions as an ejection seat, retractable machine

en-year-old DB4, which had been the first

STEEL HARDTOP.

guns, bulletproof rear shield, oil slick sprayer

all-new model the company produced after

and tire-shredding wheel extensions, the car

it was purchased in 1947 by David Brown.

became a star in its own right, so famous

Brown gave his initials to the company’s cars

that sixteen years after shuttling actor Sean

after he added Aston Martin to industrial

164

OPTIONAL REMOVABLE

165

BMW M1

BOTTOM LEFT DESIGNER

THE COMPANY’S

GIORGETTO GIUGIARO

CHARACTERISTIC TWIN-

EXPLORED NEW IDEAS IN

KIDNEY GRILLE INTO THE

FRONT AND REAR CRASH

THIN NOSE OF A WEDGE-

PROTECTION IN DRAWINGS

SHAPED BODY THAT

HE MADE IN 1978 FOR THE

FEATURED GULL WING

BMW M1.

DOORS. THE CAR WAS THE ONLY BMW PRODUCTION

I

RIGHT THE DESIGN OF THE

VEHICLE BUILT AROUND

BMW M1 INCORPORATED

MID-ENGINE ARCHITECTURE.

n celebration of the 1972 Olympic

for many reasons. It took its name from

BMW’s 3.0CSi showing its age, a new car

Games hosted by its headquarters

the turbocharging of its 4-cylinder engine,

would be needed for racing in the Group

hometown

Germany,

which a year later would provide power

4 category of the World Manufacturers

BMW had its design director Paul

to the highest-performance version of the

Championship. With Bracq having returned

Bracq create a special concept car. The gull-

company's heralded sports coupe, the 2002.

to his native France to work for Peugeot,

winged BMW Turbo was presented it as an

The Olympic car also was the first BMW

BMW turned to Giorgetto Giugiaro to de-

experimental safety vehicle, although its

with mid-engine architecture.

sign a body based on the ‘72 Olympic Turbo

of

Munich,

wedge-shaped and low-slung body looked

Fast-forward to 1975 and to recently re-

more like an exotic sports car than some-

vised international racing rules and BMW’s

BMW contracted Italian sports car

thing designed with safety in mind.

desire to maintain its competitiveness

maker Lamborghini to do development en-

in international endurance racing. With

gineering for the tube-frame chassis and to

The Olympic concept car was notable

concept.

BMW M1

BOTTOM LEFT DESIGNER

THE COMPANY’S

GIORGETTO GIUGIARO

CHARACTERISTIC TWIN-

EXPLORED NEW IDEAS IN

KIDNEY GRILLE INTO THE

FRONT AND REAR CRASH

THIN NOSE OF A WEDGE-

PROTECTION IN DRAWINGS

SHAPED BODY THAT

HE MADE IN 1978 FOR THE

FEATURED GULL WING

BMW M1.

DOORS. THE CAR WAS THE ONLY BMW PRODUCTION

I

RIGHT THE DESIGN OF THE

VEHICLE BUILT AROUND

BMW M1 INCORPORATED

MID-ENGINE ARCHITECTURE.

n celebration of the 1972 Olympic

for many reasons. It took its name from

BMW’s 3.0CSi showing its age, a new car

Games hosted by its headquarters

the turbocharging of its 4-cylinder engine,

would be needed for racing in the Group

hometown

Germany,

which a year later would provide power

4 category of the World Manufacturers

BMW had its design director Paul

to the highest-performance version of the

Championship. With Bracq having returned

Bracq create a special concept car. The gull-

company's heralded sports coupe, the 2002.

to his native France to work for Peugeot,

winged BMW Turbo was presented it as an

The Olympic car also was the first BMW

BMW turned to Giorgetto Giugiaro to de-

experimental safety vehicle, although its

with mid-engine architecture.

sign a body based on the ‘72 Olympic Turbo

of

Munich,

wedge-shaped and low-slung body looked

Fast-forward to 1975 and to recently re-

more like an exotic sports car than some-

vised international racing rules and BMW’s

BMW contracted Italian sports car

thing designed with safety in mind.

desire to maintain its competitiveness

maker Lamborghini to do development en-

in international endurance racing. With

gineering for the tube-frame chassis and to

The Olympic concept car was notable

concept.

THE LINES OF THE NEW BEETLE LEND THEMSELVES TO CUSTOMIZATION OF ALL KINDS.

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