1964 Ferrari 250 Lusso

1964 Ferrari 250 Lusso

One of the rarest of the rare, the Ferrari flagship of the 1950’s and 60’s that took the world by storm, thunder, and any other meteorological metaphors you wish to insert!

Certainly a close second to the mighty Daytona’s beauty, the Ferrari 250 was once one of the world’s most desirable cars, with those crisp smooth lines and iconic engine sound echoing across both Europe and the USA.

The car was also built in a myriad of variations, 8 racing models, 2 Export/Europa models, and 14 GT models, including the Pininfarina Coupé Speciale, the Berlinetta "Tour de France" and the Spyder California SWB.

This particular version is a 250GT Lusso, manufactured between 1963 and 64. Sometimes known as the GTL, GT/L or Berlinetta Lusso, it is larger and more luxurious than the 250GT Berlinetta. The 250GT Lusso, which was not intended to compete in sports car racing, is considered to be one of the most elegant Ferraris.

Keeping in line with the Ferrari tradition of the time, the 250GT Lusso was designed by the Turinese coachbuilder Pininfarina, and bodied by Carrozzeria Scaglietti. Although the interior was more spacious than that of the 250 GT, the 250 GT Lusso remained a two-seat GT coupe, unlike the 250 GTE. The car was manufactured for only eighteen months, from early 1963 to mid 1964, and was the last model of Ferrari 250GT generation.

Auto shows often provide an opportunity for manufacturers to introduce new designs publicly. Ferrari did so at the 1962 Paris Motor Show to unveil, as a prototype, the 250 GT Lusso. The prototype was almost identical to the production version, and only minor details changed thereafter.

The new model was a way for Ferrari to fill a void left between the sporty 250GT SWB and the luxurious 250GTE 2+2, the Lusso met the new demands of the 1960s. Indeed, fans of sporting driving of the time became as fond of civilized designs, that is, comfortable and spacious, as they were of radical sports cars. Ferrari did not skimp on details in the GTL, which shows on the scales; weight ranged from 2,250 to 2,890lb, depending on equipment.

Unusually brief for a Ferrari model, GTL’s production began January 1963 and ended August 1964. According to a longstanding American expert on Ferrari, Peter Coltrin, the construction of the 250 GT Lusso must have begun soon after the presentation of the prototype of the Paris Motor Show.

Although it was not intended to compete, the 250 GT Lusso made a few appearances in several sporting events in 1964 and 1965, such as the Targa Florio and the Tour de France. The final iteration of the 250GT series, 351 copies of GT Lusso were produced before being replaced by the Ferrari 275 GTB. Originally sold for $13,375, the GTL saw sales in 2010 between $400,000 and $500,000, and 2013 values were approaching 4 times this figure.

Posted by Rorymacve Part II on 2015-03-28 20:20:07

Tagged: , car , cars , automobile , auto , …

1952 Jaguar XK 120 Ghia Supersonic (02)

1952 Jaguar XK 120 Ghia Supersonic (02)

Born to an English mother – the firm Jaguar – and an Italian
father – bodybuilder Ghia, the Jaguar XK 120 Ghia Supersonic symbolizes
its only form aesthetic inspirations of the sports cars of the 1950s,
beginnings of supersonic aeronautics.
Read more

Posted by Georg Sander on 2012-03-28 05:59:25

Tagged: , 1952 , Jaguar , XK , 120 , Ghia , Supersonic , red , rosso , rouge , rot , XK120 , alt , antique , auto , automobil , automobile , autos , bild , bilder , car , cars , classic , classique , foto , fotos , historic , image , images , klasik , mobil , old , oldtimer , photo , photos , picture , pictures , vehicle , vintage , wallpaper , 2012 , Technoclassica , Techno , classica , Motorshow , Motor , Show , Messe , Automesse , Oldtimermesse , Essen , Germany …

Trabant Cabriolet

Trabant Cabriolet

Cut the top off your Trabbi and you’ve got yourself a wild ride!

Yes, when you think of Communist cars, you don’t think of the Lada Riva or the Wartburg or that weird Chinese Austin Maestro/Montego hybrid, you think of the Trabbi!

Built in East Germany, the Trabant started production in 1957 and continued right through until the end of the Eastern Bloc in 1991! And in that entire time the car went through pretty much no modifications from its original design. This car pictured is in fact a 1988 Universal model, which looks exactly the same as a 1958 Universal!

The car has the distinction however of being the first car built out of recycled materials, although today many eco-cars can claim they were constructed from several fridges or tin cans, the Trabant was the one that perfected it. But these recycled materials were not tin cans or fridges, or any other rigid metallic materials, but was in fact recycled cotton! Cotton waste from the Soviet Union and East German dye industry was compacted into a material known as Duroplast (hard plastic), and this is what the body was made of. Although at the time this was claimed to be stronger in crashes than any Western cars of comparative size and shape, I have a strong suspicion that these tests were carried out at 3mph against a mattress!

The car was powered by a 600cc two-stroke engine for the first 30 years of its life, although for the last 4 it was powered by a Volkswagen 1.6L engine from the Polo. In total, the best part of 3.7 million Trabants were built and plied their trade along the roads of the Eastern Bloc until the fall of the Berlin Wall in 1989, when thousands of these cars and their owners made their way into West Germany and dispersed across Europe. Although many were abandoned within days of the crossing, the Trabbi has since become probably the most famous cult car of all time, with many Westerners picking them up in 1990 for a single Deutsche Mark.

So why would people want to buy a car that’s as slow as sin, as reliable as lighting a match in a Force 10 Gale, has the crash safety of a paper bag and the prospect of the wheels falling off at any given moment?

Novelty of course! I’ve met many Trabant collectors at car shows, and their answers have consistently been for the novelty. Be it because the car was made by a Communist regime that no longer exists, the time-capsule styling of the 1950’s on a 1990’s car, the fact that it is so unreliable and unsafe that it inspires a sense of danger and risk, or mostly because it’s something of a cultural symbol that is easily personable. Today you’ll find that a lot of Trabant’s aren’t exactly in an original guise like the one here, most have been converted into caravans, racing cars, rally cars, mock military vehicles, police …

1968 – 1975 BMW 2002 E10 (04)

1968 - 1975 BMW 2002 E10 (04)

The 2002 is one of BMW’s most famous automobile models. Its popularity cemented the company’s reputation for compact sporting sedans and served as both forerunner of the BMW 3 Series and inspiration for the new 1 Series Coupe.

With its 1990 cc engine, it produced 108 bhp (81 kW; 109 PS) in the 2002, and 130 bhp (97 kW; 132 PS) in the high-performance 2002tii, offering a top speed of 185 km/h (115 mph). The 2002tii was based on the 2002ti that was never sold in the United States. Although almost exactly the same in appearance as a regular 2002, the tii had slightly wider wheels, larger front brakes, and a number of other mechanical modifications that made the car more fun and more desirable as a collector car. One result is that many of the highly desirable "tii"s appearing on eBay and sold throughout the country are fake; it is not uncommon to see tii engines installed in standard 2002s because there is a significant price difference between the two cars. The 2002ti (touring Internationale) is very rare, even more so than the 2002 turbo, as very few of these cars still survive. The 2002ti had two solex phh 40 side-draft carburettors and higher compression pistons resulting in 120 bhp (89 kW; 122 PS) and was made 68-71. The 2002ti was also very successful in racing and Hans Stuck won the Nurburgring 24-hour race in 1970, but the car also won many hill-climbs and rallies. This made the 2002 the cult car it is today. The 2002 Turbo was launched at the 1973 Frankfurt Motor Show. BMW’s, and Europe’s first production turbo, it produced 170 hp (127 kW) at 5,800 rpm, with 240 N·m (180 lb·ft) of torque.

A three-door 2002, the Touring, was also available. The Touring was not a full station wagon, resembling a modern hatchback. BMW would not offer a Touring model again until the late 1980s, with the 3 Series. A cabriolet version was produced in small numbers by Baur of Germany, which to this day as IVM Automotive, continues to convert BMWs. This version was never sold in the United States although a number were brought in by diplomatic staff, and recently they can be imported so more have come over.

(Wikipedia)

– – –

Die ursprüngliche Baureihe 114, auch als BMW-02-Serie bezeichnet, umfasst Mittelklassefahrzeuge, die BMW in den Jahren 1966 bis 1977 baute. Die BMW-02-Serie stellte die Abrundung des BMW-Programms nach unten dar. Sie wurde aus dem BMW 1600 der „Neuen Klasse“ abgeleitet, die Modelle hatten jedoch nur zwei Türen.

Es gab nur Vierzylinder-Modelle (Motortyp M10) mit den Bezeichnungen 1502, BMW 1600-2, 1602, 1600 ti, 1802 und 2002, 2002 ti, 2002 tii und BMW 2002 turbo, wobei die ersten beiden Ziffern jeweils den Hubraum angeben (außer beim 1502, der auch 1,6 Liter Hubraum hat). Die Entwicklungscodes sind Typ 114 für die Modelle 1502–1802, E6 für die touring-Modelle, E10 für den BMW 2002 inkl. ti und tii sowie E20 für den BMW 2002 turbo.…

Rusted Edsel Along Route 66 in Seligman, Arizona (Cut Out Effect)

Rusted Edsel Along Route 66 in Seligman, Arizona (Cut Out Effect)

View Large On Black

This photo was taken in Seligman, Arizona by Jonas Hansson, a very good Swedish friend of mine, on his trip with his father Hans in 2006 (via their vintage Volvo PV convertible) across the USA on Route 66. With Jonas’ permission, I’ve been selecting some of my favorite photos of their road trip along the "Mother Road" and doing some post processing… enhancing, cropping, tone mapping, special effects, etc.

In this photo of an old rusted out Edsel was found along the old road in Seligman, Arizona, I took the original color photo, severely cropped it and enhanced it, added a cut out effect, then some posterization and ink outlines… 🙂

As the song by Bobby Troup goes:

If you ever plan to motor west
Travel my way, the highway that’s the best.
Get your kicks on Route 66!

Below is a link to Hans and Jonas’ blog about their historic trip:
hanssonroute66.blogspot.com/2006/07/information-in-englis…

INFORMATION ON THE EDSEL:

The Edsel was a marquee division of Ford Motor Company during the 1958, 1959 and 1960 model years. Research and development on the Edsel began in 1955 under the name "E-car," which stood for "Experimental car." This represented a new division of the firm alongside that of Ford itself and the Lincoln-Mercury division, whose cars at the time shared the same body.

The Edsel was introduced amidst considerable publicity on "E Day"—September 4,1957. It was promoted by a top-rated television special, The Edsel Show on October 13, but it was not enough to counter the adverse public reaction to the car’s styling and conventional build. For months Ford had been circulating rumors that led consumers to expect an entirely new kind of car when in reality the Edsel shared its bodywork with other Ford models.

For the 1958 model year, Edsel produced four models, including the larger Mercury-based Citation and Corsair, and the smaller Ford-based Pacer and Ranger. It included several innovative features, among which were its "rolling dome" speedometer and its Teletouch transmission shifting system in the center of the steering wheel. Other design innovations included ergonomically designed controls for the driver, and self-adjusting brakes (often claimed as a first for the industry, although Studebaker had pioneered them earlier in the decade).

Ford announced the end of the Edsel program on Thursday, November 19, 1959. However, cars continued being produced until late in November, with the final tally at 2,846 1960 models. Total sales were approximately 84,000, less than half McNamara’s projected break-even point. The company lost $350 million on the venture.

There is no single reason why the Edsel failed, and failed so spectacularly. Popular culture often faults the car’s styling. Consumer Reports cited poor workmanship. Marketing experts hold the Edsel up as a supreme example of corporate America’s failure to understand the nature of the American consumer. Business analysts cite the weak internal support for the product inside Ford’s executive offices. According to author and Edsel scholar Jan Deutsch, the Edsel was "the wrong car at …