Archive for November, 2016

judy dent

F C Gundlach is a celebrated German photographer, he took a series of shots of British Model Judy Dent at the Avus in 1962…

Gundlach is regarded as the German’s most important fashion photographer in the post war period. His work is highly rated for its craftsmanship, technical finesse and staging. For the technically minded photographers, he normally used a 28mm wide angle lens as it ‘allows closer proximity to the models, a sharper perspective and higher depth of field’.

Formula Junior XIV International Avusrennen 13 May 1962…

A little bit of fossicking aided by the ‘F2 Register’ shows, i think, these photos were taken at the Avus, Berlin in May 1962, a round of the German FJ Championship won that year by Kurt Ahrens Jnr. Jo Siffert won the Avus round in his Lotus 22 Ford.

The first shot below is, i think, the Lotus 22 Ford of Ahrens Jnr, he actually raced a Cooper T59 Ford, but he and his father raced both Cooper T59 and Lotus 22, so my guess is Kurt tested the Lotus but elected to race his trusty Cooper.

avus 1

Judy Dent again in  a lovely ‘Saga’ fur coat. Car below is the Cooper T56 Ford of Gunter Schramm, 7th in the aggregate of 2 races, and 4 th in the Championship.

avus 2

The Ahrens Jnr Lotus 22 Ford again, below

avus 3

Lotus 22 Ford of Kurt Ahrens Snr. He was 10th in the race on aggregate and finished 3rd in the Championship.

lotus 21

Photo Credit…F C Gundlach



The Lancia Fulvia HF ‘F&M’ barchetta of Sandro Munari and Rauno Aaltonen jumping its way to a class win at the Nurburgring 1000Km on 1 June 1969…

The story of this Lancia is an interesting one, well known to fans of the marque, three cars were factory built in period plus a couple by Sicilian Lancia tuners.

Cesare Fiorio and Claudio Maglioli, respectively team manager and works driver of Lancia’s Squadra Corse HF, saw that the team´s drivers were fried by the Daytona heat in 1969 and decided to create something more competitive and cooler for the drivers for the Targa Florio. Given there was no budget for a more sophisticated approach they chopped the roof off the HF coupé and shortened its chassis by 28 mm. The roof, windscreen and side windows were removed and interior completely stripped with the exception of the driver’s seat. The result, a car 200 pounds lighter with consequent benefits to acceleration, handling and braking.

Whilst lightened the structural rigidity of the chassis was retained by the addition of some tubular framework. The fuel tank was centralised by placing it where the rear seat had been.

The first factory car eventually became the test mule for the Lancia Stratos, the second exists although in what form is a little unclear, the location of the third is unknown.


Pretty lines of the Fulvia F&M Barchetta shown in this Targa shot of the 9th placed Aaltonen/Munari chassis (unattributed)

The cars made their race debut at Targa in May where Claudio Maglioli /Raffaele Pinto retired due to overheating caused by an errant newspaper obstructing the radiator, but ninth place overall was a great result for rally-drivers Sandro Munari and Rauno Aaltonen in the other car. The race was won by the Mitter/Schutz Porsche 908/2.

At the 1000 km of Nurburgring on June 1, Munari /Aaltonen were 27th outright and won their class and Maglioli / Pinto finished 29th/2nd in class. Porsche again won the race with their 908/2, this time the car crewed by Jo Siffert and Brian Redman.

At the Grand Prix of Mugello in July Sandro Munari was 5th, a great result amongst 2 litre Abarth and Porsche sports-prototypes and a 5 litre Lola T70!

Two of the cars were then further modified (see post-script below) to accommodate a navigator and rudimentary weather protection to allow them to compete in Group 4 at the 1969 Tour de Corse/Rally Corsica where the Munari/Davenport car was 13th and Timo Makinen/Paul Easter 11th.


Munari’s car into the Mugello pits en-route to 5th amongst some pretty quick sportscars and prototypes, Fulvia F&M. Munari won the ’69 Mugello GP in a Abarth 2000SP (unattributed)

Technical Specifications…

Lancia Fulvia’s were front-engined and FWD of course.

Engine, SOHC, 2 valve 13 degree, all aluminium 82.4X75mm bore/stroke, 1600cc V4. Circa 160bhp@8200rpm. Gearbox, 5 speed with limited slip diff, final drive ratios to choice.

Spider body with front suspension by wishbones, tranverse leaf spring and guide-bar and rear by beam axle, transverse rod and longitudinal transverse spring with telescopic hydraulic shocks front and rear. Brakes were non-servo assisted discs

The little cars were 3670 mm long, 1580 mm wide and 840 mm high with weight quoted as 720 Kg.


Timo Makinens car during the Tour de Corse, note lights back on the car and the basic windscreen and ‘roof’ (unattributed)

‘Tour de Corse’ Rally Corsica, 9-11 November 1969 Postscript…

Just love Lancia’s creativity; when looking at the Barchetta’s above you wouldn’t think they could be crafted into ‘all-weather’ rally machines, particularly given the winter of 1969, but that belies Lancia’s focus!

Lancia felt they would be more competitive against the Porsche 911R, Alpine A110 and 2002Ti opposition with the F&M Specials than their usual HF machines

Tests in Corsica resulted in some changes to the cars; which had reinforced doors, a wider roll-bar to protect both driver and navigator, navigation rally gear and thin Plexiglas, 24cm high, windscreen and wipers.

During the last week before the rally the weather worsened greatly, Sandro Munari realised the open car was going to be virtually impossible to drive in conditions down to 4 degrees so he decided to clothe himself more appropriately in rubber suits sourced by the Turin factory; one flew around too much at speed, the black divers wetsuit! didn’t ‘breathe’ causing lots of sweating.


Munari in orange helmet and Davenport in their warm ‘sub-suits’, no roof in this shot. Later Ferrari chief Luca Montezemolo looks on skeptically! (unattributed)

After tests both Munari, Makinen and their navigators decided to use a race suit similar to that utilised by submariners. In Turin, the racing department considered further changes to the cars…More shelter was provided for the occupants by raising the windscreen, the earlier one tested replaced by one from a Fulvia Coupe albeit modified with special uprights and with plastic side windows which were anchored to the front section of the roll bar.

By the time the cars arrived in Ajaccio for the Tour de Corse start the ‘F&M’s had lost both the appearance of the Targa Barchettas as well as their light weight! Makinen’s car at the last minute was fitted with a rudimentary sheet metal roof, an addition scornfully rejected by Sandro Munari! Softie!, he thought of Timo.


The quickie roof! as per the text, note fuel filler, rough as guts geddit done finish (unattributed)

The two ‘F & M Special’ were part of Lancia’s six car team in the event, the final result was disappointing with the normal 1.6HF of Kallstrom/Haggbom 9th, 1.3HF of Ballestrieri/Audetto 10th ahead of the trick ‘F&M Specials’; Makinen-Easter 11th and Munari-Davenport 13th.  The rally was won by Gerard Larrousse/Gelin in a Porsche 911R ahead of an Alpine A110 Renault, Ford Capri RS2600 and a swag more A110’s…


Normal HF following the Munari car during the Tour (unattributed)


Rainer Schlegelmilch, Rallymania

Tailpiece: Collesano, Rauno Aaltonen, Lancia Fulvia F&M, Targa 1969. The short, squat efficient lines of the car clear in this wonderful shot…







The 1957 German Grand Prix is famous as one of the greatest ever; Fangio’s Maser 250F chase and defeat of Hawthorn and Collins in their Lancia Ferrari’s is the stuff of legend…

These two photos reminded me of that day and a car then in the Autumn of its long life as a front line tool. First raced in 1954, by the end of 1957 the 250F had finally won the world title it deserved albeit Fangio made it sing that year, not so sure the title would have been Maserati’s without the great Argentinian behind the wheel.

Behra’s 6th place at the Nurburgring is perhaps more indicative of the cars pace with a ‘mere mortal’ behind the wheel. Actually that’s not fair, the 250F was a top three or four car with a driver of Behra’s calibre in 1957, there was plenty of depth in the field though with the Vanwalls as well as the Lancia Ferrari 801’s.


German GP ’57 first lap; Hawthorn and Collins, then Fangio and Behra, works Lancia Ferrari and Maser 250F’s. Then Moss and Brooks in Vanwall VW57’s, look closely and you can just see the top of Musso’s helmet in the other Lanc Ferrari between the two Vanwalls then Gregory’s white Maser 250F and the rest (Klemantaski)

Have a read of my 250F article;

The opening shot I love, partially because of the time of change it heralds. The front-engined Maser with its wire wheels, knock on spinner cap, finned drum brakes and forged suspension components will shortly be supplanted by Cooper alloys, discs and fabricated wishbones. Moss won the Argentine GP in a Cooper T43 Climax 6 months later, the day of the front-engined GP car wasn’t over but it was on the approach.


The shot above is of Guerino Bertocchi, Maserati’s famous engineer/mechanic/tester trying to breathe some life into Behra’s 250F in the Nurburgring paddock also in ’57. Marvellous cars.

Checkout this Race Footage…


Klemantaski Collection, Graham Gauld


Tailpiece: Bertocchi about to test Masten Gregory’s Centro Sud prepared, Scuderia Buell owned 250F #2534 at Modena in September prior to the 1958 Italian GP at Monza of course…

Masten raced #2533 at Monza, this car wasn’t handling well so he switched chassis.

World Champion in 1957, the Masers were make-weights in 1958, the best placed of the beasties that season in championship events were fourths; Fangio’s in Argentina and Reims, his very last GP start, and Masten’s car at Monza. For the record the best of the non-championship results was Jo Bonniers 2nd in the GP de Caen.