Tag Archives: racing

Puma Sneakers Celebrate 50 Years Of Porsche Andial

Time goes by – fast. And even faster in the world of Porsche performance. Making it no surprise that 2025 already marks the 50th anniversary of one of the most renowned chapters in the history of Porsche performance tuning: ANDIAL. A legacy, founded in California in 1975 by three passionate minds. Sustained for 50 years by its countless fans all over the world. In celebration of this remarkable anniversary, Porsche and PUMA present a special limited-edition ANDIAL collection.

The synergy between the three founders was instrumental to ANDIAL’s success. Arnold Wagner brought the expertise in parts and office. Dieter Inzenhofer delivered mechanical engineering precision. And Alwin Springer contributed his extensive knowledge of technology and systems. With their united vision, they shaped the brand. With their combined names, they formed the acronym: ANDIAL.

The ANDIAL heritage lives on beyond outstanding performance – with its iconic design. PUMA and Porsche have transferred the memorable ANDIAL colors and liveries from the road to street style. With a unique pair of sneakers, available in two different colors. A timeless tribute to the best-times, driven by ANDIAL race cars. If that’s not enough, check out the limited edition t-shirt, trucker cap and detailed car model.

Stunning Art Deco Tear Drop Coupe Features In Auction

THE MONTEREY JET CENTER AUCTION

When Anthony Lago went to Suresnes in September 1933 to salvage Automobiles Talbot-Darracq, he took on a company with massive financial problems and a rather ho-hum range of cars.

The mechanical legacy left by his predecessor Owen Clegg and chief engineer Walter Becchia was staid and pedestrian. The nicest thing that could be said about the cars was that they did no one any harm. Sporty, stylish or chic, they definitely were not. In addition, models had been allowed to proliferate needlessly: too many engine sizes were served up in a bewildering number of chassis lengths and body styles, none of which were selling. One could say that while Talbot could produce a car for every occasion, there was unfortunately not an occasion for every car. Something needed to be done, and quickly.

While the many problems had seemed daunting to Lago’s predecessors, he was not going to let them or anything else stand in his way. Full of confidence, he had just completed the careful construction of the absolute deal of his life with Talbot’s British owners. Now at the age of 40, Lago was a dapper Anglo-Italian gentleman with little in the way of money, but of some sophistication: full of energy and vision for the disintegrating French company that now confronted him. In addition, he was an accomplished wheeler-dealer, who had worked very hard to get where he was.

By late 1932, Automobiles Talbot-Darracq S.A. in Suresnes just outside Paris, which was owned by the British Sunbeam-Talbot-Darracq combine (STD), was on the verge of bankruptcy.

Lago presented himself to the STD board as the “man to the rescue” and was sent from England to look Talbot-Darracq over and make a report as to what could be done. Upon examination of the moribund Talbot factory, Lago found a shambles. Chief engineer and fellow Italian Walter Becchia was on the verge of leaving, and the workers were uncaring and demoralized. The few cars being turned out were poorly put together. But beneath the dust and the cobwebs, Lago could see a plum ripe for the picking. So he went back to England, and instead of recommending liquidation, Lago suggested that he be made managing director of Talbot in France for a two-year period with a put option to buy the company and its holdings at any time at the 1933 value. Not knowing how hoodwinked they were, the STD directors accepted.

Lago then returned to France in the early fall of 1933 to rake the coals out of the fire with that doozy of a contract in his back pocket: potentially it would hand everything over to him if he played his cards right—which he did. The coals were raked out so ruthlessly that Antonio Lago, who in England had changed his name to Anthony, ended up owning Automobiles Talbot-Darracq S.A, once again without paying anyone anything.

When Lago finally exercised his option in 1935, he requested as payment that he might assume an old £500,000 debt that STD still owed the bank due to a loan taken in 1924, with the French factory as collateral. As the debt exceeded the book value of the company as well as that of the real estate, once again the STD directors accepted eagerly. Imagine: not only had Lago become a car maker without a centime to his name, but through this carefully laid out deal, he had also just become STD’s biggest creditor. And that was the devious plan. In 1936, Lago then let Talbot go bankrupt in connection with the great strikes in France. STD couldn’t very well call its remaining debt in with the liquidators, as Lago was first creditor in line, and his £500,000 would wipe the estate clean. In the end, Lago obtained Talbot scot-free.

While conducting these scurrilous financial dealings, he had set about transforming the company.

The plethora of available models, engines and chassis was pared down. Walter Becchia was given the job of redesigning the existing 14-CV six-cylinder engine in order to extract some much-needed extra power. The clunky non-synchronized three-speed gearboxes were supplanted by the advanced four-speed Wilson pre-selector for which Lago so conveniently held the patent rights.

And most important of all, in the summer of 1934, Lago paid a visit to his friend Joseph Figoni and talked him into designing a series of new, lithe and beautifully proportioned bodies to be built at the Talbot factory. As a result, the Talbot stand at the October 1934 Paris Salon featured a new, rakish Talbot prototype cabriolet by Figoni mounted on a 295 cm wheelbase chassis, fitted with a 3-liter engine redesigned by Becchia. It was called the T150 Grand Sport, and it was the talk of the Salon. Then, Lago went racing. Suddenly, Talbots were a hot commodity, and it is no exaggeration to say that the rest is history.

The T150 C and T150 C-SS Chassis

The T150 Grand Sport remained in production for roughly 18 months. At the October 1936 Salon, Anthony Lago and Walter Becchia presented the fruits of their continued labors in the form of two new and spectacular chassis. The first was an out-and-out sportscar chassis fitted with Walter Becchia’s new 4.0-liter high-performance development of the 3.0-liter six: the Lago T150 C-SS, placed at the very top of the market and only available as a bare chassis for the trade.

In all, less than 30 were made, yet the Lago C-SS would go down in history as one of the great pre-war chassis, on par with the legendary Bugatti 57S and Alfa Romeo 8C 2300. Wheelbase was 265 centimeters, which was identical to the Talbot T150 C GP cars from which the chassis was developed, and it was wide enough to accommodate two-passenger bodies with side-by-side seating.

The second chassis, named the T150 C, was equally formidable as it was mechanically identical to the C-SS, and fitted with the same great engine, but stretched 30 centimeters to a wheelbase of 295 centimeters. The benefits were two-fold. On the one hand, the extra length meant that two rows of seats could be accommodated if a four-to-five-passenger configuration was desired. But more importantly, the longer wheelbase made it possible for coachbuilders to achieve beautiful and harmoniously flowing lines of great elegance—especially on closed bodies with a single bench seat, such as 90034. The engine, gearbox, electrics and suspension specification would remain unchanged for the entire production run.

The construction and layout, as well as the mechanicals, were conventional and represented classic mid-1930s fast-car thinking. Both chassis were low, as the two rails passed under the rear axle and suspension. The engine, gearbox, firewall and suspension components were bolted directly onto the chassis. The steering was worm and nut, and the front suspension was independent with a transverse leaf spring. The live rear axle was suspended by half-elliptic leaf springs, with the suspension mounts on top of the chassis rails.

There was a short transaxle between the engine and the Wilson gearbox, followed by the driveshaft. The gearbox created a hump in the middle of the floor of the cabin just in front of the seats. For repairs and maintenance, the gearbox could be accessed through the floor in the interior of the car. The chassis had a foot operated one-shot lubrication system with a pedal actuated by the driver. The gas tank was a large 120 liter affair mounted on the chassis rails behind the rear axle. The complete T150 C chassis with all components, Wilson gearbox and ancillaries remained relatively light. It was a genuine 100 mph car.

The T150 C-SS and T150 C Engine and Gearbox

Lago’s first brief for Walther Becchia had been the job of developing the 14-CV Talbot six. This engine was bored and stroked to 78 x 104.5 mm, giving 2,996 cc, or 17 fiscal CV, and mounted in a 295 centimeter Talbot chassis. This chassis had already been fitted with an independent transverse leaf front suspension since 1932, which had been patented by Becchia in 1928. Dubbed La Solution Talbot, this suspension gave the chassis the makings of a sports car. The chassis was also given the Wilson gearbox, and the Talbot T150 Grand Sport was born.

For the T150 engine, Becchia designed a new cylinder head with a pent roof that created a nearly hemispherical combustion chamber, inclined valves operated by a single camshaft in the crank case, pushrods and rocker arms. This T150 3-liter put out a very satisfactory 100 horsepower at 4,200 rpm on a 7.4:1 compression ratio with one carburetor, and 110 horsepower with three. It compared well to the 18-CV Delahaye 3.2-liter engine, which Lago saw as his main competition. Whether it was a reflection of the true build costs or Lago’s chronic need for money, the new model carried a peppery price tag. At 78,000 francs, the T150 was not much cheaper than an eight-cylinder Bugatti T57 and a lot more than a six-cylinder 18-CV Delahaye.

Racing was a major motivation driving the development of the new engine. In mid-1935 however, the Automobile Club de France published their new rules for the 1936 season, which stipulated a blown 2.0-liter and an unblown 4.0-liter class. Therefore, in August of 1935, Lago demanded of Becchia that he design a new T150 C racing car from “scratch” for the 4.0-liter formula. Becchia now increased the bore of the 17 CV to 90 mm, but retained the stroke of 104.5 mm. Capacity was increased to 3,988 cc, which equated 23 fiscal CV. The light alloy hemi head remained, and the crank now ran in seven main bearings. In racing trim with three carburetors, power was a considerable 175 horsepower from this normally aspirated engine, permitting a top speed around 210 km/h on the circuits when the chassis was fitted with a light barquette body.

T150 C racers premiered on the French circuits in spring and summer of 1936, while the long and short wheelbase race-derived road-going versions of the 4.0-liter T150 C and T150 C-SS were shown at the October 1936 Paris Salon. In all cases, the “C” was short for Compétition. In the spring of 1937, the long chassis was renamed Lago-Spécial and the short Lago SS. Both featured Rudge knock-off wire wheels and a slightly detuned version of the 23-CV T150 C engine, now putting out 140 horsepower for road use. Lago had entered the Bugatti, Delage and Delahaye market for bespoke, stylish grand routières and sports cars.

By 1939, the Lago SS engine could be ordered in various stages of tune, delivering as much as 200 horsepower for competition and 165 horsepower for road use, which made a top speed of up to 200 km/h possible. This was an absolutely extraordinary figure for a road car at the time. From 1937 through 1939 and the breakout of hostilities, close to 25 T150 C-SS chassis were built, along with approximately 40 to 50 T150 C. Both types were, and are, very rare cars indeed.

Figoni, the Coachbuilder

Guiseppe Herménegilde Louis Figoni was born on 29 December 1892 in a tiny crossroads named Le Moline di Montereggio, about 45 km southwest of Piacenza in the province of Parma in the Emilia-Romagna region. Life was hard, people were poor, and in 1906, like many from northern Italy, the Figoni family emigrated to France to find work. They ended up in Boulogne-sur-Seine, the “Little Italy” of Paris, a working-class suburb far removed from what has now become posh and trendy Boulogne-Billancourt. After having served in the Great War on the Italian side, Joseph was apprenticed as a panel beater, or tôlier, to the well-known coachbuilder Lavocat et Marsaud. In 1923, he opened a modest carrosserie under his own name in Boulogne-sur-Seine.

Sometime around 1931, Joseph became a personal friend of Luigi Chinetti who ran the small and underfunded Alfa-Romeo operation in Paris. In 1932, Chinetti sent the famous racing driver Raymond Sommer to Figoni to have his Alfa-Romeo 8C 2300 chassis 2111018 rebodied to Le Mans specifications. The car won the 1932 race with Chinetti and Sommer at the wheel. For 1933, Sommer’s body was transferred to 8C 2300 chassis 2211109 that then proceeded to win Le Mans once again, driven by Tazio Nuvolari and Sommer. Suddenly, Figoni was the hottest name in French racing circles. Clients became a who’s who of legendary drivers, and for the next three years, the Figoni works virtually became an extension of the French Alfa-Romeo enterprise.

Joseph’s 1934 collaboration with Anthony Lago was another major breakthrough, not only in terms of securing clients that wanted a custom-built Talbot, but also in making the Figoni name world famous—at least in France at any rate. With all this activity, the small Figoni premises were bursting at the seams. Still, profits were not sufficient to allow for necessary expansion, and financial restrictions made it necessary to find an investor. This investor was Ovidio Falaschi, a fellow Italian who became partner in May of 1935. The company was reorganized as the Établissements Figoni et Falaschi, and several surrounding premises were leased so that bodies could now be manufactured at a rate that was a good deal faster than before. It should be noted that Ovidio Falaschi took a strictly financial interest and was not involved in the designs made by the company.

Design 9222

The star, the Figoni design that eclipses all else, remains the streamlined, two-seater coupé body that has become universally known as the Goutte d’Eau, which means water drop in French, now translated as Teardrop. It is a design of such breathtaking beauty that it has become one of the most iconic automobiles of all time. A maximum of thirteen are believed to have been built on the T150 C-SS chassis, two on the T23 Baby 4.0 Liters chassis, and only one T150 C, namely chassis 90034, the subject of this discussion.

Yet it is a body that more than 85 years after its inception, and despite its age, is instantly recognizable to automotive enthusiasts all over the world. It is one of the very few designs that is aesthetically correct, balanced and in equilibrium from any angle. This absolute harmony of line is a rare achievement indeed, and one that the Goutte d’Eau shares with only a minute number of other automotive design statements that are equally famous and universally revered, such as the “coffin-nosed” Cord 810, the Ferrari 250 GT California Spyder, the Lamborghini Miura or the first series Jaguar E-Type. Exalted company indeed.

Interestingly, it was the media who gave the Goutte d’Eau its name. While no one will dispute that it was fitting, the design was simply called a Faux Cabriolet by Figoni, and this in spite of the fact that the style has no elements that relate to the look of a classic (faux) cabriolet. Two versions existed of Figoni’s basic faux cabriolet design, a fastback and a notchback, which makes definitions even more confusing: the designations Coupé Amérique or Modèle New York were used indiscriminately by Figoni for the fastback, named so because it was first shown at the 1937 New York Auto Show, and Coupé Jeancart for the notchback as an industrialist named Jeancart bought the first body constructed to this style.

There were three Jeancart designs: no. 9220 with enclosed fenders front and rear, 9221 with exposed front wheels and enclosed rear wheels with fender skirts, and 9222 with no fender skirts and all four wheels exposed. On T150 C chassis 90034 the wheels are exposed, and it was therefore bodied to design 9222 and not 9221 as has been stated elsewhere.

Enter Antoine Schumann

In 1925, Luigi Chinetti was working as a mechanic for the Alfa-Romeo racing team. Like Anthony Lago, he was unhappy with the rise of fascism in Italy. After the team had completed its racing efforts in France and was on the cusp of returning to the home country, Chinetti decided to stay. As mentioned above, he then worked out of the premises Alfa-Romeo had established in Paris in the rue Marbeuf, just off the Champs-Élysées, which led him to sell an 8C 2300 to up-and-coming race driver Raymond Sommer. Chinetti had the car rebodied to Le Mans regulations by Figoni, and being the consummate wheeler-dealer that he was, he secured the position as Sommer’s co-driver in the 1932 Le Mans race which they won.

This marked the beginning of a lifelong friendship between Luigi Chinetti and Joseph Figoni. After he left Alfa-Romeo, Chinetti became a sales agent for Talbot-Lago, and Joseph Figoni gave Chinetti the exclusive rights for France to sell Talbot-Lago chassis fitted with teardrop bodies by Figoni et Falaschi. As a result, it was Luigi Chinetti who sold 90034 to wealthy banker and gentleman racer Antoine Schumann for the princely sum of 165,000 francs.

The car was delivered to Schumann in Paris in January 1939. Antoine Marc Philippe Jacques Schumann was born on November 26, 1905, in the home of his parents who lived in an imposing building at no. 5 rue Beaujon in the 8th arrondissement of Paris. It was a family of means. Antoine’s father, Robert Schumann, was a banker, and his mother Alice, née Lehmann, also came out of a banking family. Antoine’s birth certificate was witnessed by Paul Jaillot and Gaston Grainger, both employees of the bank: it was in the cards that baby Antoine would eventually follow in everyone’s footsteps and enter the world of finance.

Antoine married Eliane Louis-Dreyfus on April 13, 1929. It may well have been true love, but the marriage certainly buttressed the coffers of the young couple, as the Louis-Dreyfus family was equally well-to-do. Charles Louis-Dreyfus, Elaine’s father was a shipping merchant, while her grandfather was a banker, a former member of parliament and a recipient of the Croix de Guerre, a military decoration given for valor during World War I.

Important for this discussion, however, is that by this marriage, Antoine Schumann became brother-in-law to Pierre Louis-Dreyfus, as he was Eliane’s younger brother. Pierre was already a repeat customer of the Figoni and making his mark as a gentleman racer. Soon Antoine shared his passion for fast cars.

But before that, Pierre Louis-Dreyfus and Antoine Schumann had become their own racing team, a secretive privateer racing duo that would garner fame in French racing circles. As gentleman racers they desired no publicity surrounding their names. In addition, daredevil antics on the tracks could reflect negatively on their careers in business, and as a result they camouflaged themselves with a number of pseudonyms. However, since these pseudonyms were in the nature of acronyms, it is moot whether many, if any, were actually fooled.

As he was more active over the years than Antoine Schumann, Pierre Louis-Dreyfus had more than one of these assumed names. When racing alone or with other co-drivers, he used the acronym Heldé, which was a transcription of the French pronunciation of the initials of the Louis-Dreyfus surname: LD. But when Pierre and Antoine raced together, the duo facetiously called themselves Ano (Pierre) and Nime (Antoine) for driver and co-driver, a play on Anonime, which means Anonymous in French.

As this daring duo they raced at Le Mans in a Bugatti Type 43 in 1931, an Alfa Romeo 8C 2300 LM in 1932 and a Talbot T150 C in 1939—not with outstanding results unfortunately as they were forced to retire on all three occasions. But that is the nature of gentleman racing. You are up against factory-sponsored teams, and it is the sportsmanship, the participation and the thrill of the race that is the essence of it all. It can therefore come as no surprise that Antoine Schumann was a connoisseur of fast road cars too. This included a massive 5-liter Bugatti Type 50 that was sold by the Bugatti factory to him on February 19, 1932.

Luigi Chinetti sold Talbot-Lago chassis 90034 to Antoine Schumann in September 1938. It was delivered that same month to the Figoni et Falaschi works at no. 14 rue Lemoine in Boulogne-Billancourt. The Carrosserie assigned body order number 738 to the build, and this number can be found stamped on body parts of the car. Perhaps Schumann bought the car for himself as a consolation prize of sorts, as by this time, his marriage to Eliane was on the rocks: they were divorced on 12 November 1938 by order of the civil court. He ended as the second of her four husbands. If this was his motivation for buying 90034, one may say that Antoine Schumann certainly knew how to defuse bad feelings!

For this very special chassis, Schumann selected Figoni et Falaschi design no. 9222, which with its open rear fender style was a good deal more sporting than the enclosed rear fender of design 9221. But while sportsmanlike, 9222 is nevertheless a style which in many ways remains the most elegant and tasteful of all Joseph Figoni’s streamlined efforts in the late 1930s. Features that link the exquisite body on chassis 90034 to the other Teardrops built by Figoni include the split windshield, integrated doorhandles, the smooth execution of the grille and front fender tips, the double row of side louvers on the hood, as well as the judicious use of chromed scallops.

The extra 30 centimeters of wheelbase compared to the T150 C-SS chassis made it possible for Joseph Figoni to create smooth, flowing lines of unparalleled harmony which in their execution were simply captivating to the eye. The length of the hood and the front fenders were much the same as the proportions used on the shorter chassis, but the notchback of the Jeancart greenhouse was subtly refined and the rear deck was transformed into a long delicately sloping tail that was a masterclass in balance and proportion. Longer, lower and wider than its siblings, the sporting stance of the T150 C Jeancart coupé is unparalleled. No one could be in any doubt that 90034 was a fast car.

As a true appreciator of fine cars, Schumann had Figoni incorporate a number of bespoke details that were special orders. The livery was specified as bleu “Tango” irisée noire, which was a metallic dark blue with a black tinge, a very expensive selection as metallic paints were rare and costly to make at the time. Traces of this original dark blue may still be found behind the dashboard and inside the glovebox. The three-abreast seat was upholstered in Havana (tobacco) leather with matching wood on the door cappings. The dash was fitted with a full set of Jaeger instruments with black dials and painted in body color, while the carpets and headliner were in a delicate shade of gray. Special curtains in Havana leather were made for the rear window.

Bespoke details to the body included free-standing headlights. The enclosed headlights seen on most Teardrops provided poor light for night driving, and a number were in fact modified by their early owners, simply because they couldn’t see properly in the dark. In addition, the body received a full sliding sunroof, detachable rear fenders, a Lago Spéciale script on the rear deck and opening rear windows to improve airflow in the cabin. Most importantly, however, Schumann specified a graceful, chromed sweep spear on the body side, a unique styling enhancement that was used on a number of Figoni designs in this period but was absent on design 9222. This started as a beltline at the trailing edge of the radiator shell, ran along the edge of the hood and then swept down in a supple curve along the side of the door, only to double back on itself at the sill. Pure aesthetic genius.

Antoine Schumann was able to enjoy his jewel of a car until the Nazi invasion of France which began in May 1940. The Schumann family was Jewish, and Antoine was forced to either leave France or face deportation to German concentration camps. As so many other cars during the Nazi Occupation, the striking Talbot-Lago was squirreled away as it would have been one of the first cars the Occupiers would have expropriated for their own use without compensation. Antoine fled to Egypt, took a pilot’s license and joined the French Resistance.

There, he flew for the Compagnie de l’Air au Moyen-Orient, a squadron operating out of Cairo that fought Nazi Field Marshal Erwin Rommel’s Deutsches Afrika Korps and participated in the Battle of Tobruk. From 1943, Antoine Schuman served under François Dumont in the air force of the Forces Françaises Libres, the Free French Forces. For his bravery during the war, Schumann was made an Officer of the Legion of Honor and awarded the Croix de Guerre. On April 18, 1947, he married Jeanine Constantinovitch, and on June 25, 1948, for reasons unknown, he changed his last name to Saville. At seven in the morning on August 15, 1956, Antoine Schuman died as Antoine Saville in his apartment at no. 16 rue Paul Valéry in the 16th arrondissement of Paris. He was 50 years old.

Frédéric Damman and the 24 Hours of Spa

Paris was liberated on August 19, 1944, but fighting continued in Europe until Germany surrendered unconditionally on May 7, 1945. It is not known when Antoine Schumann returned to France, but it seems that he kept 90034 until sometime in late 1946 or early 1947. Paul Frère, the late racing champion and noted automotive journalist, remembered seeing 90034 in Brussels in 1946 or 1947 where it was for sale with the Garage Masuy, located in the rue de Stassart, close to the Porte de Namur in downtown Brussels. The car was apparently in nigh on perfect condition, which is consistent with the fact that it had been laid up during the War and had not seen much use since its delivery in January of 1939.

Sometime in 1947, chassis 90034 was purchased by Frédéric (a.k.a. Freddy) Damman, owner of the Magasins Butch clothing stores which provided him with the wherewithal to finance his hobbies as amateur pilot and race driver. 90034 received registration 2536, and Damman had the car repainted in gray, after which he prepared it for participation in the 1948 Belgian Grand Prix, Les 24 Heures de Spa, which took place on July 10 and 11. Chassis 90034 was entered in the 4-liter category and given race no. 92. With Damman and co-driver and mechanic Constant Debelder at the wheel, the car placed first and won its class—an impressive result for a nine-year-old car.

Freddy Damman’s daughter has recounted that it was love at first sight when he first spotted 90034 in the Garage Masuy showroom. There is no reason to doubt this, as it turned out to be a very long love affair on Damman’s part: he kept 90034 for 32 years until July 17, 1979, a few months after its 40th “birthday”, when he finally parted with his cherished Talbot-Lago in a private sale. His daughter said that Damman owned many cars over the years, only retaining one or two important cars at a time. This included a number of exotic Ferraris, but it was always 90034 that was the keeper, the car that stayed behind when the time came to buy something new. The Talbot was simply the car he loved the most.

Moving On

The lucky buyer in July 1979 was Gaston Garino who had worked at the Hispano-Suiza factory in Bois-Colombes. In the early 1950s, Garino purchased an old garage in Puteaux where he specialized in keeping Hispanos on the road. By 1979, Garino had partnered with M. Lerouvillois, and the enterprise had become a dealer in high-end classics. 90034 was registered 1551-HN-92 by Garino, using the chassis identity of T150 C-SS chassis no. 90121, a Pourtout-boded car, on the registration document. This subterfuge may have been performed for customs reasons. Chassis number 90121 was an obscure car at the time as it was not finished until October 1944 after the French Liberation and had been exported to the USA in 1953.

On May 14, 1980, and still using the identity of 90121, chassis 90034 was re-registered 543-DAL-75 and sold to film producer and businessman Michel Seydoux, a famous early French collector in Clausonne in the Alpes-Côte d’Azur region. The car was auctioned by Poulain-Le Fur on December 16, 1981, and passed from Seydoux to Yves Rossignol, an avid motoring enthusiast of little means. Once again, 90034 received a new registration, namely 1938-KB-13. Rossignol kept 90034 for 23 years. During that time, the car received a two-tone black and burgundy livery but was subsequently repainted in a single shade of black. Importantly, it remained unmolested and complete, and had never received an actual restoration. In 1998, thanks to the help of the Talbot Club and its President Dominique Dupont, the original identity of 90034 was re-established.

In 2004, Antoine Rafaëlli, the legendary author of Memoirs of a Bugatti Hunter, contacted Toby Ross, another car sleuth, telling him that he had seen a Teardrop in Marseille some years back, and that it belonged to someone called Yves Rossignol. They located Rossignol in a garage in Nice where he was making security bars for windows. A friendship was established, and eventually, Rossignol agreed to sell.

Yves Rossignol described himself as an “Adventurer”. In the past he had been the young boyfriend of Madame Coty of Coty Perfumes. At some point, she bought the Talbot for him at a Paris auction which can only have been the Poulain-Le Fur auction. He later married a lady from Columbia and spent time in South America. At some point, “La Noire” as he called 90034, was shipped to South America, where Rossignol used it. It starred in a long-forgotten film and Rossignol had a photo of the car being rowed across a lake on a wooden raft.

At some point, Rossignol and the car returned to France—he sans wife. She had gotten fed up with him being penniless. By the time Toby Ross was negotiating with Rossignol, La Noire was hiding in plain sight in a car museum close to Geneva airport. Toby Ross went to see it, took some poor-quality photos in the gloomy museum and set about selling it. In July 2004, chassis 90034 sold to Marc Caveng of 135 Route de Chêne, Chêne Bougeries, a collector-dealer based in Geneva, Switzerland, who repaired the engine head, renewing the valves. Yves Rossignol took his payout and went back to live with his wife in Columbia. In 2005, Caveng sent 90034 to auction in Monterey, where it sold to the late John O’Quinn.

90034 was then sent to RM Auto Restorations in Blenheim, Ontario, Canada for a comprehensive restoration. The body was refinished in a deep luminous black, while the original tobacco leather was renewed in the same shade and the original wood trim was kept and refinished. The car was extraordinarily complete, so virtually all body panels remain original. The engine and mechanicals were fastidiously reconditioned. After the passing of John O’Quinn in October 2009, chassis 90034 was sold to its current owner in August 2010 at the Monterey auctions.

For the past fourteen years, this deeply historic automobile with its ground-breaking coachwork of timeless beauty has been part of and curated by an important collection on the West Coast of the United States. This is the singular motorcar that is being offered. Highly original and authentic, in beautifully restored condition, it has a continuous and unbroken history of ownership since its inception in September 1938 when ordered by Antoine Schumann. Many years after the fact, Paul Frère remembered the unique engine and exhaust note he heard when this Talbot-Lago blasted by at the 1948 24 Hours of Spa. This is a car that makes memories, a car that stays with you. One word from Cole Porter’s famous song for the Grace Kelley, Frank Sinatra and Big Crosby film High Society sums up Talbot-Lago Teardrop chassis 90034: Unforgettable. For the Silo, Caroline Cassini.

  • Ordered new by gentleman race driver and banker Antoine Schumann as a replacement for his Bugatti Type 50
  • Sold to Schumann by Luigi Chinetti for the sum of 165,000 francs
  • The only Figoni Teardrop Coupé built on the T150 C Lago Spéciale chassis
  • Special-order body with unique features specified by Schumann
  • Class winner at the 1948 Belgian Grand Prix, the 24 Hours of Spa
  • Known provenance with ownership by prominent French collectors
  • An outstanding design icon of remarkable and enduring beauty

Chassis No. 90034

Chassis No. 90034
Figoni et Falaschi Design No. 9222

1938 Talbot-Lago T150 C Lago Spéciale Teardrop Coupé by Figoni et Falaschi

Auction Sale Estimate: $6,500,000 usd – $8,500,000usd/ $8,900,000cad – $11,600,000cad

Why McLaren Formula 1 Teamed Up With Dropbox

Every second counts when a racing team’s intellectual property is their competitive edge.

Dropbox has partnered up with McLaren Racing as an Official Technology Partner of the McLaren Formula 1 Team.

McLaren car with Dropbox logo on the back.

From Mission Control to Track, Formula 1 is a team effort.

The best teams, like cars, are more than the sum of their parts. They’re built for performance and continually pushing for more. Dropbox gives McLaren the tools they need to unlock an extra gear. Now they can share info instantly and collaborate on files in real time, wherever they’re racing around the world. All while being confident their IP is safe and secure.

Our track record of fast, efficient, and easy-to-use products makes Dropbox a perfect partner for the McLaren Formula 1 Team. And our newest products push beyond storage, to support teams the way they work today. We help teams get the best results across the finish line. Dropbox is the one tool they rely on to stay organized and share info while safeguarding their business-critical content.

McLaren driver sitting in car.
A team’s intellectual property is their competitive edge. The McLaren Formula 1 Team trusts Dropbox to keep their most important content protected. With features like advanced sharing permissions and access management, we help keep McLaren’s confidential information private and secure, so they can focus on pushing for more podiums. Stay secure 
In a race against time, McLaren counts on Dropbox.
Organization is key to unlocking optimal performance. With shared workspaces and folders, Dropbox makes it easy for the McLaren Formula 1 Team to stay in sync, and spend more time on the work that matters. Staying organized helps teams move faster, and that’s a huge advantage when every second counts. Get organized 

The record time to change four tires is 1.8 seconds.
The McLaren Formula 1 Team set that record last year. Their success depends on everyone working together in perfect sync. And Dropbox enables easy, efficient collaboration across the team. Now they can: Quickly and safely share large, high-res files with internal or external stakeholders. Track sent files to see who’s opened them and what they’ve viewed. Review creative assets or race footage in real-time, even when the team is all around the world

ODDBALL CINEMA: CONVOY

Errrr breaker one. This here’s the Rubber Duck.

CONVOY (1978): Maybe because I knew that director Sam Peckinpah was pretty much reaching new depths of being an irresponsible drug-addled drunk during production, that I figured maybe it would show in this movie, and maybe that’s why I’ve avoided it for so long.


I mean, it’s one thing to have that kind of thing seep into your films about violent assholes defeated-by/defiant-at life, but it seems like something that would fuck up what should otherwise be a fun movie about truckers outrunning the law — based on a fuckin’ hit novelty song, of all things.


And yet, that’s not really the case here. It is a fun movie about truckers outrunning the law, with just the right amount of Peckinpah’s cynical boozy edge to make this stand-out from other similar joints playing at the drive-in around this time. Occasionally, I’d be surprised as I felt the edge poke me, and it was pretty sharp too, with its attitudes towards The Law and the dangers of being Black in America.

But they were welcome surprises.


Of the truckers, Franklyn Ajaye’s “Spider Mike” gets the worst of it from Johnny Pig, on account of his dark skin; Ajaye, by the way, is known mostly as a comedian, and he’s one of those dudes who I’m sure is living well, but I feel should be/should’ve been much bigger. I’m guessing he’s one of those “comedian’s comedian” types, in that he’s super-respected in his field, if not necessarily recognized by the general public.


I’m sure once he’s dead, he’ll become The Most Popular Comedian In The World on social media and everybody and their mother is going to go on about how great he was, the way everybody and their mother suddenly made Mr. Paul Mooney the most popular comedian in the world on social media after he died.


Kris Kristofferson’s “Rubber Duck” is very much a Peckinpah kind of protagonist, with his own code of conduct that might not make sense to others, but allows him to enter his house justified. He also goes shirtless for what seems like half the running time, which made me imagine if Matthew McConaughey ever considered starring in a remake somewhere along the way.


I don’t believe in heroes, but I suppose if I had to pick one, Mr. Kristofferson wouldn’t be a bad one to emulate: Rhodes Scholar, boxer, Army Ranger. He flew helicopters, swept floors, worked on an oil rig, and wrote some of the greatest goddamn songs in the history of music. He was also “Whistler” in the BLADE movies.


Ernest Borgnine plays such a bastard in this one, “Dirty Lyle” is his name, and he’s an oinker of the worst kind: A corrupt cop who shakes down the truckers unlucky enough to drive down his highway.


In real life, Borgnine revealed in an interview that his secret to long life was that he masturbated a lot; later, he said in another interview that he said that because the interviewer wouldn’t let up with that question, and he figured that answer would shut the dude up. In reality, he said, his long life was probably the result of becoming a vegetarian 35 years prior. Now that’s just disgusting and uncalled for, Ernie, you dirty old man.

Anyway, this was good times, man. I think this movie, SMOKEY AND THE BANDIT, and a six-pack of Coors will cure whatever ails ya.


It’s just so 70s in the best of ways, that old-school vibe with dudes talking to each other on the CB, taking showers together in their underwear. Maybe that’s why Ali MacGraw had short hair in this, to mix in easier with the rest of the dudes. #backyardmovienight For the Silo, E.F. Contentment.

Battery Show Europe Showcasing Latest Batteries, Exotic Racers And Cars

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Grove, Oxfordshire, England. June/July 2022 Williams Advanced Engineering (WAE) showcases industry-leading high performance battery technology at The Battery Show Europe 

  • Innovative Adaptive Multi-Chem technology on display at Stuttgart show alongside first real-world application: Triumph Motorcycles’ TE-1 electric motorbike prototype
     
  • Adaptive Multi-Chem combines power and energy in one advanced battery system and can be tailored for individual customer requirements 
     
  • Technology delivers step-change in performance, efficiency, range and charging time when applied to the TE-1 prototype demonstrator
     
  • Deus Vayanne EV hypercar, a collaboration between Deus Automobiles, Italdesign and WAE also on display at the event
     
  • The Battery Show Europe, Stuttgart, Germany will be held from 28-30 June 2022, with WAE located in Hall 8 on stand F50.
     
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Williams Advanced Engineering (WAE) will showcase its industry-leading high performance battery technology at The Battery Show Europe from 28-30 June, in Stuttgart. 

Visitors to the WAE stand in Hall 8, stand F50, will have the opportunity to examine an example of the company’s innovative Adaptive Multi-Chem advanced battery pack, together with the Triumph Motorcycles TE-1 prototype demonstrator.

Combining power and energy in one advanced battery system, Adaptive Multi-Chem sets new standards for performance and efficiency, with the advantage of being totally customizable for individual customer requirements.

Triumph’s first zero emission prototype demonstrator motorcycle – the battery pack for which delivers a peak power of 130kW and continuous power of 90kW, with a capacity of 15kWh – will also be on display. With the optimum balance of power and energy, TE-1’s battery gives the rider access to greater electric power for longer, regardless of battery charge, and matches exhilarating acceleration with exceptional range. The 360-volt system also enables a fast-charging time of under 20mins (0-80%).  

WAE developed the technology to support the TE-1 prototype demonstrator, a unique collaboration between Triumph Motorcycles, Integral Powertrain Ltd, and WMG at the University of Warwick funded by the Office for Zero Emission Vehicles through Innovate UK. 

In addition, the stunning 2200 horsepower Deus Vayanne electric hypercar, brought to life by WAE’s collaboration with Deus Automobiles and Italdesign, is on display on the Deus Automobiles stand Hall 8, Stand D-30.

This customer project demonstrates WAE’s sector-leading partnership with ItalDesign, which sees WAE provide a highly sophisticated composite EV platform and powertrain, with ItalDesign contributing the body design, safety systems and electric architecture.

The partnership provides a unique offering for established car companies and start-ups who want a luxury, high-performance EV, without having to spend many years – and billions of dollars – developing a proprietary EV skateboard and associated technology. 

Taking place from 28 – 30 June 2022 in Stuttgart, Germany, The Battery Show Europe is Europe’s largest battery technology showcase and conference. With more than 480 suppliers in attendance, The Battery Show Europe provides an ideal opportunity for WAE to showcase its motorsport-derived, zero-emission mobility solutions. 

On day one of the conference, Tim Engstrom, WAE Manager – Advanced Battery Technologies, will also deliver the keynote presentation, ‘Examining the Role of Motorsport as a Platform to Accelerate Battery Technology, And Why It Matters’.

Dyrr Ardash, Head of Strategic Partnerships, WAE said: “The Battery Show Europe is an ideal event for WAE to showcase its high-performance battery and EV platform technology. As the world electrifies, motorsport developments act as a springboard to bring world-class technical innovation for a decarbonised and sustainable future. WAE’s role in electric motorsport has significantly accelerated the development of the lightweight battery and e-powertrain technology we can offer our customers today. We continue to learn valuable lessons from our motorsport involvement that will deliver further transformative benefits to the users of EVs in terms of power, performance, efficiency, and sustainability.” 

For the Silo, by Ben Lewis.

ONLINE ONLY CAR AUCTION RECORD BROKEN

A global online marketplace founded by a British car dealer has just broken the online-only world record for a car auction, selling a McLaren P1 for an incredible $1,600,888 usd or $2,010,851 cad .

No other online-only platform for collectible cars has ever achieved a higher sales price.

Unlike traditional auctions, where cars are transported to a central location and bidders attend in person, Collecting Cars has disrupted the industry with an online-only format that has already notched up multiple world records. Cars stay with their owners, and more than 90% of sales happen without a physical viewing. This is made possible by the technology and knowledge behind the platform, which gives bidders a ‘virtual viewing’ of the car in question; supported by more than 150 photos and comprehensive detail on its features and maintenance history.

Bids entered during the online-only auction are legally binding, and Collecting Cars levies a low buyer’s premium of just 5% (+ VAT for UK buyers), which is substantially lower than traditional auction houses that typically charge 12% or more. Furthermore, the buyer’s premium is capped at £5,000 / $5,000 (+ VAT if applicable). On hammer prices above £1m, this means that the buyer’s premium is 0.6% or less.

The world-record car in question was a McLaren P1, one of just 375 examples built, and with only 433 miles from new. Motortrend.com: “The twin-turbocharged hybrid V-8 engine develops 903 horsepower and will launch to 62 mph in under 3 seconds. It’s made of exotic materials like carbon fiber and titanium.”

An original US-market vehicle; it was collected from the McLaren factory in the UK by its first and only owner. The car had also covered less than 100 miles since its most recent maintenance, which also included full checks of all electrical and battery equipment, at a total cost of more than $7,000 usd.

The Founder and CEO of Collecting Cars, Edward Lovett, said: “For around 60 years, car auctions have traditionally charged substantial commissions and premiums, often taking more than 15% out of the total value of the deal. We knew there was a better approach, and we have developed a world-class online marketplace for sellers and buyers without the unnecessary overheads, which is breaking records.

“This result shows the game-changing power Collecting Cars now wields in the global market, with online-only auctions that are cost-free and hassle-free for the seller, and which represent outstanding value for the buyer. In this case, the buyer’s premium for the winning bidder was just 0.3%.”

The company, which has sold over 4,700 lots since launch, was founded by British car dealer Edward Lovett in 2019.

Lovett was born into the family car business, and in more recent years has provided a private brokerage service, finding homes for some of the most sought-after collector cars in the world. Drawing on his significant experience, he saw the opportunity to develop a dedicated online-only platform for iconic, collectible and sporting cars.

Tokyo Lawyer Commutes in a Freaking McLaren P1
This P1 is a daily driver for renowned Tokyo Lawyer Hiramatsu.

As well as its very low premium for buyers, Collecting Cars offers significantly better value for sellers. The detailed photographic presentation and professional descriptions mean their car is showcased in the best possible way, and it is marketed to a huge captive audience of passionate enthusiasts. Furthermore, there is no listing fee, and they receive 100% of the hammer price. For the Silo, Jules Tipler.

About Collecting Cars:

Collecting Cars is an online auction platform that curates consignments from around the world and markets them to a global audience. The streamlined and transparent process makes buying and selling cars, motorbikes, and automobilia via its online auctions one of the most effective and hassle-free ways of transacting.

To date, the Collecting Cars platform has sold more than 4,700 lots, and total sales value generated for sellers exceeds £170 million or $2,864,53718 cad . It also has more than 50,000 registered users around the world. The multi-national auction company has headquarters in London, and offices in Munich, Sydney, and Los Angeles.

More than 90% of sales since launch have happened without a physical viewing, underscoring the significant trust that Collecting Cars has earned among its customers.

Barrett-Jackson Revs Up for Auto Event of 2022

SCOTTSDALE, Ariz. – Barrett-Jackson is revving up for the automotive event of 2022 when it returns to WestWorld of Scottsdale, January 22-30, to celebrate 50 years of The World’s Greatest Collector Car Auctions.

The annual Scottsdale Auction has hosted some of the most electrifying moments in collector car history over the last five decades.

January’s Scottsdale Auction will both celebrate those milestones and deliver an action-packed automotive lifestyle event filled with an incredible collector car docket, the latest vehicles from top automakers, symposiums on a variety of automotive-related topics, and hundreds of exhibits and displays. Among the collector cars set to cross the block with No Reserve is an extremely rare 2015 Porsche 918 Spyder, one of only 918 of the hybrid hypercars produced worldwide.

“We’re preparing to host the world’s most exciting automotive lifestyle event in January to celebrate 50 years of ‘The World’s Greatest Collector Car Auctions,'” said Craig Jackson, chairman and CEO of Barrett-Jackson. “When my father Russ and his business partner, Tom Barrett, set out to raise money for the Scottsdale library with a local car show, they had no idea the impact they would have on the collector hobby over the next five decades. We’re proud of our heritage and the role we’ve played in the collector car hobby over the last half-century, and we can’t wait to continue this legacy in 2022, beginning with our flagship Scottsdale Auction.”

The 2015 Porsche 918 Spyder set to cross the block in January is considered to be among the “Holy Trinity” of hypercars and is one of the final 918s delivered that year.

Painted in white with a red leather interior, it’s powered by a naturally aspirated 4.6-liter V8 engine paired to Porsche’s 7-speed PDK dual-clutch transmission. Capable of 0-60 in 2.2 seconds, the 918 produces 887 horsepower with 282 horsepower coming from two electric motors. It has a carbon-fiber monocoque chassis, rides on Magnesium wheels and has just over 300 actual miles.

Another highly anticipated vehicle is the ultimate Pro-Touring muscle car: a 1967 Ford Mustang Eleanor Tribute Edition owned by seven-time Major League Baseball All Star and three-time World Series champion Buster Posey. Capable of producing 828 horsepower routed to the rear wheels through a 4-speed automatic Bowler Performance Transmission, this Mustang features custom parts, modern technology and design throughout. Selling with No Reserve, this vehicle comes with several items adding to its provenance, including an Eleanor Tribute Edition Certificate of Authenticity, a box full of memorabilia and the build appraisal book with receipts and images.

“We’re going to kick off 2022 with one of our greatest events to date filled with prized collectible vehicles that are destined to be remembered,” said Steve Davis, president of Barrett-Jackson.

“Over the years we’ve built a collector car family that is truly the heart of this hobby. I can’t think of a better way to speed into our next 50 years than with an amazing celebration this January.”

In addition to rare hypercars and customs, Barrett-Jackson’s diverse Scottsdale docket will include a 1965 Shelby Cobra 427 Super Snake that is one of only three continuation Super Snakes authorized by Shelby. Also selling with No Reserve, this one-owner car, CSX4404, is powered by a 427ci V8 engine with twin Paxton superchargers mated to a 4-speed manual transmission. This Cobra comes complete with its Build Sheet and the original Shelby Automobiles, Inc., MSO signed by Carroll himself, as well as his signature on the dashboard.

About The Barrett-Jackson Auction Company

Established in 1971 and headquartered in Scottsdale, Arizona, Barrett-Jackson, The World’s Greatest Collector Car Auctions, is the leader in collector car auctions and automotive lifestyle events, which include authentic automobilia auctions and the sale of private collections. Welcoming over 500,000 attendees per year, Barrett-Jackson produces live collector car auctions in Scottsdale, Arizona; Palm Beach, Florida; Las Vegas, Nevada and Houston, Texas where thousands of the most sought-after, unique and valuable automobiles cross the block in front of a global audience. With broadcast partner A+E Networks, Barrett-Jackson features live television coverage of their events on FYI and The HISTORY Channel, as well as all the cars, all the time via their produced livestream on Barrett-Jackson.com. Barrett-Jackson also endorses a one-of-a-kind collector car insurance for collector vehicles and other valued belongings.

Porsche 928 auto was machine with personality and speed

Machine Intelligence 

Let me start this article by sharing with you my own observation about the nature of intelligent mechanical life: EVERY machine I ever interacted with exhibited a distinct personality.  After all, they’re really analog information processors, aren’t they? Like transformers, only not quite so … animatronic.  Even so, they do have a machine “spirit”.  Some docile and some down right malevolent.  

From my first car, the ‘51 Chevy Deluxe, I inherited from my Gramma Hilda, through my ‘63 Chevy Impala SS dual quad 409, to my Deuce and a half water trucks, my Peterbilts (now there’s some evil shit) to my 60 Egg Sport Fish and 54 Bertram Sedan, each had it, and it made itself known immediately.   

Acquiring “Black Beauty” 

My demon possessed, assassin “business” associate, King, from early days in Seattle commercial real estate, came to my office in December of 1979.  He asked me if I wanted a repo Porsche Rainer Bank hooked. I told him: “The only Porsche I’d want is a Black on Black Euro 928 5-spd with Yellow tinted windows.”  His jaw hit the floor. He grabbed me out of my chair and dragged me out the door and said “We’re goin’ for a ride!”   

We went to the Bank’s repo yard, and all I saw as I walked through the gate was Black Beauty, crouched there like a cat laying in wait exactly as I described. I grabbed the keys from the yard manager, and told him I’d call him later.  Bob and I rolled out the gate and warmed her up a little before BURYING IT!  She obviously had issues on the front left.  I pulled off, and looked . . . shit– a screwed up brake caliper.  We stopped at a pay phone [yeah . . . this is an ancient tale], called the yard manager and told him the issue.  I also told him I wanted the car and would give him less than the trillion dollars they wanted.  He told me to leave a check for the half trillion at the branch and he’d bring the title, and that my branch manager would handle transferring it. 

First Personality Appearance 

I dropped Bob off at the Yard, and took the car to the Porsche Dealer in the U-District.  Told the tech what I thought, and he confirmed it when he got her on the lift. I waited in the customer concierge room for half an hour.  The tech came out and told me that the work was completed.  He said, “what’s with that crazy thing?  I thought she was going to hop off the damn lift.”  I shrugged and drove her home.  My future ex-to-be couldn’t climb into the 928 fast enough! 

The author’s future ex-to-be. “I always liked those toes!” photo courtesy of the author

Early Life with Black Beauty

Me and this car? It was literally love at first sight.  The first attraction was an instinctual thing:  I am an aeronautical/astronautical engineer and  looking, touching and feeling her I had it figured out. The 928 was an engineering masterpiece. A work of art.  

The next attraction was the sound of the engine exhaust while she ran. (After I smogged the car,  she received 3” stainless Borlas with electric cut outs). Then, the car became the epitome of ssssmmmmoooottthhhhh. Readers, they are fucking smooth.  

And quick- I drove her for a year and she wiped the deck with anyone who’d stand up. After getting tons of shit talk from everyone who raced against it (not quarters but measured mile rolling starts on the I-5 Express Lane Underpass), I pulled everything in her that didn’t make it go forward … interior, carpets, headliner … everything.  

The First Time She Flew 

My buddy, Johnny Roselli, worked for Lake Union Air Service flying turbine otters out of Lake Union to Victoria BC and back . . . “The Sewer Tour.”  While talking one day at Beth’s Café, we ended up together on the Evergreen Point Floating Bridge where we walked a measured mile in the center span from Juanita to the U of Washington turn out. 

I spray painted a vertical line on the side curtain along the bridge deck at the 0’-pt and 5280.0’-pt.  The next morning, at 0500, my little brother was riding as an observer with a second stop watch and we rolled out of the toll gate at Juanita and headed up the hill to the bridge. 

I hit 145 mph (233.3 kph) on the clock by the time I started down to the 0.0 marker. Johnny was doing 2-min turns in his turbine Otter directly above the road bed and dropped a wing and dove down along side. He was all set to film from 50’ (15.24 meters) above ground level. [Uhhhh . . . and you didn’t get arrested . . . hmmm]   

Him in the plane, me in the 928

We were joining up window to window right at 0.0.  [Later, the FAA shithead investigating this “maneuver” had an absolute fucking hemorrage and pulled both our pilot licenses, suspend John for a month].  I blew by him like he was standing fucking still. His airspeed when I went buy was 120. I beat him to the 1.0 mark even when he was spooled all the way up and with his throttle buried in the panel.  

The authors aerodynamically clean 1979 928. aka “Black Beauty”. photo courtesy of the author.

Later, at the J&M Café, Johnny said he’d never seen anything like it. When we compared the clocks the average was 183 mph (294.5 kph). Gears man! Gears! By the way, an aerodynamically clean 928, no rear spoiler and a reinforced chin strap has a V2 right at 183. The nose lifts, it wants to take off, and there’s no fucking where to go.  

V1 and V2 Rockets - Engineering and Technology History Wiki
The WW2 V2 rocket.

I never considered ever selling her and even if I had that couldn’t have happened because she went out in a fiery glory. Burned to the hubs when a hard fuel line ruptured underneath. I fucking cried. I’m not joking. Her loss was unfathomable and what else could I do but cry for her?

Life with Black Beauty

After writing this account I talked with my brother Tim, a retired Cop in Anacortes. He was the was the observer timing the run and talking to Johnny over a walk-n-talkie.  Tim, reminded me that there were all sorts of wild stuff that went on with that car.Stuff that somehow I forgot about: Mechanics refused to work on her … she would do all kinda crazy shit, like dance off the rack when I’d walk by, quiver when they touched her. Weird right? Tim even refused to ride in her for a long time, “cuz she made noises at him.”  

Evenings in Windermere Circle 

The author and the beauty. photo courtesy of the author.

I used to go down into my garage every night, late, and just sit in front of her hood and look at her, five maybe ten minutes. It was a total love affair between that machine and me.  When I’d leave to go to bed, I’d always walk around to her backside, run a gloved hand across and along her rear end to caress her right beneath the gap in the hatch. It was nutty, but I could feel the car settle, ever so slightly, a couple thousandths, from the left rear shock to the right. 

When I stepped through the garage door to walk back up into the house, I would always, every time, hear her exhaust system … “clink” … and as I closed the door, I’d hear her fuel accumulator gurgle. I’m not fucking kidding.  This beautiful shiny black thing would say good night to me every night. For the Silo, Christopher O’Leary.

formula 1: $100 Million Cryptocurrency Sponsorship

Cryptocurrency partnerships and sponsorships entered the world of sports back in 2014. Teams can expand their advertising budget with cryptocurrency platforms to get more popularity for the brand. In 2014, the first crypto-backed campaign – ESPN events made a contract with Bit Pay (Bitcoin payment processor) worth $350 000 in a year. In addition, arsenal made 3-year sponsorship with Sportsbet.oi with the value of £1.5m per season. 

Teams like to explore other non-standard partnerships. The most common ones are coming from the igaming and casino industries (an example of one – Canadian online casino real money Betsafe). But, on the other hand, they occasionally steer away into new waters, and cryptocurrency sets a new precedent here. Of course, there’s a lot to go by in the igaming and casino industry, but crypto-investing space can also offer substantial funding, as you’ll now see. 

Cryptocurrency 

Improves Fan User Experience 

Cryptocurrency benefits sports teams with new and improved marketing activities. Fans are in the first place, while tickets, streams, and merchandise make money. Secure and transparent marketing activities provide excellent customer service for sports fans. In addition, fan engagement tokens are on the rise. A fan token is a kind of membership card. They can vote on essential questions in the club. If you would like to choose a kit design, charity initiative, or similar stuff, purchase a token of your favourite club.  
 
Above all, cryptocurrency provides users with low-cost money transfers, transparency, and easy 24/7 accessible platforms that make it easy to purchase wherever users want to.  

Formula One – $100 Million Worth Crypto Deal 

Formula One made a 5-year contract with Crypto.com. $100 million sponsorship will provide F1 with great marketing tools. In addition to that, Crypto is getting trackside places on every race. Presence at every race will remind of their global partnership deal. Crypto.com is one of the fastest-growing crypto platforms at the moment. They have more than 10 million users. Sponsorship between Crypto and Formula One will grow awareness on the global stage. Crypto.com has leading applications on App Store and Google Play. Also, their Crypto Visa card is one of the most popular cards for using cryptocurrencies. This card is available in more than 30 countries. Formula One is one of the most followed sports, and they are always in search of new ways to make their fans more engaged.

2021 British Grand Prix Qualifying report and highlights: Hamilton digs  deep to beat Verstappen in qualifying and seal top grid slot for F1 Sprint  | Formula 1®
2021 British Grand Prix sponsor Crypto

Formula One got a new audience with engagement with Crypto. Crypto is trying to make cryptocurrencies more available and understandable for fans to use. Following that, Crypto announced a brand new award that fans would see on the Belgian Grand Prix. 

Crypto and F1 – Environmentally Sensitive 

Formula One announced that by the year 2030, Formula One racing would become a Net Zero Carbon sport. Likewise, Crypto announced that it would become carbon negative within the next 18 months in the spirit of the new partnership. A clean crypto business will be a great example to lead for all other companies in the industry. To have carbon-neutral or carbon-free vehicles and the crypto industry would be a great example from these two big names in the sports and business industry. Sponsorship looks promising, and great things might be ahead. 

Formula One as a sport wants to be more fan engaged and follow new technologies. Here is what CEO said: “We are pleased to welcome Crypto.com to the Formula 1 family as we continue to attract progressive global brands anchored in performance and innovation.”  For the Silo, Ika.

How F1 Cars Move Around The World For Races

This year’s 2019 Formula 1 Etihad Airways Abu Dhabi GP is almost here! Have you ever wondered how the cars make it to the race?  It’s a logistical miracle. Custom containers. Hydraulic platforms. Modified cargo jet airliners and much, much more. If you’re a fan of F1 races you may have wondered how your favorite team manages to travel all around the globe in order to make it to the circuit safely on time. Some teams save money by using cargo ships and traveling via sea. Sometimes, they are required to complete this entire process from start to finish in only 48 hours!

Take a look at this nifty infographic from our friends at storagecentres.co.uk to learn more and have another level of appreciation for this incredible sport.

The Latest Odds On F1 Drivers Championship

If you’ve been paying attention to the races so far, it’s no surprise the United Kingdom’s Lewis Hamilton (team Mercedes ) , Finland’s Valterri Bottas (team Mercedes) and Germany’s Sebastian Vettel (team Ferrari) are poised to battle for the crown and the odds continue to get more interesting.

Back and Forth

Hamilton, a 3 time F1 crown winner, currently sits with a 28 point lead after winning the race in Singapore. It’s a slim lead and until the last two races, Vettel was the front runner in points.

It’s this sort of drama and excitement that makes F1 an edge of seat experience. Wagering on one factor alone does not necessarily mean a sure cash in. In Singapore a mistake at the starting line left Vettel, a 4 time F1 crown winner,who had the Pole Position, unable to finish and pointless. This can only mean added pressure as he chases back the lead- one that he held over Hamilton for most of the 2017 season.

Valterri Bottas is not to be taken lightly. Two weeks ago he was rewarded by Mercedes with a contract extension for his consistently impressive driving this year- having won both the Austria and Russia GP. Complicating matters is the fact that he is a team member of Hamilton’s and considered a very fair and sportsmanlike driver. Will he help Hamilton win if he can’t close the gap and compete for the crown? Here’s the latest odds from Sports William Hill.

Not Long to Go

There are only 6 races to go- with the last ever Malaysian Grand Prix coming up next. That is most certainly a favorite track of Vettels and a race he has won 4 times.

Starts below are in Toronto, Canada local time.

Click me for latest odds!

Malaysian Grand Prix, Kuala Lumpur ( 2.7601, 101.7370)   Next 1 October 03:00
First Practice Session, Malaysian Formula 1 Grand Prix Kuala Lumpur (2.7601, 101.7370) 28 September 23:00
Second Practice Session, Malaysian Formula 1 Grand Prix Kuala Lumpur (2.7601, 101.7370) 29 September 03:00
Third Practice Session, Malaysian Formula 1 Grand Prix Kuala Lumpur (2.7601, 101.7370) 30 September 02:00
Qualifying Session, Malaysian Formula 1 Grand Prix Kuala Lumpur (2.7601, 101.7370) 30 September 05:00

Japanese Grand Prix, Suzuka ( 35.3689, 138.9256) 8 October 01:00

United States Grand Prix, Austin ( 30.1328, -97.6411) 22 October 15:00

Mexican Grand Prix, Mexico City ( 19.4028, -99.0986) 29 October 15:00

Brazilian Grand Prix, Sao Paulo ( -23.7014, -46.6969) 12 November 11:00

Abu Dhabi Grand Prix, Yas Marina ( 24.4821, 54.3482) 26 November 12:00

 

I Am Content To Keep Watching While Men Dominate F1

Author Lacey Dearie moved her marriage date and delayed her honeymoon departure so that she didn’t miss any of the French F1 Grand Prix coverage that year.

The first time I watched an F1 Grand Prix was the race in Australia in 1998. I’d been persuaded by a friend who loved Canadian driver, Jacques Villeneuve, to watch and found myself gripped. Being a Scot, my instinct was to cheer for my fellow countryman, David Coulthard. I was thrilled when he led the race, then devastated when he pulled over and let Mika Hakkinen win due to a “gentleman’s agreement” made before the race had begun. As disappointing as the situation was, I couldn’t help but adore the spectacle I’d just witnessed. It’s that kind of exhilaration that has kept me tuning in to watch every race since March 1998.
The drama is just part of why I’m a fan. I love the pre-race interviews with the drivers who can be either insightful or guarded and often humorous, the anticipation when the red lights go out, the horror when someone crashes, the relief when drivers walk away from mangled wrecks and the bliss when my favourite team or driver win and receive their trophy on the podium. I have the whole spectrum of emotions while watching a race. It just makes you feel alive.

Being a female fan of a male dominated sport means most of my girlfriends find F1 boring, or they just don’t get it. To them, it’s a bunch of foreigners driving in circles. To me, it’s so much more. However, there are advantages to being a female fan. A shared love of motor sport is the only thing I have in common with my middle aged male boss and fills awkward gaps in conversation during lunch breaks or trips away from the office. When my male friends roll their eyes because I don’t understand soccer’s offside rule, I counter that with a sarcastic sigh when they ask me to explain how KERS works.
The only thing that ever concerned me, as a female fan, was the lack of merchandise available for women, but it has greatly improved in the last couple of years. Ferrari even sell their very own bikini, although I can’t imagine any of the female fans I know wearing one while watching a race.

At the time of this writing, only five women have ever reached the fringes of Formula One and only one of them has ever won a race in a Formula One car- Desiré Wilson.

My husband doesn’t share my passion for F1, but was extremely understanding when I suggested we got married on a Friday and delayed the departure for our honeymoon to the following Monday so that I didn’t miss any of the French Grand Prix coverage that year. He’s accompanied me on several trips to the David Coulthard Museum in Twynholm, Scotland and humored me when I suggested that, if our son grows up to become an F1 fan, we make the family holiday each year a trip to a different Grand Prix. I even joke that I planned the birth of my son for February to ensure I didn’t miss any races due to childbirth. Obviously I’m not serious, although my friends and family are skeptical.

Women who don’t appreciate my love of the sport can be critical of the lack of female participants, but it’s honestly something that never occurred to me until I heard men discussing whether it was wrong or right. All the current F1 drivers are men, and the majority of people involved in the sport are male too. I genuinely don’t care. I’m sure if there were any women out there with the skills and talent to participate, they wouldn’t be denied the chance to race. I don’t believe in positive discrimination, so until such a woman comes along, I’m content to keep watching while men dominate.

Lacey Dearie is an indie author from Ayrshire, Scotland and a new writer for the Silo. Her first novel, The Tangled Web became #1 in the Amazon UK Free Download Chart in January 2012. If you would like to read more about The David Coulthard Museum, please visit the website www.dcmuseum.co.uk/museum

Supplementalhttp://www.f1fanatic.co.uk/2008/04/21/where-are-all-the-women/ [circa 2008 data]

Device Lets Mountain Bikers Check Sealant Without Removing Tires

Swiss invention milKit makes mountain biking with tubeless tires easier than ever. With milKit, riders and racers can quickly measure and check their remaining tire sealant with a simple, portable kit, adding sealant as needed while leaving their tires on the rim, maintaining air pressure, keeping their hands clean and saving time. The inventors are currently running a campaign on IndieGoGo

MilKit LogoTubeless without the tedium: milKit is the fastest way to inspect, measure and add sealant; easy to install and compatible with all standard rims.

Tubeless tires have more traction, a lower rolling resistance and are more puncture proof than traditional bike tires. But they can also be a pain to maintain, potentially slowing you down in the middle of a race — unless you’re riding with milKit.

Mountain bikers riding on tubeless tires normally must detach their tires to check their remaining sealant, a time-consuming and messy process. milKit eliminates the guessing game and lets professional and amateur riders alike quickly and easily check and add to their remaining sealant in seconds, while their tires remain on their rims and their bikes stay at the ready.

MilKit Use Instructions

The Swiss invention milKit comprises two easy-to-install valves that are compatible with all standard rims and a custom applicator that lets bikers remove, inspect and inject sealant whenever needed, with no mess or fuss.

Installation:

–       Installing milKit is easy: Insert the special milKit valves like usual valves in rims. They fit to any standard rim.

–       Pump the tire to 1.5 bar / 22psi

–       Insert sealant with the milKit applicator and keep your hands clean

Advantages:

–       Save time: Measure and refill sealant without deflating the tire.

–       No more guessing games: Riders will always know exactly how much sealant is needed

–       A rubber flab prevents sealant from filling and blocking the valves

–       Clean hands and simple to use

Maintaining sealant volume and quality is paramount to a safe ride over any terrain, and there’s no better way to do it than with milKit. And milKit means briefer pit stops during endurance races, when a few minutes saved can make all the difference.

Thomas FrischknechtProfessional riders agree: mountain biking legend Thomas Frischknecht approved of our prototypes, and Cape Epic 2015 champion Christoph Sauser believes they’re “great.”

The portable milKit applicator has a home in every biker’s pack. And now mountain bikers all over the world can use Indiegogo to help make milKit the ubiquitous product it deserves to be. By contributing on Indiegogo riders can ensure they’re among the first to experience easy tubeless mountain biking and faster races. Head to the milKit website to see for yourself what milKit can do.

About milKit

milKit is a Swiss team of experienced engineers, designers and computer scientists that share one passion: mountain biking. They work together to develop solutions to everyday problems that face mountain biking enthusiasts. Checking sealant presented one such a problem, and milKit is the answer.