Cars that we thought were expensive ...

Bruno von Rotz
06/30/2014

Verkaufsbroschüre Rob de la Rive Box aus den Siebzigerjahren

At some point, probably in the seventies, the classic car dealer Rob de la Rive Box sent a simple, self-made brochure to some of his customers and business partners. Fortunately, this was not lost and last Saturday I came across a copy from back then.

The listing contained three parts:

"Cars I offered six years ago that you may have thought were expensive"
"Cars that I offered two years ago and that you may have found expensive"
"Cars I am currently offering for sale that you may think are expensive. If not, please contact me at ...."

However, it's not the idea of the listing that makes us nostalgic, but the prices being asked. A Ferrari 212 Export for USD 1400, a Siata Daina for USD 500, a Ferrari 250 GTO for USD 7000 or a Porsche 356 for USD 800 - yes, they did exist. And the dollar was worth more back then, but not that much more. In 1975, a dollar cost around 2.65 francs or 0.4833 British pounds.

And yes, the "current" prices (probably around 1975) were more expensive, but not across the board and at a level that only elicits a frown from us today.

Rob de la Rive Box has also published a delightful booklet about his transactions ("Darf es ein Ferrari sein?") , which we have written about before.

A high-resolution version of the above image is of course stored in the Zwischengas archive .

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But rather do without retrofitting seat belts

Bruno von Rotz
06/29/2014

Frage der Woche - Gurten nachrüsten?

Volvo was one of the pioneers and fitted seat belts as standard in its cars as early as the beginning of the 1960s. Other manufacturers, however, took more time because, like so many other safety features, seat belts were not controversial. By the end of the sixties, however, its contribution to preventing the consequences of accidents had been confirmed and at the beginning of the seventies, seat belts became mandatory equipment, at least in the front seats. The rear seats followed soon after.

Nevertheless, there are of course many classic cars today that still date from the time when seat belts either did not exist at all or were only available as accessories and not as standard. If these are missing, the vehicle owner may naturally ask himself whether he should retrofit them to increase the safety of the occupants.

We put this question to our readers and wanted to know whether they generally considered retrofitting seat belts in classic cars to be advisable or whether it should be rejected.
46% of respondents saw the increase in safety as an important point and were in favor of retrofitting. Around 53% were against retrofitting because concerns about originality or questions as to whether the vehicle design was even suitable for the fitting of seat belts weighed more heavily.

Ergebnisse der Frage der Woche zu Sicherheitsgurten nachrüsten oder nicht

So the result is not entirely clear-cut, but the clear rejection or support of seatbelt retrofitting that many may have secretly expected did not emerge.

We have already asked the next question. This time, we want to know whether faithful replicas should actually be eligible for registration as classic cars ...

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Lamborghini bull market?

Bruno von Rotz
06/28/2014

Lamborghini Countach LP 500 S (1983) (© Bonhams)

We were already used to the rising prices of the LamborghiniMiura , the aesthetically and constructively innovative mid-engine sports car of the sixties. Miuras scratched the million mark or even exceeded it at auctions. The successor Countach, however, was usually priced significantly lower.

This changed on June 27, 2014, when Bonhams sold an early LP 400 from 1975 for a whopping CHF 1,450,192 or EUR 1,192,396 at the Goodwood Festival of Speed auction .

Lamborghini Countach LP 400 (1975) (© Bonhams)

This proud result not only made auction history (world record), but also challenged previous "laws". Or was it?

In fact, there were two more Lamborghinis for sale. One of them was also a Countach, a right-hand drive LP 500 S model from 1983 (pictured above), which found a new owner for a seemingly paltry CHF 172,623 or 141,937 euros. While the later S and SV models of the Miura usually fetch higher auction prices, the more powerful and muscular LP 500 S had to settle for just 15% of the value of the earlier LP 400.

For speculators who wanted to bet on the future, there was a third Lamborghini for sale, a left-hand drive Diablo VT with less than 20,000 km on the clock from 1993, for which CHF 121,521 or Euro 99,918 was enough to take the ignition key.

Lamborghini Dialblo VT (1993( (© Bonhams)

So we cannot yet speak of a general Lamborghini boom and the less sought-after Espada or Jarama models will probably remain cheap. But the second-born bull named Countach has at least caused a small stable revolt at Lamborghini.

The complete results of the Bonhams auction at the Goodwood Festival of Speed can of course also be found on Zwischengas.

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The blessing and curse of microelectronics

Bruno von Rotz
06/27/2014

Bosch Mikroelektronik 1985

In the mid-1980s, around 30 years ago, everyone was talking about microelectronics. It made it possible to combine many specialized components into simple assemblies and to program the controls instead of soldering them. Car accessory manufacturer Bosch was at the forefront of development and increasingly relied on computer-aided design technology and schematized design methods, as Automobil Revue reported in issue 51/1985.

The progress was also impressive:
In 1973, the control unit for an anti-lock braking system (ABS) still contained 1000 components and weighed 1.2 kg. In 1978, 137 components weighed 0.8 kg, in 1983 it was 60 components and 0.7 kg. And in 1985, 30 components and 0.2 kg were predicted for the future. Instead of many capacitors, individual transistors, resistors and other components, more and more integrated and programmable circuits were being used.

Progress was readily communicated and explained as vividly as possible at motor shows, for example at car shows and other exhibitions, as the picture above shows.

No disadvantages were seen at the time. Hardly anyone thought about durability. It turned out that even the storage of spare parts was not problem-free if they were not operated briefly at least every four years and otherwise stored under nitrogen. In many cases, the source code that would be required for re-production is no longer available (e.g. because the supplier from back then has long since ceased to exist) or the manufacturers refuse to publish it, citing liability risks.

At least there are initiatives, e.g. at the VDA, which are dealing with this problem ...

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Affordable youngtimer convertibles for this summer

Bruno von Rotz
06/26/2014

Audi Cabriolet 1992

Yes, they do exist, the good opportunities in life. For example, anyone who has been dreaming of a classic car for a long time and likes to have their hair in the wind when driving should perhaps consider buying a Mercedes Benz 300/500 SL, Alfa Romeo Spider, Audi convertible, BMW 3-series convertible or Mazda MX-5 now.

All of these cars are "on the market" in sufficient numbers and offer a lot of driving pleasure for the equivalent value of an entry-level Smart. In this context, we are talking about 5000 to 15000 francs (or 4000 to 12000 euros). So a tight wallet isn't enough, but you don't have to be a Rockefeller to enjoy carefree summer convertible pleasures with four/five/six or eight cylinders.

Convertibles often have low mileage even in their second and third age and in most cases have been treated with care and perhaps even protected from salt water as collector's items. The state of preservation is often correspondingly good, which reduces the risks for the buyer.

High-tech noblesse - Mercedes Benz 300/500 SL R129

Mercedes Benz 500 SL 1992

The Mercedes Benz 300 SL / 500 SL of the R129 series was the convertible of superlatives in the nineties. The innovative feature was the roof, which opened and closed without any effort with the help of many motors and an elaborate mechanism, and of course disappeared under a fixed flap. Bruno Sacco had drawn sleek and mostly straight lines, and the engine builders provided six to twelve-cylinder units from 180 to almost 400 hp. Integral seats and a surcharge list that easily allowed the base price of just under six figures to be increased by several tens of thousands were also part of the package, as was the standard hardtop, which also made the car suitable for winter driving.

No wonder the R129 was popular, no wonder over 200,000 were sold. And so there is also a large supply on the used car market. And you can get a lot of technology for surprisingly little money. However, you shouldn't expect cheap workshop bills if something does go wrong.

Italian classics - Alfa Romeo Spider

Alfa Romeo Spider Serie 4 1998

In 1966, Alfa Romeo presented the Duetto Spider in Geneva; in 1970, the rear end was cut off and it became a fastback Spider. Another 13 years later, the Milanese company fitted a front scoop and rubber spoiler lip at the rear and named it the Aerodinamico, before finally giving it a more classic front and a rounder rear again from 1989 as the Series 4 version.

The Alfa Romeo Spider was always popular, so there was no need for the movie "The Graduate". With its Italian temperament, the famous twin-camshaft four-cylinder engine - although the catalytic converter and noise regulations took some of the edge off - and Mediterranean flair in the interior, it drove its way into people's hearts.

There is no shortage of youngtimer-age vehicles on offer, but good Spiders have never been cheap.

Pioneering BMW 3 Series Convertible E30

BMW 325i Cabriolet 1990

While the Milanese were always present in the full convertible market thanks to the Spider and were one of the few car manufacturers to do so, you had to look back many years before you came across the ancestor of the BMW 325i convertible presented in 1985. For many years, Baur had provided fresh air in BMW saloons with targa-like designs, then BMW presented a truly open E30 on its own, which promptly hit the market like a bomb. The lines were just right and with the over-center kinematics, the roof could also be fitted without much effort if it had not disappeared under a flap. There was plenty of room for four people and the famous in-line six-cylinder engine hummed its beautiful song in the front if the buyer had not opted for the cheaper four-cylinder.

The popularity of the time is still evident today, and prices for well-preserved 3-series convertibles are comparatively high.

The beginning of a new generation - Mazda MX-5

Mazda MX-5 1991

If the Mazda MX-5 ( also known as the Miata) had not existed, perhaps the great convertible renaissance that began in the 1990s would not have happened. The Japanese (together with their American design center) had the right instinct and amalgamated the English sports car legend Lotus Elan with modern and everyday Japanese technology. The result was a beautiful convertible for two that exceeded all sales expectations. Between 1989 and 1998, several hundred thousand of the almost 1000 kg folding headlight roadsters left the factory and made convertible fans around the world happy. And because the Japanese car was almost flawless, many have survived. Examples with few kilometers are comparatively expensive.

Fast Follower Audi Cabriolet

Audi 2.3 E Cabriolet 1992

Audi was certainly not a pioneer with the Audi 2.3 E Cabriolet based on the Type 89 coupé in 1991 . After all, BMW had already presented a model half a decade earlier and Audi was able to observe and adopt what had proved successful.
The company launched a convertible with a 2.3-liter inline five-cylinder engine and an easy-to-install soft top, and then increasingly expanded the drive side. Visually, the open-top Audi was only subtly refreshed during its nine-year production period.

With front-wheel drive, it was well equipped in summer and winter, and the lined soft top made a hard top unnecessary. Even four people could travel open-top as long as there was no wind deflector on board. Gears were changed manually or automatically.

The car does not yet have cult status, which is why the prices are relatively low, even for vehicles with low mileage. And there were also some iconic colors such as broom yellow or Gomera pearl effect.

Spoilt for choice

Whether Mercedes, BMW, Audi, Alfa or Mazda - all these cars are a joy to drive. They all fit into roughly the same budget, which is surprising, as the most expensive (Mercedes) cost around five times more than the cheapest (Mazda) in 1990. The decision criteria will be the number of seats, the expected performance and, of course, the maintenance costs to be factored in. And probably above all aesthetic criteria. The good thing is that there is a wide and varied range on offer.

Are there alternatives? Of course, always. If you want to go less "mainstream", you can also opt for a Jaguar XJS Cabriolet, a Chevrolet Corvette, a Toyota MR2, a Mazda RX-7 Turbo Cabriolet, a Citroën Mehari or a Maserati Biturbo Spyder. Just to name a few examples. Smaller numbers and, depending on the case, more capricious technology could, however, lead to headaches later on and higher follow-up costs. But that doesn't have to be the case, of course.

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The plastic cars from Kaiser

Bruno von Rotz
06/25/2014

Kaiser Pesonenwagen-Prototyp aus Kunststoff im Jahr 1945

Henry Kaiser loved new ideas and solutions and he motivated his engineers to always start from scratch. So it was no wonder that the Kaiser car company was an early adopter of plastic as a material for car bodies.

Frühe GFK-Karosserie bei Kaiser im Jahr 1943

As early as 1943, just three years after Ford had presented the first ever plastic prototype, the first bodies made of GRP were created and in 1945 a working prototype of a two-seater saloon with a plastic body (pictured above) was presented. Henry Kaiser hoped to bring an affordable everyday car similar to a Ford Model A onto the market on this basis. However, economic reasons forced Kaiser into a much more conventional direction.

Kaiser-Darrin Roadster von 1954

Nevertheless, Kaiser then announced America's first series-produced plastic sports car in 1952. This was one year earlier than General Motors with the Corvette. But while the Chevrolet plastic flounder was already in series production in 1953, it was almost a year before customers were able to buy the Kaiser-Darrin with the innovative sliding doors . After just 435 units, however, production of this originally styled car was discontinued. This marked the end of the plastic era at Kaiser.

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Classic pearls of the future - BMW 320i/325i Convertible E30

Bruno von Rotz
06/24/2014

BMW 320i Cabriolet 1988 (© Bruno von Rotz)

It was actually already a classic when I bought it in 1988. The BMW E30 as a convertible, albeit in the smaller version with a displacement of two liters, but still. In any case, it had the silky-smooth six-cylinder in-line engine on board, and I did without the leather seats. Instead, there was a night design and metallic paint. The sleek, elegant lines were standard, as were the four full-size seats.

BMW 325i Cabriolet 1987 - auch für Damen

BMW had done pioneering work, because hardly any other car manufacturer dared to present a full convertible in the second half of the 1980s. The Mazda MX-5 had not even been born yet, but the E30 convertible was already on show at the IAA in 1985 as the 325i.

Übertotpunkt-Kinematik beim Verdeck des BMW 325i von 1987

Something very special at the time was the over-dead-center kinematics. What sounded complicated was simple for the driver. The roof could be raised from the driver's seat by pressing down the rear part of the soft top when it was pulled down at the front. When not in use, the robust roof disappeared under a flap, so there was no need for a tarpaulin, as with the Mercedes SL.

BMW 325i Cabriolet 1987 mit Hardtop

And the open BMW even had a respectable trunk, despite its overall compact dimensions. However, it was 125 kg heavier than the standard saloon due to the necessary reinforcements.

Unterwegs im BMW 325i Cabriolet von 1987

In 1991 there was a facelift, which did not necessarily make the convertible more beautiful, but brought it into line with the trends of the time.

Today there is (still) a wide range of open E30 BMWs with 1.8, 2 and 2.5 liter engines. So it is not (yet) a rarity. But it is probably a classic gem, as its design still looks fresh and timeless even more than 25 years after its presentation. And this cannot be said of some of its contemporaries from back then ...

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The Swiss classic car umbrella organization conflict from the perspective of the "simple" classic car driver

Bruno von Rotz
06/23/2014

For some months now, there has been fire under the roof at the Swiss classic car umbrella organizations. As is well known, a new umbrella organization (FSVH) was founded at the end of 2013 with the aim of replacing the previous two (Swiss Oldtimers and FSVA). While Swiss Oldtimers laid the foundations for a possible dissolution at the last delegates' meeting, the delegates of the FSVA have now spoken out against it because a new solution, namely the merger of the previous umbrella organizations, has now emerged as a feasible alternative. Until now, this perhaps most sensible option was considered impossible, as it did not seem feasible with the people at the helm.

So while the gray eminences in the associations were discussing and arguing, the man or woman in the classic car on the road noticed little of it. He or she is preoccupied with other problems, unless perhaps football or the World Ski Championships are dominating the conversation.

Only some classic car drivers are members of a club and therefore usually also indirectly members of an umbrella organization, and most of them would probably not even know which umbrella organization their own classic car club belongs to.

The concerns of "ordinary" Swiss classic car owners are pragmatic. If they could, they would, for example, like to see the abolition of the annual emissions test for vehicles of vintage car age, would have all veteran vehicles with at least 30 years on the clock (not just those up to 1970) exempted from the daytime running light requirement, would be happy about lower and perhaps also engine capacity-independent road taxes and an exemption from the highway vignette, would dream of more moderation in the registration of old vehicles at the road traffic authorities and the simplified and even tax-privileged import of historic cars from abroad, to name just a few examples. It is also important to safeguard the privileges that have already been won and to take into account the slogan that old cars should be on the road.

Yes, there is a lot of work for a united Swiss classic car umbrella organization and it would be nice from the classic car driver's point of view if its representatives could quickly come to an agreement among themselves and turn their energy back to the common goals and the problems of classic car drivers on the road.

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Lauda, Berger, Marko, Quester, Vettel, etc. in the monoposto on the occasion of the Austrian GP

Daniel Reinhard
06/22/2014

Sebastian Vettel, Niki Lauda, Gerhard Berger und Dr. Helmut Marko im BRM P160b anlässlich des GP Österreich 2014 (© Daniel Reinhard)

The Austrian Grand Prix celebrates its second resurrection since 1970 today at 14:00, as a Formula 1 race gets underway for the 26th time on the traditional Zeltweg circuit, which has been shortened since 1997.
The parade of Austrian legends is scheduled for one hour before the official F1 start.

From Niki Lauda to Gerhard Berger, they will be at the start in the cars they drove back then. At Ferrari, even the former mechanics are in action.

A practice session was held yesterday, Saturday, which Sebastian Vettel (in the picture above we see Sebastian Vettel, Niki Lauda, Gerhard Berger and Helmut Marko) also used to take a seat in the BRM P160b of "his boss", Dr. Helmut Marko (Head of Motorsport at Red Bull Racing) and complete two laps.

The fastest of the training session were Gerhard Berger in the Ferrari and Dieter Quester in the Surtees. They all showed great joy and the packed grandstand cheered on the still popular racing drivers frenetically. The enthusiasm was huge, especially when the legends started overtaking maneuvers, such as when Quester in the Surtees outbraked Vettel in the BRM.

Dieter Quester überholt im Surtees den aktuellen F1-Weltmeister Sebastian Vettel im BRP P160B anlässlich des Legendenlauf-Trainings zum GP von Österreich 2014 (© Daniel Reinhard)

And today, the public's interest is sure to increase even more ...

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The Chevrolet Corvair and the crosswind

Bruno von Rotz
06/21/2014

Seitenwind-Tests per Düsenaggregat (1963)

Crosswinds became the natural enemy of the automobile in the post-war years. The faster the cars drove, the more dangerous the gusts. In order to observe the effects of sideways gusts of wind, car manufacturers in the 1960s initially made do with airplane propellers mounted on the side of the road. Mercedes, for example, had such a system in Stuttgart-Untertürkheim.

The disadvantage of these stationary systems was the short test track on which the effects of crosswinds could be observed. General Motors therefore developed a test arrangement in which the crosswind could be generated on the vehicle itself, as Automobil Revue described in issue 43/1963: "The research laboratories of General Motors Corporation therefore developed a new type of device which makes it possible to generate any desired lateral flow. It is a jet engine that can be mounted on the vehicle itself and exactly imitates the effect of natural wind currents.

This new test method enables technicians to test the stability of a vehicle under the influence of side winds with the utmost precision. As the nozzle motor can be mounted at different points on the car, it also allows wind currents to be tested on different body shapes and their strength to be precisely controlled."

However, this variant did not quite catch on, as later on stationary systems with propellers were mostly used again ...

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