Many points for nothing

Daniel Reinhard
08/31/2021

Spa 1985 - leere Strecke, kein Grand Prix Start im Juni 1985 (© Daniel Reinhard)

The Belgian Grand Prix on August 29, 2021 was pretty much the stupidest thing I've ever seen. With my 553 F1 races under my belt as a photographer, I watched the whole mess on TV for hours in the warmth of my living room.

A ski race is canceled in such weather conditions, which is absolutely correct and everyone understands. The fact that a car race can no longer be held in the conditions prevailing at Spa today is also somewhere obvious. But to score a race with three laps behind the safety car is, in my opinion, an absolute travesty.

The organizers were determined to force the start of the race, even if only behind the safety car, because after two laps without any possibility of overtaking, half the points can be awarded according to the regulations and the Belgian organizer has to pay the full amount for the "race", or rather the short coffee run.

Let's look back 36 years, when the only Grand Prix to date was stopped during the current weekend. The Belgian GP in 1985 (sic!) was stopped at short notice on Saturday after the third practice session. The new asphalt, which had only been laid shortly before the race weekend due to bad weather, cracked in unseasonably tropical temperatures in the Ardennes. The "miracle surface for wet conditions" crumbled in the heat under the load of the racing tires. But what didn't work on June 2, 1985, was simply made up for on September 15. This time in typical rainy weather at Spa. The FIA was lenient at the time and, in addition to a fine of 10,000 dollars, the Belgians were also given a new date. Even back then, it would have been easy to drive three slow safety car laps, hold a podium ceremony and award half points. However, there was no official safety car back then.

Unfortunately, with 23 (then 16), or even more, races planned today, substitute dates are completely impossible. Liberty Media's greed is great and is getting greater and greater. Instead of "less is more", they are striving for even more races, although the whole thing is being played out on the heads of the team members, who already have enough to do.

All those responsible, with the exception of the drivers, were completely indifferent to the spectators on site anyway. The poor fans arrived early in the morning in a murderer's traffic jam, unable to park in their pre-paid parking spaces due to the soggy meadows. They had to walk for miles through the mud and missed the two frame races. When they finally arrived, they were not told what to do, but were kept waiting for hours with decisions being made in 10, 15, 30 or even 5 minutes. If they had communicated openly and told them that only two laps behind the safety car were possible anyway, the soaking wet and already hypothermic fans could have decided for themselves whether to stay or not. It was already clear by 3:30 p.m. that no race could take place under these circumstances.

The only positive aspect in all the chaos were the points Williams scored, especially for George Russell. What this exceptional young talent delivered in qualifying is really worth every single point, and he was the only one who deserved full points. Bravo, bravo, bravo and hats off to George, that was an absolutely brilliant masterstroke!

P.S. The picture shows the race track at Spa on Sunday, June 2, 1985 at 14:00. This is where the start should have taken place, but it was postponed by three months ...

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Mileage not so decisive when buying a classic car (question of the week)

Bruno von Rotz
08/30/2021

Frage der Woche 189 - Kilometerstand vor Preis?

Time and again, older vehicles with very low mileage are offered at auctions and in dealerships. These often achieve significantly higher prices than cars with more kilometers on the clock. But are they worth the higher price and are they really better than classic cars that have run well?

We wanted to find out from Zwischengas readers what they think and asked the " question of the week" : Do you prefer classics with low mileage, even if they cost significantly more?

Almost 60 percent of the nearly 470 respondents do not primarily look at the mileage. They prefer a well-maintained and regularly driven car to a vehicle with few kilometers but the threat of damage.

27.2 percent stated that they prefer the car with the lower mileage when looking at similar vehicles, even if it costs a little more.

8.4 percent generally only buy vehicles with low mileage and are happy to pay a little more for them.

2.1 percent look primarily at the price and are happy to accept higher mileage in return.

And 2.8 percent said that none of the given answers applied to them. One of them said in a letter that we had probably forgotten an answer option. The missing answer should have read: "For similar vehicles, I take the vehicle with low mileage, which according to the history has been constantly moved/driven and is in good condition".

He himself primarily buys cars with a five-digit mileage, exceptions confirm the rule.

Here is the evaluation in graphic form:

Frage der Woche 189 - Ergebnis

We have already posed the next "question of the week" . This time we want to know: Will you be driving your classic on synthetic fuel?

And of course you can still view all the results of the previous "Questions of the Week" in the dedicated topic channel.

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In the Goddess we trust - Two Citroën ID 19 class winners in USA NASCAR races

Paul Krüger
08/29/2021

Citroën ID 19 beim Crown America 500

Front-wheel drive, four-cylinder engines and hydropneumatic suspension are not necessarily the design features associated with American NASCAR racing cars. But on June 1, 1958, this unique marriage of French comfort and American Southern folklore came to fruition when two Citroën ID 19s not only competed in the "Crown American 500" in Riverside, California, but also took the first two places in their class. In the overall classification, Bill Jones with starting number 100 and Ralph Roberts with number 101 finished 18th and 19th - 30 laps behind the winner Eddie Gray in a '57 Ford Sedan. Nevertheless, the two Citroëns left seven V8 Amis behind them. The next European competitor in the two-liter class followed in 27th place: a Goliath 1100. According to a small report in the magazine "Motor Racing", the sedans, which were standard except for the roll bar and missing rear seat, reached 162 km/h on the long straight and only needed two pit stops over the entire 800 kilometers.

Unfortunately, it is highly unlikely that Stellantis will dare to return to the oval with the current DS 9.

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50 years later - Lotus Elan and Exige in comparison

Lucio Pompeo / Bruno von Rotz
08/28/2021

Lotus Elan Sprint DHC und Lotus Exige Cup 430 (© Bruno von Rotz)

At first glance, the two cars in the picture have nothing in common, even though they are both blue. However, the Lotus Elan Sprint and the Lotus Exige Cup 430 actually come from the same manufacturer.

Lotus Elan Sprint DHC und Lotus Exige Cup 430 (© Bruno von Rotz)

The "Sprint" was the last version of the Lotus Elan shown to the public for the first time in 1962 and was built until 1973. Compared to the earlier versions, the Sprint version had significantly more power, namely 126 hp, which came up against around 700 kg. Due to its compact dimensions and low weight, but also because of the sophisticated independent suspension, the Lotus Elan was a handling artist and was able to outrun many a more powerful car.

Lotus Elan Sprint DHC und Lotus Exige Cup 430 (© Bruno von Rotz)

In 1996, Lotus began selling the Elise, followed in 2000 by the Exige, a sharpened and more powerful version of the Elise. Over three series, the 430 Cup was finally launched in 2017, before which there were around two dozen other variants. In the Cup 430, the engine from the Toyota Camry produced 430 hp thanks to the Edelbrock supercharger, which was able to move around 1100 kg. This put the Exige 430 Cup on a par with the Ferrari F40 or the McLaren 570 S in terms of power-to-weight ratio, which it clearly undercut in terms of price. Thanks to a lot of lightweight plastic and a rigid aluminum composite chassis, the most powerful Exige offered more than just impressive performance, combined with racing-like handling.

As is well known, the days of the Lotus Elise/Exige/Evora are numbered, and its successor, the Emira, has already been unveiled.

The Lotus Exige Cup 430 is one of the last cars of this type to be produced, just as the "Sprint" was the last Elan. In addition to the Elan, there was also the Elan +2S in the early seventies, which was four-seater and more comfortable, just as there was the Evora with a 2+2 configuration and a stronger focus on comfort until 2021.

It could be argued that the forerunner of the Elise Exige types was more the mid-engined Lotus Europa, but its importance to Lotus was significantly less than that of the Elan.

Indirect successors to the Elan family from 1974 onwards were the front-engined Elite and Eclat models, which were later joined by the Esprit.

At the time, the Lotus Elan cost more than many a six-cylinder, just as the prices for the fastest Exige versions 50 years later outstripped many an eight-cylinder. But then as now, Lotus products proved that pure performance is not everything.

Even a modern-day Lotus Exige Cup 430 is comparatively classic:

You sit in a monocoque aluminum "bathtub", somewhat reminiscent of Group C race cars of the eighties

Lotus Exige Cup 430 - Interieur (© Bruno von Rotz)

The steering wheel is round and has no buttons, there is no power assistance

Lotus Exige Cup 430 - Schaltung (© Bruno von Rotz)

The six gears need to be engaged manually, with a wonderful open lever mechanism.

Electric rear-view mirror adjustment? Cup holder? Glove compartment? Assistance systems? Launch control? Navigation? Digital cockpit? Adjustable steering wheel? Electrically adjustable seats? Touch screens? No way! The Exige only has what is really needed for driving, the instruments are analog and have real pointers, the ignition key is still a key and the handbrake acts mechanically on the rear wheels.

However, there is some comfort, such as air conditioning (which you could do without when ordering) or electric windows.

Despite the lightweight seats, the Exige is comfortable to sit in and getting in and out of the car is still quite easy, even at the age of 60.

Incidentally, the Exige is not completely "low tech", as there are a few dynamic driving aids (ABS, ESP, traction control), a lightweight lithium battery, a titanium exhaust system and super-soft Michelin Cup 2 tires.

Compared to its competitors, the Exige is a compact car, just 1.802 meters wide and 4.084 meters long. Its 17- and 18-inch wheels at the front and rear look really slender compared to the 20/21-inch wheels of the competition. However, they are perfect for the driving physics and the driving experience is characterized by intense, analog feedback and, compared to some modern sports cars from other manufacturers, the Exige feels wonderfully physical.

Lotus Exige Cup 430 - Motor (© Bruno von Rotz)

The soundscape of the V6 engine, which is extremely responsive, also fits in with this, sounding like pure motorsport depending on the exhaust valve position.

And the Lotus Elan Sprint, which is 50 years older? It is even more compact, measuring just 3.683 meters in length, 1.422 meters in width and 1.156 meters in height. Nevertheless, there is room for two people of normal height and they can also take some luggage with them.

Lotus Elan Sprint DHC - Motor (© Bruno von Rotz)

The engine is located partially behind the front axle, which is favorable for weight distribution. When sprinting, the four-cylinder engine breathed through two powerful carburettors, which came from Dell'Orto or Weber, depending on the type.

Disc brakes all round were a given right from the start, and there was never any power steering, nor was there any need for it. Few cars conveyed so much precision when turning the steering wheel.

Lotus Elan Sprint DHC - Cockpit (© Bruno von Rotz)

On the other hand, the Elan was equipped with electric windows from series 3 onwards and the instrument cluster was always complete and aesthetically pleasing. Despite the compact dimensions of the car, the ergonomics are just right.

Lotus Elan Sprint DHC - Schaltung (© Bruno von Rotz)

The gearbox is also a real pleasure; you can feel the cogwheels of the four-speed gearbox moving as you change gear.

A Lotus Elan Sprint accelerated from 0 to 100 km/h in around seven seconds; the modern Exige naturally achieves this in half the time. At a top speed of less than 200 km/h, the Elan is also clearly inferior to today's sports cars, but this is unlikely to bother many owners today.

Depending on the driving style, the two Lotus cars are unlikely to have much in common in terms of fuel consumption, but the progress here is of course clearly noticeable.

At the end of the day, the two Lotus sports cars have more in common than you might think.

Lotus Elan Sprint DHC - Markenzeichen (© Bruno von Rotz)

The company logo has only been carefully adapted over half a century.

Lotus Exige Cup 430 - Markenzeichen (© Bruno von Rotz)

And the broad lettering at the rear, ...

Lotus Elan Sprint DHC - Schriftzug am Heck (© Bruno von Rotz)

... can be found on both the Elan and the Exige.

Lotus Exige Cup 430 - Schriftzug am Heck (© Bruno von Rotz)

Lotus Elan or Exige, both deserve a place in classic car heaven, the Elan has long since earned it, the Exige is sure to grow into this role quickly (keyword: classic pearl of the future).

P.S. Anyone who doesn't believe that the Lotus Exige Cup 430 is a comparatively compact car will perhaps be convinced by this photo?

Lotus Exige im Vergleich zu BMW SUV (© Lucio Pompeo)

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Enthusiasm and commitment

Bruno von Rotz
08/27/2021

Lancia Lambda (© Mathieu Heurtault - Courtesy Gooding & Co)

It was March 15, 1921, when Battista Falchetto was called into a meeting with Vincenzo Lancia . A new car was to be designed and it was to be clearly different from existing vehicles. Lancia wanted a self-supporting car with a front engine and independent front suspension. And the first test drive was to take place on September 1, 1921.

Falchetto was just 24 years old at the time, but had gained experience in aircraft design during the war and had a good education to fall back on. The young engineer more or less worked through the next night and was able to present 14 sketches the following morning, which included variants of the independent front suspension. And so it went on. With the tight deadline and an extreme amount of design work to be done, 17-hour days were the rule rather than the exception and Falchetto didn't stop at weekends either. He often started at 05:00 in the morning and only left the factory shortly before midnight. And it was not only the young designer who did an incredible job, the other employees involved also gave their all to ensure that the test drive would be successful as planned in September 1921.

The new engine, a V4 with a narrow fork angle, was completed on time, as was the first self-supporting body structure, which, although not yet suitable for series production in terms of design, proved that the idea worked in principle. For the first time, a cardan tunnel was constructed in a car and there was another transverse tunnel for the rear axle. As desired, the prototype did not have a separate chassis; the innovative front wheel suspension had to be adapted to the new design.

Lancia Lambda Prototipo von 1921

The test drive on September 1, 1921 - exactly 100 years would soon have passed since then - went as Vincenzo Lancia had hoped, to his complete satisfaction, and thus the basis for the Lancia Lambda was laid. Company boss Lancia invited his development team, which comprised a total of ten people, to a formidable meal at the Ristorante Giaconera in Condove.

This meal was well deserved, as the small team had built a completely new type of car in just over five months, essentially making automotive history. Without their unbridled dedication, these enthusiastic people would certainly not have achieved this ...

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Accident prevention back then

Bruno von Rotz
08/26/2021

Kampagne für das Gurtentragen im Jahr 1978 in der Schweiz

If you look at the current communication efforts of the authorities surrounding the corona crisis and the associated measures, you are reminded to some extent of the 1970s, when campaigns were launched in an attempt to increase seatbelt wearing rates. They also resorted to brutal means and obviously showed an accident car to make people aware of the consequences of an accident.

Today, there is little discussion about wearing seat belts, but presumably the campaigns back then did have an effect ... apart from the fact that modern cars can be quite insistent in reminding you to buckle up ...

P.S. The photo was taken in 1978. In 1980, the Swiss electorate voted on the obligation to wear seat belts after a referendum was held against a new law that was to make wearing a seat belt compulsory. With 51.6 percent "yes" for compulsory seat belt wearing, the supporters had only narrowly won, while individual cantons clearly rejected compulsory seat belt wearing, such as the canton of Valais (86.3 % no), the canton of Jura (85.5 % no) and the canton of Ticino (81.9 % no). Opinions were therefore quite divided at the time and this is also reminiscent of the current situation surrounding corona ...

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When Ford was still promoting young racing talent

Bruno von Rotz
08/25/2021

Ford Escort Pokal von 1971

Recently we talked about why racing has to be so expensive (as it is today)? We referred to Formula Vee as an affordable entry-level class. But it was even cheaper. At the beginning of the seventies, Ford organized the Ford Escort Cup. All you needed was a standard Ford Escort GT, which you could buy new for DM 7304. It was even cheaper if you went for a used Escort. And during the week, the car was still good for everyday use if you hadn't stripped it down at the weekend.

With its 72 hp 1.3-liter engine, the Escort GT accelerated from 0 to 100 km/h in 14.8 seconds and reached a top speed of 155.2 km/h. The chassis shone with "unkempt hardness", as the ams test report complained at the time. It must have been just right for racing, especially as the sporty styling was also standard.

You could win DM 15,000 in the Ford Escort Cup, even the second prize was worth DM 10,000 and the fifth prize DM 1,000. "All you need is your Escort GT, nerves of steel and a bit of luck," read the advertising for the entry-level series. And Ford wrote "Ford shows the way" under the logo.

Here is the ad from 1971 in full:

Werbung für den Ford Escort Pokal

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Were the classic car investment tips from 1975 really good?

Bruno von Rotz
08/24/2021

In 1975, "auto motor und sport" published a story on the subject of value development under the title "Oldtimer-Goldtimer?".

The increasing prices paid for a Mercedes-Benz 300 SL Gullwing were documented as an example. While DM 20,000 was still enough in 1958, a 300 SL W198 apparently already cost DM 50,000 in 1974.

This immediately raised the question of whether old cars were a good investment. With an increase in value of 150 percent, the gullwing nevertheless had to bow to alternative investment vehicles such as funds or gold, but still beat the savings account. In addition, ams mentioned that the increase in value was by no means guaranteed and referred to an auction in Geneva that did not go very well.

At the time, the Pagoda was hardly expected to appreciate in value. And the VW Beetle as a convertible, the BMW 2002 turbo or the NSU Ro80 were suggested as interesting speculation cars. While the BMW was certainly the right choice at the time and the Beetle Cabriolet, which could be bought second-hand for around DM 2000 to 6000 (equivalent to around EUR 1100 to 3200), was still reasonably well priced, the hopes of large gains in value for the NSU Ro80 were probably not quite fulfilled. Although all well-preserved examples of this type have certainly increased in value, maintenance and ownership costs are likely to have largely compensated for or exceeded the increase in value.

However, it is safe to say that hardly anyone expected a 300 SL to be traded for over DM 2 million one day, otherwise it would certainly have been the best investment tip. There was not even any talk of Ferrari sports cars and other exotic cars, which would have yielded even higher returns.

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Everything super or what?

Bruno von Rotz
08/23/2021

It seems that everything is "super" these days. When we talk about the corona pandemic, we soon start talking about so-called super spreader events. When the weather gets really bad or extremely hot, the term "supercell" is used, and when it comes to petrol, everything is super anyway, because the former "normal" hardly exists anymore.

Super petrol, however, has been around for a very, very long time. In fact, higher-octane fuels were advertised as super petrol even before the Second World War. At that time, however, people were already satisfied with 78 to 80 RON.

When unleaded petrol was introduced in Germany in the 1980s, the new standard grade was called Super 95, and because there was soon a need for more knock resistance, the unleaded Super Plus 98 was also introduced. Even the addition of ethanol did not change the "Super", it was then simply called Super E10 or something similar. Only for the even more valuable fuels with 100 RON and more a new term had to be found, it had become "super".

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How well do we remember the IAA from back then? (Car connoisseur quiz)

Bruno von Rotz
08/22/2021

VW Golf im Mittelpunkt an der IAA 1983

You would probably have been able to identify this picture straight away. After all, it also says "You know what you've got." It was taken at the Volkswagen stand at the IAA in Frankfurt in 1983, with the VW Golf taking center stage.

Motor shows have been held in Germany for over 100 years. They were not called the IAA from the very beginning, but by 1951 at the latest, when the trade fair moved from Berlin to Frankfurt, the IAA was becoming increasingly international and was mentioned in the same breath as Paris, London, Geneva or New York.

In just over two weeks, the IAA will take place in Munich for the first time, a good time to look back at the trade fairs in Berlin and Frankfurt. For this purpose, we have compiled some pictures of past exhibitions. The Zwischengas readers now have to find out in which year the respective photos were taken. The task is to choose the correct year from five. Do you want to give it a try?

Click here for the 119th car connoisseur quiz on the subject of "The IAA back then".

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