There must continue to be exemptions for classic cars

Bruno von Rotz
04/30/2025

Mercedes-Benz 300 SL Roadster bei der Kontrolle (© FSP / TÜV Rheinland)

Over the last few days, many people have heard that the EU is considering requiring an annual mandatory inspection for older cars. This is being discussed as part of the revision of Directive 2014/45/EU on periodic roadworthiness tests for motor vehicles and their trailers and Directive 2014/47/EU on the technical roadside inspection of the roadworthiness of commercial vehicles.

Apparently, it is hoped that more frequent checks will lead to greater safety (and fewer fatalities) on the roads. It is also hoped that cars will emit fewer pollutants if they are monitored more frequently.

While one can still imagine that more frequent checks could have an effect on cars that are in daily use and cover ten or even twenty thousand kilometers a year, such thoughts are rather pointless when it comes to classic cars. Not only do classic car and youngtimer owners treat their cars well, they also maintain them meticulously - after all, they want their cars (and motorcycles) to last for many decades to come.

In Germany today, classic cars have to be inspected every two years, while in Switzerland historic vehicles (with a veteran's license) even benefit from a six-year break between two visits to the motor vehicle inspection. It is difficult to observe or even prove that this has resulted in higher accident figures or poorer exhaust gas quality.

Classic cars classified as veteran vehicles are only allowed to drive a maximum of 3000 km per year in Switzerland, i.e. a maximum of 18,000 km in six years. The reality shows that the average distance driven is even lower, namely 700 km per year according to the last SHVF survey.

The current regulations have proved their worth and it makes little sense to deviate from them, at least for classic cars. An annual inspection would have a clearly negative impact on these cars and their owners in particular, without any real benefit elsewhere. So let's hope that the EU's final legislative proposal, which is expected in 2025, does not contain any negative surprises.

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The missing something

Bruno von Rotz
04/29/2025

Lotus Evija von 2025 (© Lotus)

A few days ago, I watched the extensive driving test of the Lotus Evija from Top Gear on YouTube. This hyper sports car has been in the press for many years and was unveiled back in July 2019 - yes, it's been that long.

The British-Chinese hyper sports car with over 2000 hp and a maximum torque of 1704 Nm became famous, among other things, for turning right in a cloud of smoke shortly after the start at the 2024 Goodwood Festival of Speed and crashing. Series production was repeatedly postponed, but some cars are said to have been built and delivered for around USD 2.3 million.

The Top Gear test driver was impressed by the powerhouse with all-wheel drive and extensive control electronics, comparing the car, which incidentally manages without artificial engine noise, to a spaceship. The sprint from 0 to 100 km/h took two seconds, and seven seconds later 300 km/h was reached. The mid-engine sports car concentrates the weight of the battery behind the crew in order to achieve a classic weight distribution. The car has no recuperation at all; braking is only carried out using the massive disc brakes. According to the factory, a range of around 195 miles, i.e. around 314 km, should be possible with the 70 kWh battery pack, but Top Gear estimates significantly lower ranges, especially when driving in Sport mode.

Surprisingly, it is not so much the lack of a motor or the missing gearshift that stands in the way of the "hypercar", but rather the fine-tuning when used on public roads.

Well, from my point of view, something is being forgotten here. And anyone who has ever had the pleasure of driving a Lamborghini Miura, a Ferrari F40, TVR Tuscan or even an Alfa Romeo GTV6 or Porsche Boxster (with a six-cylinder engine) will perhaps understand what I'm talking about.

If you sit in the Lotus Evija and press the start button, nothing happens at all. But in a Lamborghini or TVR, the whole car comes to life when you turn the ignition key. It starts with the lusty screech of the starter motor and then continues with an increasingly uniform rotation of the engine. Even at this point, the hairs on the back of your neck stand up; as the pilot, you are right in the middle of the action and you haven't moved a meter forward yet.

The tangible technical fascination that emanates from a reciprocating engine cannot be compensated for by an electric car, no matter how much power and propulsion it has. Perhaps this is why the Lotus Evija is not selling particularly well?

Vorderansicht des Lotus Evija von 2025 (© Lotus)

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Load carrier

Martin Sigrist
04/28/2025

They exude adventure, give even sports cars - such as the Ferrari 212 Inter Europa Berlinetta (1953) at the 2022 Mille Miglia - a certain utility value and even offer a kind of security. No, neither active nor passive, but the security of not having to leave your shopping at Ikea or Obi behind: Roof racks. Even as a child, I loved these additional racks on the roofs of cars. When my father mounted a rack, it often promised an adventure to come: new furniture, skiing or camping vacations awaited us - or something similar.

In the past, it wasn't usually for fun: the new carrier on the Beetle sometimes gave away the owner's impending offspring

But many craftsmen also had a roof rack, even on the Granada station wagon, for example for the ladder. And in the case of the VW Beetle, the freshly fitted roof rack was often an unmistakable sign that the young owners were about to have children. After all, where else but on the roof should you have put the baby carriage in the VW, or at least its undercarriage? And if there wasn't enough money for an upgrade to a proper family car, then a carrier would have to do. In my case, as I was told first-hand by my father, after the Beetle with a carrier (for my sister's baby carriage) it was a Simca 1100 Break, without a roof rack.

My oldest memory of a roof rack: Autobianchi Primula from Mebetoys

On the toy cars of my childhood, the roof racks were mostly found on rally cars. I remember an Autobianchi Primula with a carrier and oil drums on the roof. I think it was from Mebetoys. The little Fiat 1500 from Matchbox also had a roof rack, one integrated directly into the casting. And even the first Playmobil car from 1977 came with one as standard. The treasure chest from the pirate ship could be rescued from the robbers on it.

THE sensation in my nursery in 1977: Playmobil car with roof rack!

Roof racks still fascinate me. Although I've never bought one, I've found several - yes, I've actually found them on the roadside to take away; probably a Swiss phenomenon in the land of waste stamps - or received them as gifts with cars. The most spectacular was certainly the "gallery" that came with a Citroën DSuper (with a 5-speed gearbox, but not a DSuper 5 - I'll explain that another time). In the 1960s and 1970s, a company from Biel (BE) produced streamlined aluminum supports that could be mounted on the car without gutters using side brackets. It looked very sexy. Incidentally, the car was a gift from former circus director Dominik Gasser Senior of Circus Gasser Olympia. Unfortunately, this DSuper could only be used as a parts carrier.

In contrast to the saloon, the roof gallery was standard on the ID Break

Another roof rack is still lying around in my workshop. I once bought this one on an auction platform as being suitable for a VW Transporter. When I picked it up, it turned out that it couldn't possibly fit on the bus. As it is an original AMAG accessory - the logo is even embossed on the fasteners - it is probably for the Passat Variant B1. I didn't have to pay anything, but I was still allowed to take it with me. It could still be picked up from me...

It can also carry a carrier from time to time

Yes, even a Jaguar is not spared the need to carry a carrier. Maybe I wouldn't mount a roof tent on it - the pavilion of the XJ12 seems too flimsy for that - but the thing is great for camping for the cool box and furniture or for transporting a tent pavilion to a car meeting.

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Karmann-Dschiha or Porsche Tschayenne? No matter, the main thing is Italy!

Paul Krüger
04/27/2025

VW Karmann-Ghia und Porsche Cayenne

The Appenine Peninsula is Germany's secret love. Ever since the six of us rocked across the Alps to Rimini in a VW Beetle in the fifties, we have fallen for the charm of the Italians and their melodic language. Even if we can't understand it or even speak it - that wonderful t-sh sound of C and G just sounds like a vacation.

Even in our primary school days, every Porsche was powerless against the Lambordschini Kauntätsch in the car quartet. Anyone who had moved up from a Fiat drove an Autobiantschi, and every Volkswagen in a designer dress became the automotive namesake of Louis Prima's fifth wife as a Karmann-Dschiha.

Unfortunately, it wasn't enough for me to get a Lambortschini, so I have to make do with my Opel Vetschtra Tscharavan in Tschasablantschaweiß. But even that takes me everywhere. To the ice sheep of Dzhachomo Adzhneli, for example, who is not related to the long-time Fiat patriarch.

While I'm eating my usual chassata sitschiliana with a latte matschiato at Dschatschomo, I notice a young woman a few tables away, as beautiful as Rita Hayworth. You know, the one who turned Dschlenn Ford's head as Dschilda.

I make up my mind to speak to her and find out her name. Her name is Andschela, and we arrange to meet for dinner: at seven o'clock in the restaurant La Tschutschina. I don't have to pick her up. She would drive there herself in her Porsche Tscharrera.

When I arrive, Andschela is already waiting for me. She is wearing a black dress by Valentino Dscharavani and looks really stunning. She says the gnochi here are really good, but the lindschuine ai fundschi are also very tasty. Incidentally, a red wine would go well with it. She would recommend the Tschianti.

I had to intervene again. Because good red wine is not called Tschianti - but Barolo.

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How heavy a gram can weigh

Martin Sigrist
04/26/2025

It was almost meditative, grinding in the bolt - or is that even a shaft? -which supports the pedals on the master cylinder of my DeSoto. Both the clutch and the brake pedal sit directly on the master cylinder - a rather ingenious design. However, the bolt is supposed to slip through an eye without play so that the whole thing can be screwed back under the floor of the car one after the other. It didn't, so I gutted the eye on the drill press with a drill bit wrapped in sandpaper - slowly and carefully, meditatively.

The joy grew, the anticipation that it would only be a short while before my brake pedal would once again give me the confidence to ride the DeSoto extensively with firm pressure. Fit the brake master cylinder, attach the pedals to the side, push the bolts through and secure them, lubricate a little - everything has grease nipples, just like the Americans - attach the brake line and then bleed the air. Yes, that's what I thought. Until I got to the "brake line" point.

An inconspicuous, small adapter between the line and the end plate of the cylinder showed a crack, then a piece broke off and the whole weekend was ruined! A tiny piece of brass that was missing ruined the Easter weekend. That is quite amazing. And it shows the fascination of this machine "car" as a whole, a thing that weighs tons, but in detail depends on many tiny individual parts - in this case a piece of brass the size of a pin. Well, finding a new adapter is of course not rocket science, it's a standard part. But until I have it, the car will be parked for a while yet. This weekend would be the Swiss Historic Vehicle Days, the Swiss Historic Vehicle Weekend. Let's see...

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Triumph Herald Brabham - A light heart for heavy feet

Paul Krüger
04/25/2025

Triumph Herald Brabham-Climax (1962) – Lotus-Motor im Triumph, Umbau von Jack Brabham Motors Ltd.

If the maximum 39 bhp was not enough for you, you could hand in your Triumph Herald from 1962 at 248 Hook Road, Chessington, Surrey. For 375 British pounds, Jack Brabham Motors Ltd. exchanged the OHV iron block for a Coventry-Climax FWE 1200 - the 83 bhp light-alloy engine that was also used in the Lotus Elite.

The two-time Formula 1 world champion had previously tested the conversion on his own brown and white coupé and exhibited the result, which reached speeds of over 160 km/h, at the 1960/61 Racing Car Show in London. During the test drives, people were not only impressed by the acceleration, but also by the handling, as the change from iron to aluminum also meant 20 kg less weight on the front axle.

A rear transverse spring with variable rate, adjustable Armstrong dampers and disc brakes on the front axle once again significantly improved road holding and driving safety - for an extra charge, of course. The price for the conversion included harder brake pads, larger wheel brake cylinders, 5.60 tires, a new clutch and a radiator with an electric fan.

Triumph Herald Brabham-Climax (1962) – Lotus-Motor im Triumph, Umbau von Jack Brabham Motors Ltd.

In order to better monitor the well-being of the donor heart, Brabham also donated an oil pressure gauge and a water thermometer. However, amenities such as a wooden steering wheel, seat belts or additional noise insulation had to be paid for separately. The gearbox and rear axle ratio remained unchanged, although the "long" 4.10 axle of the Herald 1200 was recommended for the older models.

What could not be improved so easily, however, was the aerodynamics. While the Climax Herald was on a par with the Lotus in terms of performance up to around 70 mph (approx. 110 km/h), it increasingly lost ground above that. Nevertheless, the Brabham-Triumph was still fast enough to drive the owners of expensive luxury sports cars crazy on narrow English country roads.

In Switzerland, the conversion cost 5450 francs - in addition to the 7250 francs for the Herald and the 250 francs for the obligatory disc brakes. The Herald Climax exhibited in Geneva in 1962 was even test-driven by Automobil Revue, which - contrary to its otherwise rather benevolent nature - was less than enthusiastic about the overpowered small car.

Triumph Herald Brabham-Climax (1962) – Lotus-Motor im Triumph, Umbau von Jack Brabham Motors Ltd.

According to current counts, eleven examples were built, including a station wagon. There is also a modern replica. Even if the creator was not supported, the idea itself seemed to find favor with the Leyland board. In the same year, the Triumph Vitesse made the Brabham Herald superfluous.

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How the beauty contest in Rome could not take place because of the Pope ...

Bruno von Rotz
04/24/2025

Lancia Beta 20 HP von 1911 (© Anantara)

The Anantara Concorso Roma was actually supposed to take place next weekend (from April 24 to 27, 2025). A good four dozen Italian-made cars were registered in twelve classes, from the early Lancia (pictured above) to the Pagani Zonda.

Everything was prepared; many international guests had registered. The jury around Adolfo Orsi was ready to judge the cars, so to speak. Even the weather promised to be on the concours-friendly side; sunshine was the order of the day.

However, there was one unexpected event that could not have been anticipated: the death of Pope Francis. The passing of Jorge Mario Bergoglio, the Pope's real name, on 21 April 2025 threw a spanner in the works for the organizers of the Concours d'Elégance, as the Pope will be laid to rest on 27 April 2025, the central day of the beauty contest. The fact that a beauty contest for cars could be held in Rome at the same time quickly proved to be nonsensical, and so the first edition of the Anantara Concorso Roma was canceled or postponed for a year.

Next year, we are convinced, it will go ahead. We'll stay tuned...

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Indigestion for acoustics – Why does a V8 rumble?

Paul Krüger
04/23/2025

Chevrolet Corvette Sting Ray Convertible 427/425 (1966) – Big Block

In automotive jargon, the "rumbling V8" is now just as much a fixed phrase as the "tough-as-nails roadster" or the "rustic off-roader". But why does it do this in the first place?

The secret lies in the combination of firing order and exhaust gas routing. In many V8 engines, from the Ford flathead to the Chevy small block, the cylinder banks do not always fire alternately – due to the 90-degree crankshaft, which enables better mass balancing than one with a 180-degree crankpin offset – but also once directly after each other per cycle.

This does not give the exhaust gases enough time to fully exit the manifold before the next cylinder in the bank fires, meaning that the engine cannot "exhale" properly and always "chokes" a little. However, because this only happens every third ignition (and then not always to exactly the same extent), the characteristic exhaust noise is produced.

In cars with two exhaust pipes, this performance-robbing problem can be solved with a connection ("H-pipe") or a crossing ("X-pipe") just behind the manifold, so that one side helps the other to exhale. However, this changes the sound from a slightly irregular "rumbling" to a fairly even "booming", as we know it today from AMG, for example.

In all other V-engines from six to 16 cylinders, the banks alternate at a nice regularity, so that only the V8 retains the characteristic of single-sided dual ignition – but not always. If performance takes precedence over smooth running and a 180-degree crankshaft is used, then a V8 will always alternate ignition. Which means that it basically consists of two four-cylinder engines running slightly asynchronously – and sounds like it too.

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Would you have recognized him?

Bruno von Rotz
04/22/2025

Renault B.R.V. von 1974

You probably don't remember this car. This is hardly surprising, as the "B.R.V." only made a brief public appearance at the London ESV (Experimental Safety Vehicle) conference in 1974 and probably at other similar conferences in order to research how accidents could be avoided or their consequences minimized by using new production methods and integrating more safety thinking.

Grundlagenforschung am Beispiel des Renault B.R.V. von 1974

Renault took a slightly different approach to the B.R.V. (for "basic research vehicle") than many other manufacturers. The aim of the B.R.V. was to research the basics and not to make an existing vehicle more "accident-friendly".

Marketing probably had little say in the design, which is why there were no clear similarities with other Renault vehicles, even if one or two parts did come from series production ...

P.S. Here is the original picture ( with brand names)

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Idle time is a must (question of the month)

Paul Krüger
04/21/2025

Frage des Monats Kaltstart

We have noticed that there are many different theories on how to start a cold engine in a manual car (with three pedals) in the best and most material-friendly way, or how to handle the gearbox and clutch during a cold start. That's why we wanted to know from Zwischengas readers how they do it.

The " question of the month" for manual classic car users was therefore: How do you start your classic car when the engine is cold?

At 89.9%, idle shift users were clearly in the majority, although there are two similarly divided camps between them, as with Pepsi and Coke or Opel and Ford. The slightly larger proportion (48.1%) depresses the clutch pedal despite the gearshift being in neutral. 41.8 % do not press the left pedal.

They are followed at a considerable distance by those who avoid reaching for the gearshift: Just 7.3% of the more than 500 readers who cast a vote leave the gear engaged and only depress the clutch pedal.

On top of that, there were also 2.9% who do not use any of these three methods. Which is why we would be interested to know how they do it. It's not likely to be gear engaged and the clutch not depressed, but perhaps letting it roll?

Ergebnisse Frage des Monats Kaltstart

As usual, we immediately asked the next " question of the month" . "Ask" is also the right keyword. Over the next four weeks, we would like to know how long Zwischengas readers think it takes for a car to sustain damage.

And of course you can still look up all previous "Questions of the week and month" and their results in the corresponding topic channel.

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