Rare & Unique Vehicles magazine, together with Metropole Druten is presenting a new book featuring a 1902 DeDietrich and the story of the 1902 Paris-Vienna race written by noted German historian, Thomas Ulrich.
It is a hardbound, 148-page colour book with 145 illustrations and infographics.
Table of Contents
- The De Dietrich Story
- The Race
- The Birth of Motorsport
- The 1901 Paris-Berlin Race
- Preparations for the 1902 Paris-Vienna Race
- Alcohol To The Rescue
- Gordon Bennett Races
- The First Gordon Bennett Cup
- The Second Gordon Bennett Cup
- Paris-Vienna Touring Trip
- Paris-Vienna Race: Start and First Stage
- Gordon Bennett Cup: First Stage
- Paris-Vienna Race: Neutralized Intermediate Stage
- Paris-Vienna Race: Second Stage – Bregenz Salzburg
- Gordon Bennett Cup: Second Stage
- Paris-Vienna Race: Stage 3: Salzburg To Vienna
- Paris-Vienna Tourist Trip: The Arrival
- Side Events and Official Results
- Personal Accounts
An intimate insight into a racing life
Mike Hailwood is a legend. Arguably the world’s greatest ever motorcycle racer, he transcended eras and generations. His two-wheeled racing career began – and he initially made his name – aboard big, British single cylinder machines, then he took to Japanese and Italian four-stroke multis, before finishing on booming V-twins and two-strokes.
He went from the black-and-white era, from one-colour dark leathers and pudding basin crash helmets, to the multicoloured, full-face helmeted, sponsorship driven days of the late 1970s. He found time to do some car racing too, recording a third at Le Mans in 1969 driving a Ford GT40, winning the 1972 Formula 2 European Championship and competing in 50 F1 Grands Prix, his debut in 1963, his last in 1974.
Though the car stats are impressive, the motorcycle ones are astonishing – nine world championships, 76 GP wins, 14 TT victories, his TT victories separated by 18 years, the first 1961, the last 1979. On top of this he was awarded the MBE and then the George Medal for his bravery in rescuing fellow F1 driver Clay Regazzoni in 1973.
It is almost impossible to comprehend the tragic irony that the life of this man, who had risked and survived so much, a hero to thousands for his derring-do, was curtailed as he drove the family car to collect a fish and chip takeaway. That his daughter Michelle died alongside him adds an extra layer to the tragedy.
Mike’s son David survived the accident and here has allowed access to the family’s treasure trove of personal artefacts. These range from the mundane to the magnificent but together they tell the incredible story of Mike the Bike.
At the beginning of the 1930’s, night air mail services started to become more and more important for European Airlines. Navigation and safety equipment improved drastically and aircraft became much more economical to fly. The introduction of the fast Lockheed Orion by Swissair in April 1932 led to a true revolution within air transport. “Everyone wanted aircraft that flew faster than their existing obsolete Fokker- or Junkers aircraft.
In Sweden, AB Aerotransport’s Managing Director, Carl Florman, became interested in faster airliners as well. In May 1933, Bernt Balchen introduced them to the Northrop Gamma and was interested in a similar Aircraft for his airline. Offers were requested through Northrop representative, Norwegian aviator Bernt Balchen, AB Aerotransport ordered in October 1933, a passenger Delta 1C and in January 1934, a mail aircraft, the Delta 1E.
The operation of both aircraft was marked by problems and challenges for the pilots. It took them some time to master the aircraft. The Delta 1E never entered service, as it crashed on a trial mail flight. In 1937, ABA sold the Delta 1C to Spanish airline Lineas Aereas Postales Espaňolas – LAPE. It remained in civil and military service until well after World War II.
After intensive research, the author (Rob J. M. Mulder) describes in detail the history and operation of these two aircraft. But Bernt Balchen’s role in the story and the visit of a Northrop Gamma to Norway is described. Also, we learn about the history and development Northrop Alpha, Beta and Gamma, as well as the other Deltas. In addition, the military types and their use in Norway and Sweden and other countries is described. The book is illustrated with many photographs, tables, colour profiles by Juanita Franzi, Nils Mathisrud and Torstein Landström Wallmo. Mats Averkvist supplied drawings and was a great support for the author.
Aviation historians Edwin Hoogschagen, Yves Duwelz and Amaru Tincopa have teamed up to compile the definitive monograph describing the Fairey Fox. The bomber from 1925, saw extensive service in especially the Belgian and Peruvian air forces, but was very much liked when in service with Royal Air Force (RAF).
The aircraft survived long enough to face the mighty, high-modern Luftwaffe, when German attacked the neutral state of Belgium on May 10, 1940. During their sorties she even managed to down some German aircraft in dog fights.
The authors have managed to correct many misunderstandings and outright myths surrounding the history of the type. The volume gives a detailed description of all aircraft operated, everything well-illustrated of unique and high-quality photographs. In addition, the illustrator Luca Canossa, has made a considerable number of colour profiles, which beautifully help interpret the text.
In September 1929, Anthony Fokker presented his first four-engine aircraft in the United States of America: the Fokker F-32. It could carry up to 32 passengers and was at its time the largest and most luxurious aircraft in the world. Then, unexpectedly, came the Black Thursday at the New York stock exchange and the world changed… Ten aircraft were either completed or in various stages of assembly, before the production was stopped.
The idea of a four-engine aircraft caught on with KLM Royal Dutch Airlines. Albert Plesman, its managing director, committed to buy aircraft for the Amsterdam-Batavia (now Djakarta, Indonesia) service. The type was to be called the Fokker F XXXVI and was designed to accommodate 32 passengers and a crew of four. A scaled-down version, designated F XXII, was intended for European services carrying 22 passengers. Unfortunately for Fokker, the F XXXVI and F XXII were no immediate success due to the introduction of the far more modern and faster Douglas DC-2. Besides KLM, the only other customer was the Swedish airline AB Aerotransport who purchased a single aircraft.
KLM used their F XXXVI and F XXIIs on the European routes, while AB Aerotransport only used its F XXII on the Malmö-Copenhagen-Amsterdam service. KLM and AB Aerotransport lost each one of their aircraft in accidents, while the remaining were sold to the UK and operated by Scottish Aviation and the RAF. In this book we follow the life of the F-32, F XXXVI and F XXII aircraft and look at other Fokker four-engine projects. This book is illustrated with many photographs, tables, and colour profiles by Juanita Franzi.
The Few’ will be a series of titles where the focus will be on airliners that were only built or operated in a few numbers and flew for a particular airline. This book about the Lockheed Model 9B Orion operated by Swissair is the first title in this series.
At the time of the introduction in Europe of the Lockheed Model 9B Orion, most airliners in service flew at an easy pace of 140km/h. Swissair, the national airline of Switzerland, introduced now an aircraft that could fly at a speed of maximum 360km/h, but the usual cruising speed was around 260 to 280km/h. Nevertheless, the little wooden wonder from the USA flew 50% faster than any other aircraft – a revolution in European aviation. Swissair decided to operate the aircraft with just four passenger seats, as mail was far more important and lucrative to carry.
In this book, the author has described the history of the aircraft with many new details and photographs. Hubert Cance has made a cutaway of the aircraft, while Toni Ruffiner made colour profiles.
There are lots of books about the Norton Commando; about its history, performance, lineage, and the minutiae of its specification. But none of them will tell you what to look for when buying one secondhand. That’s what this book is about – it is a straightforward, practical guide to buying a used Commando. It doesn’t list all the correct colour combinations for each year, or analyse the bike’s design philosophy, or consider its background as part of a troubled industry – there are excellent books listed at the end of this one that do all of that – but it will help you avoid buying a dud. Point by point, it takes the reader through everything that needs looking at when buying a Commando, plus spares prices, which is the best model to buy for your needs, and a look at auctions, restorations and paperwork
The last of the ‘classic’ Nortons, the Commando remains a collector’s item, and many have been saved, restored and ridden – this book tells the reader how to be part of its ongoing story.
The third-generation or L322 Range Rover was in production during a pivotal period in the history of Land Rover and it took the Land Rover marque firmly into the luxury market at the start of the 2000s, and set the tone for the models to follow.
This book documents the whole story of this milestone model with the aid of more than 200 photographs. It includes:
- The story of the model’s origins as the L30 project when BMW owned Land Rover
- The styling, engineering and specification changes introduced over the lifetime of L322 from 2001 to 2012 and a chapter on the model’s career in the USA.
There is an overview of the aftermarket enhancements from the leading specialists of the day. Full technical specifications are given, plus paint colours and interior trim choices and finally there is guidance on buying and owning one of these acclaimed vehicles – the L322 Range Rover.
Revised third edition of this perennial best-seller. After five reprints, this book has established itself as the XK bible.
More than 50 XKs have been photographed specifically for this book, including no less than eight of the rare alloy XK120s.
This title comprises an absolute wealth of material and fascinating facts to intrigue and inform the XK owner, restorer and enthusiast, including model breakdowns, colour scheme information and pages of statistics.
Original Jaguar XK is lavishly and comprehensively illustrated and is the only book that covers XK120s, XK140s and XK150s in such textual and photographic detail.
The first of the ten chapters included in the book is a bit of a provocation. In fact, it recalls how a ‘small’ Stanguellini Sport 1100 car, thanks to excellent road holding, beat the new and still ‘green’ Ferrari with a 12-cylinder engine of 1500 cc, in some races of the 1947 season, the debut one for the newly-founded Prancing Horse manufacturer. The ‘snub’ received from another Modena-based company, which was just as committed to the construction of sports cars, albeit with a smaller engine displacement, certainly annoyed Enzo Ferrari but in any case, he had very little to complain about. He had too much respect and friendship for the ‘Magician’ Vittorio Stanguellini, ever since the latter showed up in Modena racing circles in the company of his father Francesco, a pioneer of local motorsport. Stanguellini of Modena was a large family: in the second half of the 19th century, Celso, father of Francesco Sr., had founded a company for the construction of orchestral kettledrums with patented mechanical tuning. From there, it was a short step to the ‘mechanics’ of automobiles: Francesco Sr. became Fiat’s first representative in Modena, while his son Vittorio later extended the agreement with the Turin-based company, but his passion and technical ability also lead to the tuning and construction of racing cars as early as the early 1930s. Vittorio certainly knew his way around and he put together a small empire, based above all on the Sport 750 and 1100: the workshop in Viale Moreali, and later the larger one in Via Schedoni, become a worldwide benchmark, which from 1958/59 was confirmed with the construction of the Formula Junior cars (what would later become Formula 3), intended for up-and-coming drivers. The Stanguellini Formula Junior with a 90 hp Fiat 1100 engine and a top speed of 200 km/h was the most popular and successful car in the crowded category. However, the Formula Junior regulations required that the engine was derived from a production car, albeit with a wide range of tuning possibilities. As he was linked to Fiat, in the 1960s Vittorio Stanguellini, now flanked by his son Francesco Jr., built some Formula Junior (including the modern ‘Delfino’) and then Formula 3 single-seaters, with engines derived from the ‘1300’ and ‘124’ of the Turin-based company. Thanks to the copious archive material of the brand (photographs and documents), the book reconstructs in detail the history of the manufacturer from the blue ‘S’ on a yellow background (the colours of Modena), summarized by the extensive Museum, set up at the time by Francesco and now impeccably curated by his daughter Francesca: fifth generation of the ‘racing’ Stanguellini family. A chapter of the book is dedicated to the Museum and it is basically a ‘guided tour’ of the cars and the curiosities it hosts. The same cars, perfectly restored, were photographed outside in a spectacular way and can be admired in the ‘portfolio’ combined with the same book.
Hardcover
English and Italian Text
Many books have been written about the French racing team Matra, detailing the cars and the races it competed in, yet falling to divulge what really went on behind the scenes. One day the team was winning, the toast of France – the next it had vanished, gone without a trace.
I resolved to find out for myself. The story I uncovered was more complex, more surprising and more thrilling than I could have imagined. Little did I expect the destiny of Matra to be so interconnected with the stories of Alpine and Ligier, let alone a range of topics as diverse as the introduction of colour television, the fate of truck company Berliet, the consequences of wartime occupation, the rivalry between Simca, Citroën and Renault, illegal political party funding, the films of Jean-Luc Godard, unfathomable goings-on at the FIA (motor sport’s governing body), the beginnings of the European Economic Community, the unsavoury activities of the French security services, the influence of the ENA, the significance of the cars used by the Gendarmerie, the dirigiste economy, ministerial corruption, unsolved murders, attempted assassinations – and lots of motor racing. But we are getting ahead of ourselves…
Ford cars can be found all over the world, and vintage models appear at most classic car shows.
This book helps to identify the models sold by Ford of Britain, and provides detailed information on each model, with technical specifications, original colour photographs, and lists the colour schemes that were available.
Continuing this popular series covering classic British cars, David Rowe now turns his keen eye to the British Ford models. He is well placed to do so, having worked at two Ford dealerships over a 30-year period and has driven many of the models covered by this book.
When Rolls-Royce introduced its new junior model, the Twenty, in 1922, there was no question of the company supplying coachwork for it. That was the job of the myriad specialist coachbuilding firms, large and small, both in Britain and overseas. Customers went to a coachbuilder of their choice, asked for what they wanted, and got it. It was a system that remained unchanged in principle throughout the period, as the Twenty gave way to the 20/25, that model in turn was succeeded by the 25/30, and the Wraith became the final junior Rolls-Royce before the Second World War brought a great and glamorous era to an end.
From the relatively well-known Abbott of Farnham, to the little-known Wyllie & Lochhead in Glasgow, British coachbuilders across the country stepped up to the plate and delivered their best on these chassis. Among them, great names such as Barker, Gurney Nutting, HJ Mulliner and Park Ward led the field with some outstanding designs, many of them produced in small quantities (but always with individual touches). Outside the British Isles, but in far smaller numbers, there were bodies from the likes of Kellner and Saoutchik in France, Erdmann & Rossi in Germany, Gangloff in Switzerland, and Brewster in the USA.
The work of all these coachbuilders and many more is covered in this book, which for ease of understanding divides up each coachbuilder’s creations according to the host chassis and the different styles – saloon, limousine, drophead coupé, and so on. Rolls-Royce owners will particularly appreciate the inclusion of chassis numbers for all the cars bodied by each coachbuilder, a feature which makes this book a valuable reference work as well as a visual treat.
With well over 250 photographs, many in colour by distinguished photographer Simon Clay, this book celebrates the style and flair of a bygone era, and provides a vital fund of information for the many enthusiasts and owners who care about these fine cars today.
A book dedicated to a true milestone in the history of the Innocenti scooter: “Scooterlinea 1962”, a thoroughly revised Lambretta that was a protagonist on the worldwide scooter scene of the Sixties.
Technically known as the “Series III”, the new Lambretta was launched late in 1961, initially with the two 125 and 150 cc displacements, later joined by the 175 TV in the spring of 1962.
The third title in the series dedicated to the most important Lambrettas (which include the Lambretta Lui and the Lambretta TV/LI Series I), celebrates a model characterised by sleek and aggressive bodywork and equipped with a front disc brake and an extremely high level of fittings and finish. Written by Vittorio Tessera, the leading Lambretta historian, the book reviews the complete industrial, technical and social history of the Scooterlinea, drawing on hundreds of previously unpublished contemporary photos in black and white and colour.
Endurance WEC is a unique work revealing to readers for the first time the aerodynamic evolution of the sports prototypes of the latest “Golden Age of Endurance Racing”, those with hybrid power plants. A painstaking exploration of the world of the enthralling sports prototypes, it explores the cars developed from the Group C period – in the first half of the Eighties – through to the protagonists of the current WEC and ELMS championships.
Hundreds of colour drawings document the technical evolution of the covered wheel racing cars of the past 40 years. Cars of extraordinary appeal such as the Porsche 956s, the XJ series Jaguars, the Series C Mercedes, the Peugeot 905, through to the more recent Audis, great dominators of Le Mans in the 2000s, the Toyotas and the Porsches. All this is presented in a technical overview introduced by historical-regulatory contextualisation, indispensable for an understanding of a world that, in recent years, has featured even greater technical evolution and sporting excitement than Formula 1.
The Lotus Elite was a turning point for Lotus. First produced at the end of the 1950s, it marked Lotus’ transition from a maker of small racing cars, which had limited utility on the road, to the producer of a highly sophisticated road and race car. In the Elite, Lotus exploited its knowledge of new technology and racing pedigree to produce a car which, with its glass fibre monocoque and Coventry Climax engine, had the potential to be a world beater.
This book gives an insight into the reasons the car was produced and its importance in Lotus’ history, especially in the production of lightweight innovative cars. Through interviews with Elite owners, first hand accounts provide a good overview of owning one of these iconic cars, covering its foibles and quirks as well as its exemplary roadholding, handling and performance. Illustrated with many colour photographs, along with period advertising material, the book provides a valuable insight into owning, running and racing these iconic cars.
CX experts Michael Buurma and Thijs van der Zanden of Citrovisie joined forces to create a unique CX-book. In an almost encyclopaedic manner, and with great attention to detail, the creation and evolution of the Citroën CX is discussed by model year, by type and down to the smallest detail. This also includes the models that never got beyond the drawing board: a five-door CX, numerous never realised interior designs, a CX GTi with a diesel engine and an extended CX Pallas, to name but a few… Overviews with technical data, chassis numbers, body colours plus sales figures complete the picture. The book is amply illustrated with hundreds of images, most of which have never been published before. This makes ” La véritable histoire de la Citroën CX” an indispensable reference for the real Citroën lover.
