VeloceToday.com

Erwin Goldschmidt

pete — Tue, 25 Jun 2019 13:29:03 +0000

By Pete Vack
From the VeloceToday Archives, June 2013

“I have to say, that despite all, I liked Erwin Goldschmidt.” Cameron Argetsinger had the opportunity to know the flying Allard driver better than most others. In fact, it was Argetsinger who gave Goldschmidt the opportunity to race at Watkins Glen.

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Salon Prive 2016

pete — Tue, 20 Sep 2016 12:26:14 +0000

Entered by Bruce Lavachek and David Cottingham, this Ferrari 500 Testa Rossa chassis 0614 MDTR played a major part in the Nassau and Cuban Sports Car races of the 1950s. The Ferrari won the Best of Show award.

Story and photos by Jonathan Sharp

September 8th 2016
Just back from Woodstock; no not the pop festival Woodstock but Woodstock in Oxfordshire, the location for Blenheim Palace which has been the home of Salon Prive event for the past two years. John Churchill, the first Duke of Marlborough, had led his troops to victory against the French in the battle of Blenheim, a major battle in the war of Spanish succession on the 13th August 1704. To celebrate his victory, Queen Ann and a grateful nation gifted the 1st Duke the ruined Woodstock Manor and surrounding parkland together with £240,000 (about £36 million today) to build a palace. Blenheim Palace was designed by Sir John Vanburgh with construction commencing in 1705 and completed in 1733. The most notable date in the history of Blenheim Palace was the 30th November 1874, the birth date of Sir Winston Churchill. The estate itself extends to over 2000 acres.

Adjoining the east front of the Palace the formal Italianate Garden shown here was commissioned in 1900 by the 9th Duke of Marlborough and is the work of landscape architect Achille Duchene.

The event itself was held on the South Lawn. I attended on the first day, when cars entered for the Chubb Insurance Concours were to be judged. As can be seen from the following shots the organizers had, as usual, been able to attract a diverse and first class entry which in addition to the cars to follow also included a cross section of motor cycles from across the ages. The Best in Show trophy was awarded to Bruce Lavachek and David Cottingham’s 1956 Ferrari 500 Testa Rossa. The Peoples Choice award winner was the 1954 Pinin Farina bodied Maserati A6 GCS.

Winner of the People’s Choice award was this 1954 Maserati A6GCS chassis 2059 entered by the Destriero Collection. Chassis 2059 is the third of four A6GCSs bodied by Pinin Farina. Originally shown at the 1954 Paris Auto Salon and a competitor in the 1955 Mille Miglia and it was the 2016 best in show winner at Villa d’Este.

James Needham’s gorgeous 1964 Alfa Romeo Giulia Spider, recently restored by Ferrari restoration specialist Barkaways.

Guy Berryman’s (of the band Coldplay)1957 Zagato bodied Abarth Record Monza prototipo. Originally developed and raced by Elio Zagato, this prototipo was then sold to Italian gentleman racer Vittorio Gianni who raced the car extensively.

Edward Stratton’s unique 1933 Aston Martin Le Mans short chassis, ordered by a gentleman in 1933 who always wanted his cars to be made to his personal specification. This example differs in having a larger rear and a different style of bonnet.

This 1955 AC Ace entered by Mark Aldridge is considered the most important Ace in existence. It is the only example to have competed in the Mille Miglia (in 1956).

This Derby Bentley is fitted with the one-off coachwork as originally fitted to Bentley chassis B 23 AE. Built by Park Ward this early body was conceived as an aerodynamic study. After seven months the body was transferred from the Bentley to a 20hp Rolls Royce. Entered by Roland Duce.

This 1968 Ford GT40 MK3 chassis 1103 is believed to be one of just seven examples built. Shown at the first Windsor Castle Concours in 2012 and also at Amelia Island and Pebble Beach. The car also won best sensitive restoration at Villa d’Este and was one of the course cars at this year’s Goodwood Revival meeting.

Rebecca Prytherch’s 1957 Jaguar XKSS chassis XKSS 769 started life as D Type XKD550. After the Jaguar dealership failed to sell the car it was returned to Jaguar and converted to XKSS specification and was the last of 16 built. The first owner of the car raced it extensively in the USA.

This 1924 Hispano Suiza H6B Coupe De Ville has coachwork by Kellner of Paris. Once owned by Alain Balleret, an industrialist who had been the head of the Hispano Suiza experimental department during the 1930s. Entered by Abraham Kogan.

Another stunning restoration by Barkaways this 1966 Iso Grifo which is the only Baldwin Motion 350/370 LT1 example built out of a total of 412 Grifos built.

Kevin Morfett’s 1969 Porsche 911 is the lightest factory built 911 and was the factory prototype entry for the 1970 Tour Auto which, driven by Gerard Larrousse, finished third overall.

One of three Porsche 924 GTPs built by the factory to compete in the 1980 Le Mans 24 hour race chassis 002 has recently undergone a thorough restoration. She is photographed here during the car parade having been driven onto the stage by none other than Derek Bell MBE who had driven her sister car chassis 003 during the 1980 race.

Whilst the bodywork is new the chassis (2718) of Peter Mullin’s 1922 Voisin C3 Strasbourg is considered to be the chassis which won the ACFs Grand Prix de Tourisme in Strasbourg driven by Rougier.

Again from the collection of Peter Mullin. This 1925 Voisin C6 Laboratoire is the only example in existence. Its monocoque structure was created using thin gauge aluminum sheets around a wooded frame that was reinforced with lateral steel tubes. Nicknamed Laboratoire due to her experimental character and many technical innovations.

This 1987 Countach 5000 QV entered by Harry Metcalf was the London Motor Show car of that year.

Once owned by Tony Iommi of the rock group Black Sabbath, this late model split sump Miura SV chassis 4814 is the only right hand drive example of only two finished in Azzuro Cielo. For a brief period during the 1980s this car was owned by my boss at the dealer I worked for at the time. It took them a year to sell the car and whilst driving it to its new owner the car caught fire. It was whilst passing the Little Chef roadside restaurant on the old A23 just north of Brighton that my boss noticed the flames in the engine bay. I can just imagine the diners in the restaurant that day, enjoying their full English breakfasts knives and forks in mid-air, when into the car park roars a blue Lamborghini Miura with flames licking out of the engine bay. Suddenly a 6ft 4in somewhat rotund and sweaty motor trader comes crashing through the front door of the restaurant to grab the conveniently located fire extinguisher behind the till before rushing back outside to put the flames out. The car was delivered to its new owner a week later, by trailer. A pal of mine still has two of the somewhat scorched air filter nuts in his tool box, the third having melted away entirely.

Mike Reeves’s 1973 Lamborghini Countach LP400 Periscopio was supplied new to Belgium with many special features such as lightweight gearbox housing.

Lamborghini Miura Roadster chassis 3498 is the only factory roadster and was built for the 1968 Brussels Motor Show. Following her show career 3498 was returned to the factory and in 1969 was sold to the International Zinc Research organization ILZRO to be used to show case the various applications of zinc and lead used in the automotive industry. Various components on the car were then rendered in zinc, lead, or their alloys. Recently 3498 has been restored back to her 1968 Brussels motor show configuration by Gary Bobileff of San Diego.

Rare shot of the Miura Roadster interior.

And the engine.

David Cohen’s recently restored 1957 Mercedes Benz 300SL Gullwing.

It was not just the cars entered into the Chubb Insurance Concours that impress. The dealer stands also contained many a gem, including this pair of Mercedes 300SLs.

Entered by Jeff Fosker of Foskers Ferrari, this left hand drive 1960 Ferrari 250 GT Pinin Farina series 2 coupe, chassis 1831, is a late model example with four wheel disc brakes and the outside plug 128F engine.

This 1960 Ferrari 250 GT Pinin Farina series 2 Cabriolet entered by Jason Barron is the second example of 200 built.

Dating from 1953 this Ferrari 250 GT Europa chassis 0297 EU, entered by William L’Anson is one of two prototypes and the only Pinin Farina bodied short chassis Colombo V12 powered example. An original specification matching number example.

Stefan Jentzsch’s 1965 Ferrari 275 GTB chassis 06449 is believed to be the fourth of four prototypes built.

Making its debut on the Ferrari stand of the 1962 Turin Motor Show was this very rare factory covered headlight 400 Superamerica LWB Coupe aerodinamico, chassis 3949 SA. It was delivered to American sportsman and special Ferrari customer Erwin Goldschmidt. Recently restored and a previous Amelia Island Concours winner the car was entered by Laurence Graff.

This 1972 Ferrari 246 GT chassis 04510 has recently completed an 18 month restoration by Barkaways. The car was supplied new to Peter Noon of the pop group Herman’s Hermits.

Life in the fast lane.

Frank Burrell and the Cad-Allard Part 1 of 2

pete — Thu, 27 Jun 2013 12:18:28 +0000

Wacker with the Burrell-prepared Allard at Watkins Glen. Frank Burrell is standing behind Wacker's right shoulder.

By Eric Davison
All photo courtesy of Barry Burrell and the Allard Register

Eric Davison, who originally hails from the Detroit area, witnessed the birth of sports car racing from a unique perspective; his father was an early SCCA member who traveled to Watkins Glen every year with his son, driving exciting cars like the drop dead gorgeous British Squire. Davison has not only written a series of eight chapters on those years for VeloceToday, but continually brings us new and interesting stories about the pioneers of the sports car movement.

While we are all familiar with the use of Cadillac engines in the Cunningham cars at Le Mans, the famous Cad Allards and the Frick Vignales, little is known of Cadillac’s behind the scenes involvement with the sport, encouraged by the team of Ed Cole, Harry Barr and the subject of this article, Frank Burrell. With the help of Frank’s son Barry, Davison traces the little-known involvement of GM’s Cadillac division which was looking for ways to bring the excitement of speed to their flagship luxury car. [Ed.]

It is interesting to see that Cadillac is now touting the performance capabilities of their new BMW fighter. Performance in a luxury car is nothing new; Mercedes with their AMG offerings, the BMW ‘Ms” and certainly most of what Audi does, is performance-related. Performance is an important part of a car’s image. While it appears that Cadillac is new to the party, the fact is they are not. They were first into the post war performance race but they quickly abandoned their foothold in order to place their emphasis on creating the biggest and most bloated cars that the planet had ever seen.

Their foothold into the performance market was almost entirely created by one man: Frank Burrell, and lasted only a few years.

While Frank Burrell is most likely known best and appreciated more by Allard lovers, Frank’s contributions to motor sports covered a wide range of activities from hot rodding to Le Mans. In terms of automobile performance, he was a true renaissance man. He was active in and made serious contributions to just about every venue in motor racing; from circle track to drag racing to sports cars, to racing at Watkins Glen, Sebring and Le Mans.

Frank was an engineer and a true car guy and he led the way for Cadillac’s early lead into the post war performance market.

Frank Burrell was born in LaSalle, Illinois in 1915. His father had been a successful construction engineer and the family lived comfortably. A Duesenberg was the family transportation.

Like so many American families, the Burrell family fortunes took a decided downturn during the depression and the family was forced to relocate to rural Wisconsin in 1930.

Frank had always been an inveterate tinkerer and, like many boys had created his own motorized car when he was 14, an early start on an automotive career.

Frank Burrell in one of his first creations, a Model T-based raced car. Circa mid 1930s.

Being an engineer was his goal and he entered the Engineering School at the University of Wisconsin; helping to finance his education with a part time job in a salvage yard. This led to his being able to gather enough components to create race cars based on Model T components. For a couple of years he was a successful competitor with his Model T specials.

In 1938 Frank received a degree in Engineering from the University of Wisconsin. In 1939 he married the lovely Marjorie Day and in 1942 they were off to Detroit where he had been hired by the Cadillac Division of GM.

No cars were being produced during those war years and his assignment was to add some speed and maneuverability to the M5A1 (Chaffee) tank that Cadillac was producing for the Army. The Chaffee utilized two pre-war Cadillac V8s and an adaptation of GM’s Hydra-Matic transmission. Performance was enhanced when the Chaffee was fitted with the Burrell-designed dual carburetor manifold fitted to each V8.

Chaffee Tank engine showing the Frank Burrell-designed two-carb manifold circa 1943.

With the war’s end, Frank Burrell joined the engineering team that was headed by Ed Cole and included Harry Barr. This was the team that created the Cadillac overhead valve V8, the first modern engine to come out of post-war Detroit. (They next moved to Chevrolet and were responsible for the incredibly successful small block Chevy.)

At the same time Frank obtained the tooling for the tank intake manifold and began to sell performance kits for the post-war Cadillac flat-head V8.

Cadillac’s new high-output and relatively lightweight V8 drew a lot of attention from performance addicts including Briggs Cunningham who had entered the 1950 LeMans 24-hour race with two Cadillacs; a Series 62 Sedan and the famed Le Monstre, an aerodynamic but incredibly ugly vehicle. The sedan used a two-carb manifold and the Le Monstre utilized a five-carb set up also designed by Frank. The two-carb set up was one that Cadillac was testing for production.

The Wacker Allard at the Glen, 1950. Frank and his wife Marjorie take it for a spin.

There were also internal engine parts that were created; forged pistons, heavy duty bearings, oil seals, etc. that were needed to enable the Cadillac engine to hold up for the 24-hour grind.

The obvious need for the Cunningham team was to include Frank Burrell as technician and overseer of the Cadillacs. The sedan finished 10th overall and Le Monstre, 11th. Frank came home having made friends of Sydney Allard and Zora Arkus-Duntov. At that time Duntov was working for Allard.

Specs for the Burrell modified Cadillac.

The new engine inspired a number of sports car racers to try Cadillac power. Foremost among them was Fred Wacker, a prominent SCCA racer who had purchased a J2 Allard. Wacker and Burrell were both SCCA members and friends who knew each other from SCCA activities.

When Wacker purchased his J2 Allard, he sent the car to Burrell, who along with the heavy duty performance parts that he had created for Le Mans, installed his two-carburetor manifold and an adaptation of the Hydra-Matic transmission that had been used in the Chaffee tank. Wacker entered the car in the 1950 running of the Watkins Glen grand Prix and finished third behind two other Cadillac-powered cars; that of Irwin Goldschmidt in a J2 Allard and Briggs Cunningham in his Healey Silverstone with Caddy power. While Goldschmidt didn’t run the Hydra-Matic he was the beneficiary of Frank Burrell’s expertise and the high performance parts that he had created for Cadillac.

Frank sits next to Cal Connell of Detroit Racing Equipment in Goldschmidt's Allard. Burrell's engine modifications made the Goldschmidt Allard very potent. Click on the photo to read more about Goldschmidt.

In January (1950) Frank teamed with Wacker to compete in the first six-hour event at Sebring. While the car covered two more laps than the second place car, the Wacker/Burrell entry finished eighth overall. At the time Sebring ran under FIA rules that determined the winner by a complicated index of performance formula. The utilization of this formula allowed a Crosley Hotshot to be the overall winner. (It also gave the predominantly small French cars an edge at Le Mans.)

Burrell in the Wacker Allard at Sebring in 1951 where the team finished eighth overall.

Wacker also took that car to Argentina for a race. After the race he sold the car to a local enthusiast. For some inexplicable reason, Eva Peron herself killed the deal and the car returned to the US and was sold on these shores. By then Wacker had already ordered his next J2, the famed (or ill-fated) ‘Eight Ball.’

At this point another GM employee became involved in sports car racing. Fred Warner, an ex-military pilot, found peace-time employment with the General Motors Air Transport Service. GMATS purpose was to fly GM people and parts to the farthest points of the GM empire. Like a good many pilots he had a craving for speed and purchased a J2X Allard.

Fred Warner at an unidentified venue in the early 1950s.

Warner was obviously a top-ranked pilot because his primary passenger was C. E Wilson, GM board chairman, later to become Secretary of Defense in the Eisenhower cabinet. He also piloted Harry Klingler, the vice president of the Pontiac Division. From Wilson he gained access to Burrell and the Cadillac performance group who developed an engine for his J2X Allard. From Klingler he gained a wife; he married his daughter, the lovely Sis.

Warner’s car served as a test bed for numerous modifications from both Cadillac and the aftermarket that were being tested by Cadillac engineers.

Read about Erwin Goldschmidt

Next: Frank Burrell and General Curtis LeMay