MY FEEDLY

Affordable Rally Car: A Volvo Amazon 123GT Built For Racing

This is an original 1968 Volvo Amazon 123GT that’s been built to targa rally specifications, it’s now ready for a new owner. It needs little more than a new set of tires before hitting the rally stages and showing why the Volvo Amazon has been such a successful rally racer since the 1960s.

Although Volvo has developed a reputation for staid, safe cars the Swedish automaker has turned out a slew of successful rally and circuit race cars over the years, with the Amazon being one of the most famous examples if not the most famous outright.

The Mighty Volvo Amazon

Volvo first released the Amazon (also known as the 120 Series) in 1956 as a replacement for the Volvo PV444 and PV544, the design of the new model was directly influenced by American cars of the era however it was a thoroughly Swedish car from bumper to bumper.

They named it after the Amazons, fierce female warriors from Greek mythology. The car would develop a reputation for toughness over the years and decades since its release, doing its namesake proud.

Unusually for the 1950s Volvo developed a stamped steel unibody for the Amazon rather than relying on the more common body-on-frame construction method. This resulted in a car that was lighter and more rigid, which many would later discover made them ideal for various forms of motorsport.

Three main versions of the Amazon were the 121, the 122, and the 123. The base model was the 121 with a single carburetor initially producing 66 bhp, the 122S was the more sporting model with twin carburetors and producing 85 bhp, and the 123 model would appear in 1866 as a 1967 model year car producing 115 bhp initially thanks to a higher compression ratio and twin carburetors.

When ordering your Amazon you could choose between a coupe, a four door, or a four door estate (station wagon). The coupe proved the most popular with over 350,000 made, second was the four door with over 230,000 made, and finally there were a little over 73,000 estates built.

Volvo kept the Amazon in production from 1956 until 1970, it would also form the foundation of the Volvo P1800 and the closely related P1800 ES which stayed in production until 1973.

People started racing Amazons shortly after they first appeared in the late 1950s, their simple all-iron four cylinder engines weren’t advanced by any measure, however they did respond well to tuning and they were almost impossible to kill – in fact Irv Gordon would put 3.2 million miles on one.

Amazons could be seen racing on snow, ice, mud, gravel, sand, and asphalt in Sweden, across Europe, and around the world. Today the cars have become a popular choice for those entering vintage motorsport competition for three key reasons – the cars are affordable to buy and maintain, they’re genuinely quick, and they’re hard to break.

The 1968 Volvo Amazon 123GT Shown Here

The car you see here is a 1968 Volvo Amazon 123GT that’s had all the modifications for rally already applied, potentially making it a great entry point into vintage rallies and other motorsport events for a new driver.

This is a desirable 123 GT model which came from the factory with additional fog lamps, trim, and a more powerful engine. This car has been further modified and now sports a 2.4 litre version of the same basic engine built by VOLPRO Performance, with twin side draught OER carburetors, a 123 programable distributor, an oil cooler, and a 2.5 inch rally exhaust system and headers.

The full list of racing modifications can be at the end of the listing which you can find here, it’s currently for sale on Collecting Cars with four days left on the bidding at the time of writing.

Images courtesy of Collecting Cars

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from Silodrome https://silodrome.com/volvo-amazon-123gt/
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Film: The Rare BMW 320iS – The Undercover Little Brother To The E30 BMW M3

The BMW 320is is one of the least well-known variants of the BMW E30 – one of the most popular model lines in the German marque’s 104 year history.

People who are familiar with the E30 with probably also be familiar with the 318is and the 325is variants, essentially the sporting versions of the model that sit under the ultimate version of the E30 – the BMW E30 M3.

The BMW 320is was something a little different to these two. It was fitted with a destroked version of the S14 engine from the M3 with a capacity just under 2.0 litres – enough to bring it in under the 2.0+ litre tax bracket in Italy and Portugal that resulted in a stiff increase to a car’s price.

The 320is was essentially a normal E30 apart from the M engine, the close-ratio Getrag 265 5-speed manual gearbox with a “dogleg” shift pattern, and some upgrades to both the suspension and braking.

The car looks far more subtle than the M3 thanks to the lack of flared wheel arches, but it’s performance wasn’t all that far off in the power stakes, with 192 hp at 6,900 rpm vs the M3 with its 200 hp at 6,750 rpm.

The BMW 320is was only sold in Italy and Portugal, and even then only in very limited numbers, just 2,540 examples left the factory in both two and four-door versions.

Today the model is in much demand, the E30 M3 is the king of the hill of course, but collector interest has been circling around other less common E30s like the 333i, the 320is, and both the 318is and the 325is.

This film by Brightside Media takes a look at the 320is and tells its story beautifully, if you’d like to see more films from them or subscribe you can click here.

The post Film: The Rare BMW 320iS – The Undercover Little Brother To The E30 BMW M3 appeared first on Silodrome.

from Silodrome https://silodrome.com/film-the-rare-bmw-320is-the-undercover-little-brother-to-the-e30-bmw-m3/
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The Military-Spec Bowler CSP RIV 4×4 Concept Vehicle Is For Sale

This is the Bowler CSP RIV, it’s a concept vehicle that was developed by Bowler for both military and emergency services roles. It was first unveiled at the 2017 Defence and Security Equipment International Show, and it’s the first in a series of military/emergency-focussed four-wheel drives from the British company.

Bowler has been building highly-modified Land Rover Defenders and other vehicles since 1985, many of them have been used in top flight off-road motorsport competition, and some of them have featured prominently in James Bond films.

The Rapid Intervention Vehicle (RIV) was developed by Bowler engineers on their new Cross Sector Platform (CSP) chassis – the same chassis that is underpinning the “other” new Land Rover Defender – the Bowler CSP 575.

The CSP chassis is a modular design (shown below) made from lightweight aluminum alloy, when paired with the full internal roll cage it forms an incredibly rigid structure not dissimilar to a space frame.

Unlike the far more traditional chassis used on the previous Land Rover Defender the CSP accommodates independent front and rear suspension with up to 27cm (10.6 inches) of wheel travel. A wide variety of engines and transmissions can be used, with power sent to all four wheels.

Above Image: The all-aluminum Bowler Cross Sector Platform (CSP) chassis, with the roll cage included it forms a rigid structure almost like a spaceframe chassis.

When it was first shown in 2017 in London, the Bowler CSP RIV Concept was fitted with a .50 calibre heavy machine gun mounted to the top-centre of the roll cage, it was also equipped with four ProTEK blast attenuating seats from Tek Military Seating.

It’s powered by a 300 bhp V6 producing 700 newton-metres of torque (516 lb ft), and power is sent back to a ZF 8HP transmission, an 8-speed transmission with a hydraulic converter and planetary gearsets.

The RIV was carefully designed as a multi-use vehicle platform with a common range of modular sub-systems and components. This was done to allow a number of vehicle variants to be operated, serviced, and maintained from a single common parts supply.

With a payload capability of 2,000 kilograms (4,409 lbs) the RIV can be equipped for a number of roles including Strike, Reconnaissance, Long Range Patrol, ISTAR (drone launch). Later version will be capable of additional roles including Mechanised Troop Carriage, Ambulance, C2/C4I roles, Logistic Support, Fire Truck, or Light Artillery Mobility.

Above Image: The Bowler CSP RIV uses a chassis developed for both off-road racing and military use.

Consultation with the UK Department of Defense ensured that standard and narrow track variants are included for deployment by CH-47 and C130 aircraft.

The vehicle you see here is the first in what may become an extensive line of military vehicles from Bowler, and as such it may be of significant interest to collectors. This is the same vehicle shown to the public in 2017, however the .50 cal has been removed for obvious reasons.

Sadly the Bowler RIV isn’t road legal, though it would perhaps be well-suited as a way of getting around your extensive private estate and taking three friends with you – all in military-spec blast proof seating.

If you’d like to read more about the RIV or register to bid you can click here to visit the listing on RM Sotheby’s. At the time of writing there’s no price estimate, and it’s being offered with no reserve.

The post The Military-Spec Bowler CSP RIV 4×4 Concept Vehicle Is For Sale appeared first on Silodrome.

from Silodrome https://silodrome.com/bowler-riv-concept/
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A Drivable 1:2 Scale Model Of The Car From Ferris Bueller’s Day Off

This is the Little Legends Spyder, it’s a drivable 1:2 scale model of the Ferrari 250 GT California – considered by many to be one of the most beautiful cars ever made.

Despite its size this little car is remarkably well equipped, it has vented discs and dual-piston Brembo callipers, adjustable gas shock absorbers, independent front and rear suspension, a powder-coated jig-built steel box section chassis, rack-and-pinion steering, and a three-speed sequential transmission (semi-automatic).

The car is powered by a 110cc air-cooled, four-stroke petrol engine producing approximately 7 bhp and it can reach a top speed of 29 mph or 46 km/h, though this can be limited to lower speeds for younger drivers.

The Little Legends Spyder is finished in a nice shade of red, as you would expect, and it has the license plate “BU3LLER” – a reference to the car from the film Ferris Bueller’s Day Off. In the film the car is introduced as a 1961 Ferrari 250 GT California, however it was actually an American-made Modena GT Spyder California, though a real Ferrari was used for the close up shots.

Above Image: The car is powered by 110cc engine and can achieve speeds of almost 30 mph.

It has both working headlights and indicators as well as a horn, it has a leather interior, a wood-lined steering wheel, adjustable pedals, and release handles for the bonnet and trunk. The driver sits astride the transmission and the footwells on either side are carpeted with heel rests below the pedals.

You’ll find the battery in the trunk along with some storage space and the fuel filler cap, around the front when you pop the hood you’ll find the 110cc engine mounted directly over the front axle line, and the steering box is front and centre. Brake fluid can be topped up in the usual way.

Although perhaps too small for most adults the car would make a welcome gift to any child, or a fantastic addition to a collection of Maranello’s finest.

If you’d like to read more or place a bid you can click here to visit the listing on Collecting Cars.

Images courtesy of Collecting Cars

The post A Drivable 1:2 Scale Model Of The Car From Ferris Bueller’s Day Off appeared first on Silodrome.

from Silodrome https://silodrome.com/ferrari-250-gt-california-child-car/
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An Interview With Maggie Gulasey By Stan Evans

This is the first in a new series of features by Stan Evans that we’ll be publishing on Silodrome to highlight voices that are often underrepresented in the parallel automotive and motorcycle communities. In the coming months he’ll be bringing you a number of interviews with a fascinating range of diverse, remarkable people from the United States and around the world.

Maggie – Tell Us A Little About Yourself And Your Work

Though we seem to be increasingly rare these days, I am a Colorado native, presently residing in Denver. I have tried to move away a few times but always end up back in The Mile High City. Something about this place has a grip on me and when I am away, I miss it dearly. That says a lot because I am only a half-step down from proclaiming true distain for the cold, snow, and winters in general, which is comical seeing as I have chosen to only own a motorcycle as my sole mode of transportation.

I enjoy the challenge of only having a bike and find relief in not dealing with a plethora of annoying elements that come with owning a car. That being said, there are a handful of blistery winter days that I sincerely question my life choices. For example, when I took my bike out for coffee this morning it was 22 degrees Fahrenheit. I will not hesitate to throw some shade at the cold while keeping in mind this was my decision to live in Colorado as well as abstaining from the comforts of four wheels.

If I am not out riding my motorcycle, I am either writing about them as a freelance journalist or working as a user experience designer. The agency I work for as a UX Designer specializes in the off-roading industry and I work with a team of people who encourage me to get my work done and then go ride my dirt bike, often with them joining me. There is no better team building exercise than crashing on a dirt bike alongside your bosses.

Writing has always been a more effective means of communication for me. I am enthralled by storytelling and find that expressing my words comes more readily when I write them versus speak them. With that being said, no matter what I do in life, writing will always be a part of it in one form or another. I am currently operating as a freelance motorcycle writer and have been able to embark on some unbelievable adventures and ride a myriad of beautiful motorcycles as a result. Most recently, I jetted off to Los Angeles to meet up with photographer Stan Evans and carved the California canyons on the MV Agusta Superveloce 800 for a fun, collaborative piece that challenged both my writing and riding skills.

No matter what my 9 to 5 is moving forward, writing will invariably be my constant. I have found my home in motorcycle-based journalism and only have plans to ramp it up. I am enchanted by the freedom that freelancing bestows upon me and plan to use that gift to dream up unique motorcycle tales to share with whomever is willing to consume them.

How Did You Get Into Riding?

About ten years ago I was living in this small, decrepit house with its only redeeming quality being an abnormally large backyard. Little did I know what life-altering treasure was awaiting me in my little forest. My roommate stored her never-ridden CRF50F back there and poor thing was getting lonely.

It did not take much persuading for me to convince her that we needed to learn how to ride that baby dirt bike. Mistakenly, we mentioned this experiment to friends and family to share in the excitement but were instead met with an onslaught of unsolicited tips, tricks, hesitations, and offers to be our riding coach. We were also told over and over again how dangerous motorcycles are, especially for girls, and we should not even open up that can of worms.

My roommate and I were similarly wired and our stubborn nature kicked in. The more we were told not to ride, only made me want to ride more. The more people telling us the “right” way to learn, the more I just wanted to teach myself. The only way this was going to work for us is if we ignored the stockpile of varied tips the well-intended men in our lives were giving us and just throw a leg over, start the damn thing up, and figure it out for ourselves.

So, one day we pulled the bike into the yard – our merciful practice ground – and decided we were going to shake our ordinary existence up. Through trial and error, we were going to learn how to ride a motorcycle. On our own. Though the catalyst to learn independently was partially motivated by pride, I would not have wanted it to unfold any other way.

Admittedly, the struggle was very real and many hours were consumed with abundant failures, spills, and frustrations. However, we eventually figured it out, albeit graceless, and I would be forever hooked. Riding a motorcycle awoke a hunger in me and though it was and still can be a struggle (particularly on dirt bikes), it is where I truly feel myself.

More satisfying than any external gratification, riding a moto appeases something deeply intrinsic. While I owe so much gratitude to the people who have helped me improve my skills on the motorcycle over the last decade, knowing my friend and I crossed that initial hurdle completely on our own is something that I will forever treasure.

How Do You Get Other People Into Riding, And How Are You Building/Connecting With The Community?

My motorcycle has unquestionably been a conduit for many extraordinary experiences that have ignited life-long bonds with some rad people. I specifically attribute my writing for giving impetus to many of the connections and friendships I hold close to my heart. Motorcycles set my soul on fire and I desire for other to feel even a glimmer of that burn through my stories.

As someone who has always loved storytelling, I was very fortunate to work with the talented people behind META magazine. It was there that I was able to combine my love of motorcycles, adventure, and writing. I wanted to share my experiences with others, evoking a similar passion and inspiring wanderlust through my words. There have been no greater affairs than those abroad my steel pony and if I could elicit even a fraction of that feeling in someone reading my stories, then I am a happy girl.

There were not many (if any) females writing for META and I was grateful they gave me the space to write motorcycle adventures my way. Even if my stories were abstract, poetic, or otherworldly, my voice was never quelled. I rode a Tiger across parts of Oregon and Washington, searched for aliens in New Mexico on an R nineT, foraged for herbs in the Colorado mountains abroad an FX 350, interviewed my favorite rock-and-roll band, spent an entire day with Tom DeLonge and several other one-of-a-kind projects. Though I was always the lone lady on these undertakings, the team of people were more concerned with the creative output and the passion for riding than my gender.

One of my proudest moments as a writer was when my story, Terra Incognita, made the cover. Not only was I the first woman on the cover of META, but my eccentric idea about searching for extraterrestrial life from the seat of my terrestrial rocket actually resonated with others, including brands like BMW who were willing to take a chance on us. It was a story I pulled from the depths of life-long interests, proving to myself that being exactly who I am pays off. It is a humbling experience when this goofy girl can land a cover that has been shared with legends like Jason Anderson, Jeremy McGrath, Carey Hart, and more.

There have been times in my life where I thought I needed to adapt or subdue my inherent quirky nature in order to appease those I am working with. But after some life experience and more confidence under my belt, I finally started saying screw it. Motorcycles have helped me with that tremendously. I would advocate for simply being your funky, unique self and know that someone will connect with it and you, exactly as you are. Ruffle some feathers. Stir shit up. Cause a commotion. If it is coming from a good place and you are not harming others (and I do not mean feelings, you big babies), then get after it.

What’s Your Most Memorable Moto Experience?

It is funny when you view the polished product of your hard work in a magazine, it gives the appearance that the trip was nothing but magical. There are definitely no shortages of gratifying moments, but what the reader does not see is the strife, struggle and stress that goes into the production of these experiences. It is not all glamorous, but I also would not want it to be any other way.

A few years back I had the opportunity to follow along in Woody Guthrie’s footsteps and explore parts of the Pacific Northwest on Triumph Tigers with quite the crew of characters. I was the only girl riding with former professional dirt bike riders, business owners, and notable innovators in the motorcycle industry. It was a little intimidating to be riding with such a distinguished squad, but I was too excited for this quest to get hung up on it.

Our first time meeting each other was to be at the location our Tigers for the trek were parked. There were four bikes prepped and four of us awaiting to meet our match. I remember one of the guys took a look at the bikes, and then at all of us, holding a prolonged glance in my direction, and said, “So who is going to ride this fourth bike?” I laughed because I thought he was teasing me, but he was serious.

Slightly irritated I responded with, “Well, considering I am writing the story I am obviously going to be riding the bike.” To which he responded, “Are you sure you can even ride this thing? Are you tall enough? I just really don’t want anyone crashing.” Mind you, he had never met me nor knew anything about my riding experience. It was pretty insulting, to say the least. I replied with, “The bike and I will be fine.” I am most definitely not a pro, but I do know how to hold my own on a bike. Being sufficiently prepared, however, is a slightly different story.

It was not the most ideal way to embark on a journey, but I wanted to get through the week and embrace this wonderful opportunity, so I let the baseless taunting slide. It was the end of October and my first time riding in Oregon and I significantly underestimated the elements. I did not anticipate the bombardment of freezing rain and snow and was clearly a layer or two short. I felt like I was already starting this trip at a disadvantage with some of the team members so did not want to admit how ill-prepared I was, only to ratify their unfounded suspicions about me.

So, I froze. It was dumb and dangerous and I only have myself to blame for that. The heated hand grips had nothing on our ascent to the top of Mount Hood and to be honest, I truly do not know how I made it to the summit. The snow was coming down hard and my legs and hands were so frozen that any kind of significant breaking, accelerating or shifting was not going to happen. Saying I rode up Mount Hood is a little generous; I passively glided up the mountain on a sheet of ice, praying there was some body part thawed out enough to engage the brakes once I reached the parking lot of our destination.

After miraculously making it to our stop without incident, I could tell the negative Nancy lightened up towards me a bit. The trip continued on for several more days with its fair share of hurdles and hiccups but the ride was itself (when it was not raining or snowing) was breathtaking. The crew ended up bonding over riding and surviving such misery. This was the kind of trip that was memorable because of the discomfort and struggle. Which, after you make it out alive, are kind of the best adventures.

What are the progressive changes you have seen in the industry, or things you’d like to see change?

Nothing makes me happier than seeing so many women ride motorcycles and over the last ten years, that number has significantly increased. I ride with a multitude of ladies that inspire me and push my skills on the street and dirt. The support and encouragement we have for one another is a force to be reckoned with.

Social media is an element that has grown the motorcycle community immensely and is an encouragement for many new female riders. I have met many of the awesome women I spoke of through platforms such as Instagram. For the most part, it is a really beautiful thing, but I have also observed and experienced the darker side of it.

I think we spend too much time judging others instead of worrying about ourselves. I am not immune; I am speaking to myself as well. There are plenty of things posted on social media that could induce and eyeroll and when people are feeling especially insecure, a hefty amount of trolling may ensue. The worst of it to me, however, is when I see women bashing other women.

When women band together, we are mighty. So as more and more women ride, let us keep channeling that energy into something positive and supportive rather than something hateful. I see too many women judging and talking negatively about some girl on her bike not wearing protective gear, for example. I get it, I strongly believe in being safe and wearing the proper gear when riding – I have been in a few crashes where the gear prevented significant injuries and therefore make sure I am covered when I ride, though I could always do better. But, I also may snap a pic sitting on my bike with my jacket off and tank top underneath.

If you have a problem with that, why not have a thoughtful conversation with me? I would love nothing more. Or, instead of stressing over what other people are doing, how about we just be pumped that more women are riding, we continue to be the example that is most conducive for ourselves, and do our best to support others. It would behoove us to not take out our insecurities on others. If people are in it for the wrong reasons, they will not last long and I hope that they are safe in the meantime.

How do you define style or influences – like what bike you normally ride or what things about bikes draw you in?

When it comes to my style for motorcycles, I am always seeking that delicate balance between form and function. I want a good-looking bike, which to me translates to a more classic, clean style. However, it cannot be all looks; I want performance to hold its own.

My first few bikes were vintage two-strokes – an RD400 and G6. Both slender, spicy, smokey machines. I found them to be gorgeous and the two-smoke performance (and smell) is addictive. When my RD hit its powerband, it is like the world goes from black and white to color; a truly magical experience. Thanks to my 2Ts, I became a pro a cleaning my points and swapping out my spark plugs, which eventually got old.

When I transitioned to modern bikes, I gravitated towards the scramblers. I had a Ducati Scrambler that I adored for it was reminiscent of my dirt bike, feeling agile and slender and a riding position I was more comfortable with. I eventually started craving a little more oomph and found that in my current bike, the BMW R nineT.

The first time I ever rode an R nineT was working on Terra Incognita for META. I spent a solid week on the machine and fell head over heels in love. There was no doubt in my mind that I would eventually own one. Though bulkier than I would like with the boxer engine, I still found its retro style alluring. It had that extra torque I was itching for yet still was surprisingly nimble. My R nineT makes my eyes twinkle and gracefully achieves that dance between form and function.

Staying loyal to my BMW, there are no other motorcycles I am sincerely eyeing at the moment. I will probably always lust over the Ducati Scrambler Desert Sled or the Triumph Scrambler 1200 XC. But my next motorcycle will be a dirt bike as I spend most of my waking moments daydreaming about riding trails and racing tracks. I am still a beginner but there is nothing I want more than to be on a dirt bike. Style wise, I think those Husqvarna FC 250s are sexy. I also would not mind a Honda or Kawasaki (go Tomac).

Follow Maggie here on Instagram to stay up to date with her adventures.

A Word About This Series By Its Creator – Stan Evans

In engine culture it is easy to associate tradition and celebrate heritage as the norm, I think it’s time to embrace those that challenge the status quo. As we turn the page, we want to celebrate a new breed of motorist who discovered motorcycles and cars as a means of escape – and in that moment of clarity found their true selves.

We are out finding interesting, eclectic people that care about inclusivity and taking their role as advocates to heart, bringing new enthusiasts to the road and letting them tell their stories in their own words.

In addition to this, we’re working on a mentorship program with a select group of photographers and journalists to give hands-on instruction and help build future generations of creatives. This story is the first step and we hope part of the catalyst within the industry to walk the walk instead of just talking the talk.

The post An Interview With Maggie Gulasey By Stan Evans appeared first on Silodrome.

from Silodrome https://silodrome.com/maggie-gulasey-interview/
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Rare Racing Car For Sale: An AC Frua Fastback – Semi Lightweight

The AC Frua was built on the same chassis as the mighty AC Cobra 427 Mark III, though it was stretched by 6 inches to give the car a little more room for a luxurious GT-style interior.

The relationship between Britain’s AC Cars and Carroll Shelby is well-known, they formed a partnership that resulted in the Shelby Cobra, sometimes called the AC Cobra, which became one of the most successful and beloved sports cars of its time.

The AC Frua

The first Cobras had a chassis and body built by AC Cars in Britain and then shipped to the United States for the engine and transmission to be fitted, along with general finishing.

Later Mark III versions of the Cobra used 4″ tubular steel chassis that had been developed in collaboration with Ford, this chassis was built for better rigidity and in order to allow the car to accept Ford’s big block V8s. The new Shelby Cobra 427 was released in 1965 and it got the people over at AC Cars thinking – if they could get access to this new chassis and drivetrain package they could develop their own body for it and release it as their own new grand tourer.

Carroll Shelby was one who famously never missed an opportunity to do a deal, so a deal was done and AC had access to everything they needed for a new GT car that could rival the best coming from Italy and England.

Above Image: This car has been extensively modified for vintage motorsport events, and it needs a new owner to get it back on track.

The only left to do was to get a body designed and built for the new AC. This part of the car’s history is a little more hazy however we do know that they struck an agreement with Frua in Italy who would both design and build the steel bodies for the new car, hence the final model name: AC Frua.

The design of the car has been compared with the Maserati Mistral which was also penned by Pietro Frua, the similarity is remarkable and the cars were being manufactured at the same time, although the Mistral was designed and released three years prior to the AC Frua.

Interestingly the two cars shared no body panels in common, and the only interchangeable parts are said to be the front quarter windows and door handles.

The process to build each car was complex. The rolling chassis were fabricated by AC Cars in England before being shipped to Italy to have their bodies fitted. One complete they were shipped back for the installation of the drivetrain and finishing.

This process led to exorbitant overhead costs which could only be recouped in the final sales price, and so the car was £5,573 – a remarkable sum for the day particularly when you compare it to the cost of a new Aston Martin DB6 at £4,460 or a new Jaguar E-Type at just £2,225.

When it was first released as a two-seater convertible at the 1965 Earls Court Motor Show the new AC Frua caused a sensation, the combination of Italian, American, and British influences had created a truly multi-national sporting GT car that could keep pace with the best in the world.

Above Image: This AC Frua is fitted with a highly-modified Ford 427 cubic inch V8 producing a prodigious 580 lb ft of torque.

A year later in 1966 the fastback coupe was released at the Geneva Salon and it proved equally popular. AC would keep the car in production from 1966 until 1973, due to the rather expensive nature of them just 80 would be built, 51 convertibles and 29 coupes.

Customers could order their new car with either the Iron “big block” Ford FE 428 or the higher performance Ford 427 engine (side oiler), these engines produced 345 hp with 474 lb ft or 385 hp with 460 lb ft respectively.

The AC Frua Fastback Shown Here

The AC Frua you see here has been considerably modified for racing, the car has competed extensively in its current trim and it would now suit a new owner who’s going to put some work into it for more racing, or someone who wants to return it back to factory stock.

The staggering list of modifications applied to this car is a thing to behold and I won’t repeat it all here, however you’ll find it all listed on the page linked below. The car is fitted with doors, a boot, and bonnet skin made from aluminum which was all fitted by AC in their Brooklands factory in the 1970s. In the engine bay you’ll find the 427 cubic inch Ford “side oiler”, an engine that was raced extensively in period NASCAR competition.

This engine has been significantly modified for racing, it has a forged-steel cross-drilled crank stroked to displace 8.3 litres (482 cubic inches), cross-bolted main bearing caps and screw in core plugs, solid tappets and aluminium Drove roller rockers, a high-lift camshaft, all fitted with ARP grade eight bolts, and it produces approximately 580 lb ft of torque.

If you’d like to read more about this car or enquire about taking it home you can click here to visit the listing on Car Vault Co. It’s currently listed for £110,000 and it’s still available at the time of writing.