20+ Years In Storage: A 1975 Alfa Romeo Montreal Garage Find

This 1975 Alfa Romeo Montreal has spent well over 20 years stored away in a garage gathering dust, it’s now being offered for sale as a rolling restoration project that appears to be in remarkably well-preserved condition.

The Alfa Romeo Montreal is a relatively rare classic with just over 3,900 examples sold between 1970 and 1977. The car was styled by the great Marcello Gandini, the designer of the Lamborghini Miura, the Countach, and the Lancia Stratos, and it was powered by a race-derived all-alloy 2.6 liter dry sump cross plane 90º V8 engine with double overhead cams per bank.

Fast Facts – Alfa Romeo Montreal

• The Alfa Romeo Montreal is famed in equal parts for its avant-garde styling and its advanced alloy V8 engine that had been modified from the engine used in the Alfa Romeo 33 Stradale and the Tipo 33 sports prototype racer.
• Marcello Gandini designed the Montreal during his time at Bertone, he had risen to global prominence just a year before the unveiling of the Montreal when another of his automotive designs set the motoring world alight – the Lamborghini Miura.
• The Montreal is 2+2 coupe with a steel body based on the Alfa Romeo Giulia GTV platform.
• The car was named by the motoring press and the general public after its debut at Expo 67 held in Montreal, Canada. Alfa Romeo later officially adopted the name for the production cars.

The Alfa Romeo Montreal – A Concept Car That Went Into Production

The Alfa Romeo Montreal is one of those rare cars that goes into production with only limited changes from the original concept car – we’ve all seen stunning concept cars in the past only to be let down by the eventual, usually boring, production vehicle.

In this regard the Montreal was a breath of fresh air, and the motoring media published extensive positive reviews.

“The fastest, smoothest, quietest production Alfa Romeo ever made, the current Supercar of the species” – Car and Driver Magazine

This is the original 1967 Alfa Romeo Montreal concept car, the external design changed relatively little with the production car. Image courtesy of Alfa Romeo.

Whereas the concept car had fixed headlight louvres and a more economical 1.6 liter engine from the Alfa Romeo Giulia TI, the final production car introduced in 1970 had a fire-breathing, race-bred 2.6 liter dry sump V8 with double overhead cams per bank and 230 SAE bhp at 6,500 rpm with 199 lb ft f torque at 4,750 rpm.

This power is sent back through a 5-speed ZF transmission then via a limited-slip differential to the rear wheels.

The Montreal rides on independent front suspension consisting of double wishbones with coil springs and telescopic shock absorbers with an anti-roll bar. In the rear you’ll find a live axle with coil springs and telescopic shock absorbers, and disc brakes are used front and back.

“Riding that fine line between sports car and grand tourer, the Montreal is one of the most desirable Alfa Romeos ever made” – Motor Trend Classic

The performance of the Montreal was brisk by the standards of the day, the top speed was 224 km/h (139 mph) though this varied among the different media tests performed, typically by a few miles per hour either way. The 0 to 100 km/h time (0 to 62 mph) was 7.1 seconds, and the car would do a standing quarter mile in 15.1 seconds.

Ultimately the Montreal would prove to be a success for Alfa Romeo, helping the Italian automaker reinvent itself for the new decade of the 1970s. Though sales would fall short of 4,000 units the Montreal had been priced at the upper end of its market segment – it was more expensive than the Jaguar E-Type and the Porsche 911 when new.

Sales of the car would likely have been higher had Alfa Romeo developed a version for the North American market, however the expensive of meeting emissions requirements was deemed too high and the car was never officially offered for sale in the United States. Despite the car’s name, it was never possible to buy a new Alfa Romeo Montreal in the city of Montreal.

The styling of the Montreal is entirely unique, and it’s often pointed to as one of Gandini’s most enduring designs.

Surviving examples of the Montreal are now much sought after by collectors, prices for pristine examples typically run well over $100,000 USD.

Due to the fact that Bertone took the unusual step (unusual for the 1970s) of carefully degreasing the cars after they were built and adding a zinc phosphate coating before applying paint, many of them have survived with far less rust than their Italian contemporaries from the era.

The Alfa Romeo Montreal Shown Here

The Montreal you see here has a backstory that is equal parts tragic and sentimental, the current owner found the car in remarkably well-preserved condition after 20+ years of garage storage. His plan was to restore it so that he could have adventures in it with his wife.

Sadly his wife passed away suddenly in a tragic accident, understandably the restoration was no longer a priority, but he kept it safely stored away out of the rain and weather.

The decision has now been made to sell the Montreal to someone who will complete the restoration, and the funds from the sale will go towards funding a trip to New Zealand to scatter his wife’s ashes.

If you’d like to read more about this car or register to bid you can click here to visit the listing on Historics Auctioneers. It’s due to roll across the auction block on the 25th of September with a price guide of £28,000 – £38,000, which works out to approximately $38,500 – $52,300 USD.

Images courtesy of Historics Auctioneers

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$200,000+ Engine Project: An Original Porsche Fuhrman Four-Cam Engine

The assorted engine parts you see here combine to form one of the most famous, and most important, engines in Porsche’s long history – the Fuhrman Four-Cam.

The Porsche Four Cam engine was developed by legendary engineer Dr Ernst Fuhrmann at the request of Porsche, who needed a new engine for the Porsche 550 Spyder to replace the antiquated pushrod unit it was originally fitted with.

Fuhrman developed what would become known and the Type 547 engine, a quad cam, air-cooled, flat four with swept capacities that would eventually range from 1.1 liters up to 2.0 liters. Power would range from ~100 hp on the smaller engines up to 185 hp on the later, larger engines fitted to the Porsche 904 Carrera GTS.

It may not look like much now, but this Porsche Fuhrman Four-Cam Engine is worth close to a quarter of a million dollars in its current condition, and considerably more once it’s been restored and reassembled.

The small physical size, high power output, and remarkable complexity of the Fuhrman Four-Cam has become the stuff of legend. It’s said that it would take a highly trained Porsche technician 120 hours to assemble just a single engine, and the surviving examples easily sell for a quarter million dollars apiece – if you can find one.

The Fuhrman Four-Cam you see here is listed as engine number 99071, it comes with the original block (pictured below in a crate), with both sets of heads, and a vast array of other parts to assist in the reconditioning and assembly of a running engine.

If you’d like to read more about this unusual Porsche Type 547 engine project or register to bid you can click here to visit the listing on RM Sotheby’s. It’s due to cross the auction block later in September with a price guide of $200,000 – $225,000 USD.

Images: Drew Shipley ©2021 Courtesy of RM Sotheby’s

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1932 Ford Supercharged V8 Woodie Surf Wagon

This is a 1932 Ford Woodie Wagon that’s been comprehensively restored and rebuilt into a classic mid-century surf wagon, complete with removable rear seats and a Hawaiian-made Dick Brewer longboard on the roof.

Unlike the original surf wagons of the era, this ’32 Ford is powered by an Edmunds supercharged Ford Flathead V8, producing vastly more power than the original which was turning out just 65 hp in naturally-aspirated form.

Fast Facts – The ’32 Ford Woodie Surf Wagon

• 1932 is a year that Ford first introduced the Flathead V8 as an engine option, making V8 power affordable to the American people for the first time.
• The ’32 Ford, often just called the “Deuce,” helped to kickstart the Hot Rod revolution thanks to its inexpensive V8 power, and today it’s remembered as one of the most important American cars of the 20th century.
• Surf wagons like this first rose to popularity in the 1950s and 1960s. Surfers would load their boards on the roof and sleep in the back of the car, traveling up and down the west coast looking for waves.
• The ’32 Ford you see here is fitted with a supercharged Flathead V8 built by TATOM Custom Engines, it has a 3-speed manual transmission and a 1939 Carson City quick change rear.

The Game-Changing 1932 Ford

When the Ford Model 18 was introduced in 1932 it’s unlikely that executives at the company could have known just how revolutionary the car would be. For the first time in history a powerful (for the era) V8 engine was available at an affordable price – and the American public bought them in huge numbers, beginning a love affair with the V8 that would still be going strong almost 100 years later.

The Ford Model 18 is mostly referred to simply as the Ford V8, it was powered by the first generation Ford Flathead V8, a 221 cubic inch (3.6 liter) V8 producing 65 hp at 3,400 rpm and a healthy 130 lb ft of torque at 1,250 rpm.

Although these power figures may seem low by modern standards they were revolutionary in the 1930s, and as many future hot rodders would learn, the Flathead V8 responded well to tuning and it would become a staple of many disciplines of American motor racing for decades to come.

As was common fo the era, the ’32 Ford had a steel body mounted to a steel chassis, and the front mounted engine sent power back through a manual transmission to a live axle rear end. The vehicle used leaf springs for suspension front and back, a 3-speed transmission with reverse, and mechanical four-wheel drum brakes.

The Flathead V8 would prove to be a remarkably long-lived design, it would remain in production from 1932 until 1973 powering cars, trucks, tractors, boats, and even tanks. The engine remains a popular choice for modern hot rodders, and there’s a huge aftermarket parts market dedicated to tuning the Flathead V8.

The Rise Of The Woodie Wagon

Woodie wagons rose to popularity in the early to mid-20th century, their unusual wooden bodies evoked the styling of the horse carriages that had come before them. Many woodies were built by coachbuilding companies however there were some built by major automakers, like Ford, Chrysler, Nash, and Packard.

Later examples of the woodie wagon would essentially just be wood panelling glued to steel bodywork to give the desired look, this form of woodie would remain in production into the 1960s until the look fell from popularity.

There are still a small number of specialists who can build and restore woodies, it requires an unusual combination of metal working ability, carpentry skills, and mechanical aptitude. Original and restored woodies remain a popular subculture within the classic car community, particularly in the United States and Great Britain.

The 1932 Ford Woodie Surf Wagon Shown Here

The car you see here is a one-off creation, it’s a 1932 Ford with a highly-modified supercharged Flathead V8 under the hood and a classic woodie wagon body.

The centerpiece of the car is sitting in the engine bay, once opened you see a towering polish alloy Edmunds supercharger bolted to a Ford Flathead V8 that’s been rebuilt with a slew of performance parts including Edelbrock heads.

A set of custom tubular headers direct exhaust gasses along the underside of the car through twin pipes exiting at the rear. Power is sent back through a 3-speed manual transmission with updated with Zephyr gears and into a 1939 Carson City quick change rear.

The car is fitted with the original dashboard and instrument cluster, a reupholstered interior, and the back seat is removable should you wish. The car comes with that Dick Brewer longboard that was made in Hawaii in 1998.

If you’d like to read more about this unusual woodie wagon or register to bid you can click here to visit the listing on Mecum.

Images courtesy of Mecum

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$250,000 Project Car: A Stalled Lamborghini Countach 5000S Restoration

This is a 1982 Lamborghini Countach 5000S that ended up pieces as its planned restoration stopped suddenly in 2008 during the disassembly phase, due to the fact that the company in charge of the project went out of business.

The car has been frozen in time like this for 13 years, it’s now being offered as a project with its engine, transmission, and all the major parts required to complete the restoration and get the car back on the road.

Fast Facts – The Lamborghini Countach 5000S

• It’s a well-known piece of automotive trivia that Lamborghini name their supercars after famous fighting bulls, names like Miura, Jalpa, and Murcialago. The Countach is an exception to this rule, it was named after the word “Contacc” in the Piedmontese language, an exclamation of shock or surprise.
• First introduced at the  1971 Geneva Motor Show, the Countach sent shockwaves around the world with its bold angular styling and phenomenal performance abilities.
• The Countach was designed by Marcello Gandini, the same man who had designed the Miura, the Countach was a paradigm shift forwards in automotive design that is still influencing supercar design to the modern day.
• Lamborghini would keep the car in production from 1974 until 1990, offering a number of model variations including the 5000S which was introduced in 1982 with a more powerful 4.8 liter V12.

The Lamborghini Countach 5000S

The Lamborghini Countach 5000S was developed under the direction of the Mimran brothers who had taken control of the Italian automaker in 1980 after a lengthy period of financial instability.

This Countach has been in storage for 13 years in its current state, it’s now for sale with all the major parts required to finish it.

Plans were put into action to create a new Lamborghini at a more affordable price point than the Countach, it would be based on the earlier Silhouette model and it would be called the Lamborghini Jalpa.

Further plans were developed to create a new and more extreme version of the Countach, which was already getting long in the tooth by supercar standards. The styling had been updated by its original designer in 1978 for the LP400S model, fiberglass wheel arch extensions were added and a V-shaped rear wing was available as an option.

This redesign was deemed perfect as-is, so the plans for the 5000S (the LP500S) instead concentrated on the drivetrain. The V12 was enlarged to 4,754cc (4.8 liters), a sizable increase over the 3,929cc (3.9 liters) of the outgoing model.

This newly expanded engine offered 375 hp at 7,000 rpm with peak power now coming in lower in the rev range, torque was increased by a little over 40 lb ft as well, up to 302 lb ft at 4,500 rpm in the 5000S.

The compression ratio was lowered slightly on the new engine, but power still went up due to the increase in swept capacity. The legendary 60º Lamborghini V12 lost none of its charm, or any of its complexity, with double overhead cams per bank and six sidedraught Weber 45 DCOE carburetors.

The chassis of the 5000S remained unchanged from its predecessor, it’s a complex tubular steel space frame. The bodies were largely made from aluminum alloy and the Countach made use of fully independent suspension at each corner, with coil springs, telescopic shock absorbers, and anti-roll bars front and back.

With much of the interior removed you can see the usually hidden elements of the tubular steel space frame chassis.

Today we remember the styling of the Countach 5000S, and its successor the LP5000 Quattrovalvole, as being the quintessential 1980s-era Lamborghini, and one of the most memorable supercar designs of all time.

A Stalled Countach 5000S Restoration

The 5000S you see here has a fascinating history, and hopefully an equally fascinating future. It was formerly owned by Daniel Sefton who loaned it to the British motoring television show Fifth Gear for use by presenter Vicky Butler-Henderson back in the early 2000s.

The car was also featured (pre-restoration) on the front cover of a book called “The Spirit of The Bull,” by Paul W. Cockerham.

In 2004 the process of restoring the car began, the engine was stripped and rebuilt, and a new clutch was fitted by Lamborghini London. There are invoices for over £10,000 for this work on file.

Things began to go pear-shaped in 2008 when the Countach was put into a body shop for a full strip and respray, and an interior refurbishment. The car was stripped down however the body shop went out of business, and the car entered a long period where it was essentially frozen in carbonite as you see it here.

It’s now due to cross the auction block with Historics Auctioneers on the 25th of September in England. The price guide is £145,000 – £180,000 which works out to approximately $200,400 – $248,800 USD.

If you’d like to read more about the car or register to bid you can click here to visit the listing.

Images courtesy of Historics Auctioneers

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An Engineering Tour De Force: The Lancia Aurelia B20 GT

The Lancia Aurelia B20 GT is a car perhaps best known for its good looks. Truth be told it should also be known for both its trailblazing engineering and its remarkable motorsport successes in endurance racing, international rally, and cross country races like the Targa Florio and the Mille Miglia.

The elegant and unmistakably Italian styling of the Aurelia B20 cloaks an advanced unit construction body, a rear-mounted transaxle for better weight distribution, independent front and rear suspension, the first V6 ever used in a production car, and the first set of radial tires ever used on a production car.

Fast Facts – The Lancia Aurelia B20

• The Aurelia B20 was introduced in 1951 as the sporting coupe version of the Aurelia B10, which was the four door sedan in the model family. A B22 sedan would come later as would the B24 spider (convertible).
• All versions of the Aurelia were powered by a V6, the first ever used in a production car, with swept capacity ranging from 1.8 liters up to 2.5 liters in later cars.
• A rear-mounted transaxle was used on the Aurelia that incorporated the clutch, transmission, differential, and inboard drum brakes.
• The Aurelia was rapidly developed during its 1950 to 1958 production run, six series would be retroactively identified each with improvements and advancements over previous models.

The Lancia Aurelia

The Lancia Aurelia first appeared as the B10 model in 1950, a conservative looking four-door sedan that was notable for its 60º V6 engine under the hood and its excellent handling thanks to its independent suspension and and balanced weight distribution.

It was clear that a more sporting version of the car was needed, so it’s no surprise that the B20 coupe was already in development, being unveiled for the first time at the 1951 Turin Motor Show with a price tag of 2,600,000 Lira, a considerable sum by the standards of the day.

The beautiful styling of the Aurelia B20 cloaks some sophisticated engineering by the standards of the 1950s.

Between 1950 and 1958 Lancia would release the B10 sedan, the B20 coupe, the B22 sedan, and the B24 spider. Of these the most popular today are the B20 and the B24, though the entire model family has enjoyed a steady rise in popularity as they’re discovered by more and more collectors.

The Aurelia B20 – Competition

By the standards of the era the Aurelia was remarkably advanced, perhaps unsurprising given that the chief engineer at Lancia at the time was none other than Vittorio Jano – the man who had built the Grand Prix-winning Alfa Romeo P2 and P3 cars before moving to Lancia, then later on to Ferrari where he designed both V12 and V6 engines that were used extensively in both road and race cars.

The engineering that went into the road-going Aurelia wasn’t wasted, modified versions of the car were used extensively in competition throughout the 1950s with a great deal of success.

The Aurelia B20 would take a class win in the 1951 24 Hours of Le Mans as well as a hard fought second at the Mille Miglia in the same year. The car would later take the first three places in the 1952 Targa Florio, it would win the Lièges-Rome-Lièges in 1953, and it would take a 1-2-3 victory in the Coppa della Toscana.

Perhaps the most notable win for the Lancia would be its outright victory at the 1954 Monte Carlo Rally with Louis Chiron (driver) and Ciro Basadonna (navigator).

It would be Lancia’a first win at the event, in a way it was a foretelling of their later successes in rally with cars like the Lancia Fulvia Rallye 1.6 HF, the Lancia Stratos HF, the Lancia Rally 037, the Lancia Delta S4, and the Lancia Delta Integrale 16V.

The Aurelia was fitted with the first V6 ever used in a production car.

Lancia Aurelia B20 GT – Engineering

By the standards of the early 1950s, the Aurelia B20 was an engineering tour de force. It was designed with unitary construction, a rear transaxle, and a multi-link rear suspension.

This transaxle would incorporate the clutch, transmission, and differential, and the two rear drum brakes would be mounted in-board to the side of the housing to reduce unsprung weight. Coil springs were used on the rear of early cars with traditional sliding-pillar suspension up front.

Later examples of the Aurelia from the third series onwards would receive the more powerful 2.5 liter (2,451cc) version of the 60º V6 and from the fourth series on the cars would receive a de Dion tube rear suspension.

The very first Aurelia B10s from 1950 where making just 56 hp with their 1.8 liter V6s, by time the sixth series was released in 1957 the engines had increased in size to 2.5 liters and were capable of a far healthier 112 hp with notably increased torque, exactly twice the power of the first cars.

The Aurelia model family would prove very successful for Lancia, over 18,000 of them were made and they set the company on a trajectory that would see them enjoy significant successes in the decades to come.

The 1957 Lancia Aurelia B20 GT Shown Here

The car you see here is from the sixth and final series of production, as a result it’s fitted with the uprated 2.5 liter V6, the de Dion tube rear suspension, additional sound deadening, and opening front quarter windows.

This B20 has a fascinating history, it was imported by the UK distributor, Lancia England Ltd, and used as a demonstrator and press car. Interestingly a road test of this very car  was featured in the 8th of November 1957 issue of Autocar:

“In appearance it is classically stylish without need of ornament, and the general standard of finish, of both bodywork and mechanical components, is almost beyond criticism; without doubt it is one of the most desirable sporting cars of the decade.” – Autocar

The car was later fully restored in Italy in 1992 before returning to the United Kingdom in 2008 when it received a recommissioning by marque specialist Omicron Engineering. The car is now being offered for direct sale by RM Sotheby’s for £190,000 and it’s currently based in Chedburgh, Suffolk.

If you’d like to read more about this car or enquire about buying it you can click here to visit the listing.

Images: Alex Penfold ©2021 Courtesy of RM Sotheby’s

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The Mini Moke: Probably The Most Fun Car (Pound-For-Pound) Ever Put Into Production

It’s hard to argue that the Mini Moke isn’t one of the most fun cars ever put into production. The truth is, the original military intentions for the Mini Moke were destined for failure before the blueprints were ever finalized, but the vehicle was wholeheartedly embraced by civilians – and it still is today over 57 years after it was first introduced.

The Moke may be the lightest car ever driven by Bond in the famous 007 film franchise, James Bond (Roger Moore) drove a white Mini Moke in the 1973 film Live and Let Die on the fictional island of San Monique. Many Mokes would be used as rental cars on many tropical islands, and some still are.

Fast Facts – The Mini Moke

• The Mini Moke is directly based in the classic Mini, using the same engine, transmission, and suspension.
• “Moke” was an old British slang term for a mule, and it was deemed the perfect name for the vehicle given its design.
• The Moke uses a steel platform chassis with steel box sections on each side to help with rigidity. The left side box contains the fuel tank (on most Mokes), and the right side box contains the battery and a lockable storage compartment.
• Amazingly the Moke would remain in production from 1964 until 1993, and it was recently brought back with some design updates and an electric version.

The Mini Moke – A Wildly Successful Failure

When Sir Alec Issigonis and John Sheppard originally developed the Mini Moke it was to fulfill unfinished business for Issigonis, who had designed a parachute-deployable, amphibious military vehicle called the Nuffield Guppy in the 1940s. WWII had ended before the unusual vehicle could see service.

The Mini Moke handles much like a road-legal go kart, giving them a no-frills driving experience that can be hard to beat.

The desire to create an ultra lightweight version of the Mini for use as a parachute-deployable vehicle makes sense until you remember that the Mini has very low ground clearance – only approximately 6 1/2 inches (16.2 cm) with no load.

Issigonis and Sheppard did their best despite this limitation, even going so far as to show four soldiers getting out of the car and physically carrying it over obstacles, but the British Armed Forces never placed any significant orders.

That said, there were a few mysterious Mini Mokes used by British forces during the Falklands War, but further information on them is hard to come by.

Mini Moke – Specifications

The simple design of the Mini Moke made it relatively simple to mass-produce. Just as with the Mini, the engine and gearbox are a single unit mounted transversely (sideways) that drive the front wheels. The chassis is essentially just a flat steel floor with box sections on the left and right, the left side contains the fuel tank and the right side contains the battery and a lockable storage box.

In order to keep weight down the interior of the Moke was kept as spartan as possible, though simple fabric tops with clear plastic side windows were available to help keep the sun of rain off depending on your local weather.

Mokes proved popular as holiday rental cars and saw use as far afield as Mauritius, St Barth, St Tropez, Barbados, Macau, and on Australia’s Magnetic Island where you can still hire a Moke to this day.

A number of different engine versions were offered in the Moke over its production run, starting with the 848cc unit also used in the Mini and moving up to the 998cc, 1098cc, and 1275cc engines – all with 4-speed manual transmissions.

The open air driving experience of the Moke has long made them popular in sunny holiday destinations.

The car was originally produced in Britain from 1964 until 1968 however sales were slow, possibly due to the fact that the regular Mini was a far better option given the local weather conditions. Production was set up in Australia where it flourished from 1966 until 1981, local versions were produced with more powerful engines, more comfortable seats, and larger 13″ wheels giving better ground clearance – the original wheels had been just 10 inches.

Production shifted to Portugal in the early 1980s where many thousands were made, the rights to the Moke and the equipment to build it was then sold to Italian motorcycle company Cagiva who moved production to Italy. Sadly full-scale production would never restart.

More recently there have been a number of firms vying to bring the Moke back into production, Moke International is the official owner of the rights to the Moke, and they’re selling an updated version that you can order now.

The 1968 Mini Moke Shown Here

The Moke you see here is a rare original British example from 1968, finished in its factory-applied Spruce Green paintwork and a set of 10 inch “reverse-rim” Mini Cooper steel wheels.

As an unrestored car this Moke does show some signs of age, as one would expect, however the overall level of preservation is remarkable given its age of 53 years.

As you would expect this car is powered by the 848cc A-series inline-four cylinder engine producing 45 bhp, feeding power to the front wheels via a 4-speed transmission.

If you’d like to read more about this car or register to bid you can click here to visit the listing on Collecting Cars. It’s currently being auctioned live and it’s based in Surrey,  in the United Kingdom.

Images courtesy of Collecting Cars

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