Wimille streamlined car of the 1940s

Nobody doubts that Jean-Pierre Wimille was one of the greatest racing drivers. This great French racing driver should have been the Formula 1 world champion. He who since he was young really loved the automotive world and began sketching four-wheeled vehicle design since the 1930s. His racing career began at the French Grand Prix in 1930 by driving the Bugatti racing cars, his dream vehicle until 10 years later. 

1946 Wimille Prototype JPW No. 1 designed by Philippe Charbonneaux to specifications laid out by race driver Jean-Pierre Wimille. (Picture from: https://bit.ly/3fkMdPt)

During the Second World War, Wimille began to think about building a very modern car. A streamlined body was designed with a panoramic windscreen, integrated headlights, independent wheels and electrical control gear box. Three versions were already planned, a 70hp Grand Tourisme; the Sport, with a 100hp V6 1,500cm3 engine; and a 220hp racing version expected to reach speeds of almost 300km/h. This was how the Wimille GT came into being on paper in 1943.

Rear three quarter view of 1946 Wimille Prototype JPW No. 1 uses a 56hp Citroën Traction engine with streamlined bodywork built by Henri Chapron. (Picture from: https://bit.ly/2UC2pnM)

1946, the first appearance of the Wimille 01 prototype was an immediate success. The car’s shape and design was revolutionary. Due to lack of time, the V6 engine planned was replaced by a Citroën Traction engine, which made it possible to conduct initial tests over long distances. The prototype was made in 1945 and presented at the auto show at the Grand Palais in Paris in October 1946.

1948 Wimille Prototype JPW No. 2 with twin inset headlamps, and then restyled with a central "cyclops" headlamp. (Picture from: https://bit.ly/2YpUXgB)

The 1946 Wimille Prototype No. 1 was bodied in Paris by Henri Chapron to Wimille's ideas, didn't much resemble anything that came before it. His concept had a tubular chassis, an aerodynamic body, 3 front seats, central steering, a rear engine, a semi-automatic gearbox, and a panoramic windscreen. The first prototype used a 56hp Citroën engine though Wimille had wanted to use a V6 engine.

1948 Wimille Prototype JPW No. 2 uses an 2,158cc, 8-cylinder, V-shaped Ford engine. (Picture from: https://bit.ly/2YpUXgB)

In parallel, Jean-Pierre Wimille pursued his driving career, taking Alfa Romeos to a string of victories. But he never stopped thinking about his (car of tomorrow). To adapt his idea for a revolutionary car to the constraints of production, Jean-Pierre Wimille signed a contract with Ford France.

The restyled of Wimille Prototype JPW No. 2 in 1949 with a central "cyclops" headlamp. (Picture from: https://bit.ly/2BSNBuk)

The 2nd prototype was redesigned by industrial designer Philippe Charbonneaux at least attempted to improve visibility to the rear. And the new prototype was fitted with the V8 engine used for Ford Vedettes. At the 1948 auto show, Ford presented two (Wimille) cars.

1949 Wimille Prototype JPW No. 3 which was driven for many years by the Philippe Charbonneaux's son. (Picture from: https://bit.ly/2zopvGX)

The amazing car sparked immediate interest, and the model was on the brink of being produced and sold. Later, the Wimille Prototype No. 2 has restyled with a central 'cyclops' headlamp.

1949 Wimille Prototype JPW No. 3 was kept by Cité de l'Automobile in Mulhouse. (Picture from: https://bit.ly/3hdEBjE)

But fate was to decide otherwise. On 28 January 1949, Jean-Pierre Wimille was killed at the wheel of his Simca-Gordini at the trials for the Buenos Aires Grand Prix. It was a terrible blow: with the great driver gone, the revolutionary car found itself orphaned, and in the same year Ford France withdrew from the project. The two Wimilles made their last appearance at the 1950 auto show, having clocked up 45,000 kilometers.

During his live, some sources speak about a production of four prototypes, others of eight. And today, at least three Wimille prototypes still exist today. *** [EKA | FROM VARIOUS SOURCES | VELOCETODAY | RETROMOBILE | CARSTYLING.RU]

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This 'Dunkley' was not a baby stroller

You must have never seen and heard of a Dunkley scooter before, like We either. This scooter was made by a British company in the pre-war period, known as a baby stroller maker. And after the 2nd World War ended, the company made a transition by following the trend to make small motorbikes, mopeds, and scooters. Uniquely, the Dunkley scooter has some very unusual lines, as if it was made out of all flat panels.

1959 Dunkley Popular scooter made by the famous British baby stroller maker. (Picture from: https://bit.ly/2XWYGTN)

At the time this odd scooter went on sale in 1959, in England itself also produced many brands and types of scooters. Whereas in the global market many manufacturers at almost the same time trying to get a large market share, while the Piaggio's Vespa and Innocenti's Lambretta scooters being dominated the world's scooter market in that time. So it's not surprising they all failed in the market. 

1959 Dunkley Popular scooter has some very unusual lines as if it was made out of all flat panels. (Picture from: https://bit.ly/2XWYGTN)

The British manufacturer is estimated to have made more than a thousand units of scooters during its production period (manufactured for one year) and is marketed limited in mainland Europe and a little to America. But it is estimated that not many can survive at this time.

Uniquely, this strange scooter is named Dunkley Popular, which is driven by a 50cc four-stroke engine that is capable of producing around 20hp of power and coupled with a two-speed transmission which is operated through the handlebars. So it is estimated to be able to carry the scooter running up to a top speed of around 30mph.

1959 Dunkley Popular scooter uses a 50cc four-stroke engine coupled with a 2-speed transmission system. (Picture from: https://bit.ly/2XWYGTN)

If you look at the style of the Dunkley Popular scooter look similar to the German scooters. The British manufacturer seems to be linked to Mercury Industries, a German manufacturer who in 1956 made a scooter that had a similar shape, the Mercury Hermes Scooter. And the Mercury scooter is a copy of the German Meister Solo Roller that made a year earlier. 

1955 Meister M45 Solo Roller inspiring style sources of the Brit's Dunkley Popular scooter. (Picture from: https://bit.ly/2XYkC0O)

So it is not surprising, when juxtaposed with Vespa'59 for example it looks like the Dunkley scooter is less prestigious because of its appearance that is too old. Maybe that's why this scooter was never sold well at that time.

1959 Dunkley Popular scooter is estimated able to run up to a top speed of around 30mph. (Picture from: https://bit.ly/2XWYGTN)

But now, the conditions may be a little different and it is estimated that the Dunkley scooter price will skyrocket because it is a rare item and is rarely found for sale in the near future. And we agreed, for a scooter collector who might have a garage full of Italian and German scooters, this one could have a serious appeal and certainly not a difficult case to spend some money to get it.

1959 Dunkley Popular scooter is a rare item now and is rarely found for sale in the near future. (Picture from: https://bit.ly/2XWYGTN)

And if the article above is still considered inadequate or inaccurate, or if you have additional information related to this marque, please don't hesitate to let us know via the comments column below this article.

Kept spur your adrenaline on the power of the two-wheeled monster and stay alive with true safety riding. May God will forgive Your sins and so does the cops...... *** [EKA | FROM VARIOUS SOURCES | ONLINE BICYCLE MUSEUM | BRING A TRAILER]

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The First Gullwing of Ford: Unveiling the Legacy of the Cougar 406

Hidden Gems - In the realm of automotive history, the iconic gullwing door-type often conjures images of the legendary Mercedes-Benz 300 SL from the 1950s to 1960s. Yet, hidden in the annals of American automobile innovation lies a lesser-known gem – the Ford Cougar 406. This concept car, born in 1962 under Ford's visionary gaze, brought a unique flair to the gullwing door legacy.

The Ford Cougar 406 futuristic concept car was debuting at the 1962 Chicago Auto Show featured top-hinged, electrically operated gull-wing doors. (Picture from: Kustomrama)

Internaly known as the D-523 "Cougar" was an experimental Ford built on a Thunderbird chassis, with fuel injection. The genesis of the Cougar dates back to Ford's experimental endeavors in the mid-1950s. Designed by Dean Jeffries in collaboration with Gil Spear’s studio in 1954 (largely by Samsen), this marvel was conceived as a response to Europe's burgeoning sports car market. The Cougar was more than a mere automobile; it was Ford's audacious foray into the realm of high-performance vehicles.

1962 Ford Cougar 406 designed by Dean Jeffries and uses a new 406 cubic inch V8 engine developed 405 horsepower and 448 pound-feet of torque. (Picture from: Kustomrama)

Interior view of 1962 Ford
Cougar 406 Concept. (Picture from:
Kustomrama)

Debuting at the prestigious 1962 Chicago show, the Ford Cougar 406 commanded attention with its avant-garde design. The pièce de résistance? Those mesmerizing top-hinged gull-wing doors, reminiscent of its German counterpart. Coupled with a robust 406 cubic inch V8 engine churning out 405 horsepower, this concept car promised a thrilling ride like no other.

Beyond its distinctive doors and powerhouse engine, the Cougar boasted other innovative features. Its swing-up headlights, discreetly nestled in the fenders, added a touch of futuristic charm. 

The Cougar's silver screen debut came in 1963, immortalized in the film adaptation of Frederick Brisson's beloved Broadway hit, 'Under the Yum Yum Tree.' Painted in a resplendent 'Candy Apple Red,' the concept car dazzled alongside Hollywood luminaries like Jack Lemmon and Carol Lynley, etching its legacy in celluloid.

1962 Ford Cougar 406 featured top-hinged, electrically operated gull-wing doors. (Picture from: Kustomrama)

As with many automotive treasures, the Cougar's current whereabouts remain shrouded in mystery. However, tantalizing clues suggest its residence in Detroit, Michigan, under the ownership of Joe Moridian. While sightings have dwindled over the years, the Cougar's allure as a symbol of American ingenuity and automotive artistry endures. 

Notably, this wasn't Ford's first dalliance with the Cougar moniker. A 3/8-scale model had emerged in 1956, and in 1964, the automaker also launched a follow-up concept called the Ford Cougar II Concept. This model was intended as a rival to the Chevy Corvette. Later, Mercury adopted the Cougar moniker for a sleek two-door hardtop pony car built on the Mustang platform in 1967.

The Ford Cougar II Concept is built by Ford Motor Company intended to be an equal rival model of the Chevy Corvette. (Picture from: Motorcities)

The Ford Cougar 406 transcends mere nostalgia; it represents a bygone era of boundless creativity and daring design. Its gullwing doors may echo a bygone era, but their allure lingers, a testament to Ford's indelible mark on automotive history. As enthusiasts and historians alike continue to unravel its story, the Cougar stands as a timeless icon of automotive innovation and imagination. *** [EKA [13062020] | FROM VARIOUS SOURCES | CARSTYLING.RU | MYCARQUEST | KUSTOMRAMA | FORUM AACA | DEANGARAGE ]

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The world's first streamliner vehicle design by Paul Jaray

The Pioneer - In the roaring 1920s, the automotive industry witnessed an extraordinary leap in technological advancements. Engineers delved into extensive studies, paving the way for concept vehicles that would shape the future of transportation.

The 'Ugly Duckling' or (replica) 1923 Auto Union streamline concept while exhibited at the Bodelwyddan Castle in North Wales and was hugely influenced by Paul Jaray's aerodynamic principles. (Picture from: Robert Knight on Flickr)

Among the pioneers of this automotive revolution was Paul Jaray, a Hungarian-born engineer whose work left an indelible mark on the industry for decades to come. Jaray's focus on automotive aerodynamics and streamlining defined the futuristic aesthetic of numerous cars in the 1920s and 1930s.

1922 Ley T6, the world's first streamliner vehicle design by Paul Jaray during a test drive. (Picture from: Autoevolution)

Autoevolution recounts that Jaray initially made waves by completely redesigning the iconic Zeppelins, transforming their appearance from a tube-like structure to the streamlined shapes we recognize today. Born in Vienna in 1889, Jaray, after studying mechanical engineering, found himself in the hub of Zeppelins and Maybachs, Friedrichshafen.

The blueprint of Paul Jaray's first working prototype was announced on September 8, 1921, and followed with a patent application that made at the Berlin office. (Picture from: EcoModder)

Since 1912, Jaray actively immersed himself in aerodynamics, not only limited to dirigibles but extending his expertise to various forms. His groundbreaking work, initially applied to airships, soon found its way into automotive design. On September 8, 1921, Jaray unveiled his first working prototype, subsequently filing a patent application in Berlin for his groundbreaking inventions.

1923 Ley Stromlinien Wagen racing car using Jaray's aerodynamic principles. (Picture from: Autoevolution)

In essence, Jaray's inventions can be described as a design where "the lower part of the body has the form of a half streamline body, covering the chassis, wheels, engine compartment, and passenger compartment." This groundbreaking teardrop-shaped design set a new standard in the automotive world.

The American' Chrysler test car using Jaray's aerodynamic principles. (Picture from: Autoevolution)

Collaborating with Alfred Ley from Rud. Ley Maschinenfabrik A.G. in 1922, Jaray's principles culminated in the creation of the Ley T6, the world's first aerodynamic car. Adhering to Jaray's streamline principles, the Ley T6 boasted speeds exceeding 100 kph (62 mph) with just a 1.5-liter, 20 hp engine. In contrast, conventional bodywork designs of that era would have limited such a car to a maximum speed of 70-75 kph (40-45 mph).

Following successful car tests, numerous manufacturers sought to adopt and adapt Jaray's streamline principles. Undeterred, Jaray founded his design consulting company, Stromlinen Karosserie Ges., in Zurich, licensing his streamlined designs to manufacturers. Tatra embraced his concepts until 1975, and Maybach and BMW also incorporated Jaray's ideas into their designs.

However, it was Audi (Auto Union) that became synonymous with Jaray's legacy. His influence extended to Auto Union's 'Silver Arrows' race cars, with the 1923 Auto Union streamliner concept, unfortunately, no longer in existence. Despite this, a faithful replica was built and is featured in Audi A5 adverts, showcasing the enduring impact of Paul Jaray's visionary contributions to automotive design. *** [EKA | FROM VARIOUS SOURCES | AUTOEVOLUTION | ECOMODDER | AUTOCAR ]
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A Polish pride scooter called Osa

In the heyday of scooters back in the 1950s to 1960s, it was countless how many manufacturers tried their luck to be a success and reaping fortune by producing scooters. 

It can't be denied, it seems like they were all inspired by the success stories of the Italian manufacturer duo, Piaggio, and Innocenti who succeeded in bringing the scooters in the middle of a society that was so longing for a decent mode of transportation shortly after the war ended.

The Osa ('the wasp') M-50 scooter made by the WFM (Warszawska Fabrica Motocyklowa). (Picture from: https://bit.ly/2AauPy0)

Apparently, the Italian ​​scooter success stories also spread quickly to Poland. In that time the country still under the influence of the Soviet Union. As we know after the 2nd World War was over, Poland was under the control of the Russian Red Army. 

The Polish also was recorded ever produce the scooters, when the Polish factory WFM (Warszawska Fabrica Motocyklowa) began designing scooters in 1952 to address the demand in countries controlled by the USSR. They were created in order to design a simple two-seated scooter, based on parts of motorcycles which were already produced in this time.

The early model of Osa M-50, fitted with a two-stroke, air-cooled 148 cc engine. (Picture from: https://bit.ly/2AauPy0)

They built three prototypes in the period of 1955-1956, under the names of Żuk ('the beetle'), Bąk ('the bumble-bee'), and Osa ('the wasp'). Their main creators were Krzysztof Brun, Jerzy Jankowski, and Tadeusz Mathia.

The best of which was named the Osa and the scooter prototype using the S-06 engine. After that, a small batch of Osa scooters was built in early 1959 as the trial series and the mass-production began in May of that year. The scooter model produced by the Warsaws-based manufacturer called the Osa M-50 used a 148cc engine and 14" wheels-sized. It was a powerful machine and performed well in sporting events, particularly off-road rallies.

The Osa ('the wasp') M-52 scooter made by the WFM (Warszawska Fabrica Motocyklowa). (Picture from: https://bit.ly/3eYjoZ8)

At the time, Osa was the only Polish scooter and getting more and more popular. The scooter was successful in sport, too. In 1959 the WFM rider Mirosław Malec came seventh in Tatra International Rally, by riding the Osa scooter that very similar to the production units. In two next years, the Osa scooters with 175cc engines took part in many international events. They had gained a good opinion and soon Polish scooters started to be exported.

The second and last model of Osa M-52, fitted with a two-stroke 175 cc S-33 engine with an air-blower cooling system. (Picture from: https://bit.ly/3eYjoZ8)

Then a larger version was introduced in 1962, the M-52 also featured the air blower unit. Unfortunately, the production was ceased in 1965, when the WFM factory was merged with another company and its scooter division was closed.😢 From 1959 to 1965 about a total of 25,000 scooters (both models, M-50 and M-52) had been built.
And if the article above is still considered inadequate or inaccurate, or if you have additional information related to this marque, please don't hesitate to let us know via the comments column below this article. Wanna see another unique Polish-made motorcycle named MSS (Motocykl Stanisław Skura) 1 and MSS 500.

Kept spur your adrenaline on the power of the two-wheeled monster and stay alive with true safety riding. May God will forgive Your sins and so does the cops...... *** [EKA | FROM VARIOUS SOURCES | CYBERMOTORCYCLE]

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Peek two Vauxhall's rare classic supercars

You certainly remember to the British automotive manufacturer named Vauxhall Motors. Historically, the company is debuted as a maritime equipment manufacturer founded in 1857 by Alexander Wilson. The Luton-based manufacturer began manufacturing cars in 1903. As quoted by Wikipedia, now the company is registered as General Motors UK Limited and is an affiliate of Adam Opel AG, which is equally owned by General Motors (GM).

1970 Vauxhall SRV and 1966 Vauxhall XVR concept cars. (Picture from: https://bit.ly/30sM3Bu)

Of the many cars that have been made by this manufacturer, there are several concept cars that can be said to be very interesting and unique. On this occasion, we will discuss 2 unique concept cars from Vauxhall that were made in the 1960s and 1970s. And, these two historic Vauxhall concepts that have not been seen outside its Luton-based Heritage Centre for nearly two decades.

1. 1966 Vauxhall XVR Concept

The XVR concept shown for the first time at the 1966 Geneva Salon, and the name stands for the eXperimental Vauxhall Research prototype. When it was exhibited, the Vauxhall XVR which had a front fascia resembling a shark's snout inspired by the Mako Shark II concept car, so many consumers were amazed.

1966 Vauxhall XVR Concept has designs inspired by the Mako Shark II XP 830 concept and debuted at the 1966 Geneva Salon. (Picture from: https://bit.ly/3dPZqQe)

The XVR was largely the work of David Jones, Vauxhall's charismatic head of design in the 1960s, and included Wayne Cherry, John Taylor, Leo Pruneau, and Judd Holcombe. Besides that the car also featuring gullwing doors, pop-up headlights, and all-independent suspension, and the XVR's unique dash treatment was used to test reaction to ideas they had for the later Firenza model.

There were 3 XVR prototypes were built in total. Where 2 units were glass fiber rolling mockups with no engine, while the rest was a fully functional example with a metal body built by Motor Panels of Coventry. 

1966 Vauxhall XVR Concept is powered by a front-mid mounted 2.0L Slant-4 engine for the power of 100 bhp. (Picture from: https://bit.ly/3dPZqQe)

The single fully functional XVR is powered by a front-mid mounted 2.0 L Slant-4 engine producing around 100 bhp (75 kW; 101 PS) and the car was able to reach a top speed of over 100 mph (160 km/h). But unfortunately, this car was never meant to be marketed and its fate stopped as the concept car. 

2. 1970 Vauxhall SRV Concept

This concept was joining the XVR will be another wholly in-house Vauxhall concept. And the radical SRV (Styling Research Vehicle) first shown at the 1970 Earls Court Motor Show. The car has the sleek, imposing shape belies its four-door practicality. This concept was the work of Wayne Cherry, the Vauxhall Chief Designer in the 1970s.

1970 Vauxhall SRV Concept designed by Wayne Cherry and debuted at the 1970 Earls Court Motor Show. (Picture from: https://bit.ly/2Yn9jhw)

Although the car appeared to have 2 doors, in fact, it had 4 doors and 4 seats. The car's controls were mounted in the driver’s door. The car concept also featured a transversely mid-mounted engine and the car was constructed in GRP (glass reinforced plastic).

There were many advanced features embedded into it, such as an aerofoil nose, electric self-leveling suspension, and a 'manometer' to measure the air pressure on the car's hull, the SRV illustrated Vauxhall's forward-thinking technology stance that endures to this day. *** [EKA | FROM VARIOUS SOURCES | WIKIPEDIA | AUTOMOBILES REVIEW | CARSTYLING.RU]

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