UniqueONES Usually an automotive work will give a deep impression to its fans, when (in our opinion) it succeeds in realizing a unique design that is in accordance with the trend of the times, could meet the expectations of fans and of course affordable by the average financial ability of the enthusiasts.
Production of Piper sports cars began in the south of England back in 1960s, and they’ve now become bonafide cult classics. (Picture from: HotCars)
And the following automotive work although came from one of the British' brands was born as a small industry, however was considered successful to present a wide range of unique sports car products just enough to tempt and snare a certain group of people. No wonder then it has many loyal fans equal to world's big brands, like the Chevy Corvette, Porsche 911, Volkswagen Beetle, or Lamborghini Countach.
The Piper Sports Racer was a beautiful roofless sports prototype with a GRP body built on a space-frame chassis. (Picture from: AdrianFlux)
Maybe many of you don't know the brand in question above. Well, it's the Piper Cars owned brand whose story begins in Campbell's Garage in Hayes, Kent, England in the mid-1960s, where a talented team led by former racing driver George Henrotte created the Piper Sports Racer, a beautiful roofless sports prototype with a GRP body built on a space-frame chassis, which offered with a choice of drivetrains. Reportedly, the first examples left the Hayes premises in 1966.
The first example of the Piper Sports Racer was left the Hayes premises in 1966. (Picture from: RareComponentCars)
After that the team turned to building a fixed-roof car that could be used on a race track or highway. As the result, the Piper GT, a fixed-roof sports car appears with a futuristic style, which flows with the avant-garde lines designed (similar to the Sports Racer) by Tony Hilder. This sports car was first launched at the 1967 Racing Car Show.
Tony Hilder, known as designer of Piper Sports Racer, GT, and GTR posed along with an early Piper GT model. (Picture from: RareComponentCars)
At that time the company was selling a road going version of the Piper GT in a kit form, consisting of the body and chassis. Its production was running for while, then delayed due to quality issues (numerous design flaws identified by customers who bought the few already sold). It should be underlined, the Piper GT' kit car consists of a front-engine rear-drive tubular steel chassis using Triumph Herald front suspension and Ford rear axle components, in which the chassis could take a variety of engines.
An orange-colored Piper GT posed along with the Piper GTR Group 6 racer. (Picture from: RareComponentCars)
However, some parties think that the Piper GT still had potential, and one of those whose thought of the same thing was Brian Sherwood, a racer who bought one of the early Piper Sports Racers. Furthermore, under Sherwood' influence, GT later evolved into the Piper GTT. This model appears to be more of a road-going vehicle powered by Ford running gear and is available in both fully-finished and component versions.
An example of the Piper GTT as the first built road going cars with shorter wheelbase and bulge in the hood. (Picture from: RareComponentCars)
When orders started to come for new cars had emerged a problem, due to the limited space, in which at Hayes premises also accommodated the increasingly successful tuning business. The solution is to split the company; Henrotte and engine wizard Bob Gayler would continue to run the engine tuning business (which would evolve into Piper Cams) from the Hayes premises, while the manufacturing section would taken over by Sherwood, and moved its production premises to a larger area in Wokingham.
The Piper GTT appears to be more of a road-going vehicle powered by Ford running gear and is available in both fully-finished and component versions. (Picture from: RareComponentCars)
While production of the Piper GTT was running at the time, Sherwood was eyeing the possibility of entering his production car to the 24-Hours Le Mans racing event. Therefore then he began work in designing and building a new Piper race car with the aim of getting it ready to compete in the 24-Hours of Le Mans 1969. As the result, the Piper GTR, a closed-cockpit sports prototype standing a mere 30 inches high, initially powered by a 2 liter BMW engine, and known as another striking design works of Tony Hilder.
This Piper Sports Racers Coupe was modified result of the Hayes workshop for Brian Sherwood back in the 1967. (Picture from: RareComponentCars)
Only one example ever built, powered by a Ford 1,300 cc twin-cam, was ready in time for Le Mans, however, it got engine troubles resulted in its entry being withdrawn by the race organisers. Sadly, Sherwood would never get another chance to see one of his cars run at the Sarthe, for he died in a road accident in December, 1969.
The first prototype Piper GTR of Brian Sherwood is powered by an 2,000 cc BMW drivetrain. (Picture from: RareComponentCars)
Shortly after Sherwood's death, Piper Cars' two employees, Bill Atkinson and Tony Waller took over as the helm of the company and promptly shelved the racing project to focus on the road models. It's clearly now, the death of its owner was not the only reason for the Piper GTR project termination, but the company' new skippers didn't care as much, and wasn't interested in continuing it.
The Piper GTR race cars was a closed-cockpit sports prototype designed by Tony Hilder, powered by a Ford' 1,300 cc twin-cam, and ready to compete in the 24-Hours of Le Mans 1969. (Picture from: RareComponentCars)
And in 1971, Piper Cars (now renamed Emmbrook Engineering) released the Piper P2 (Phase 2). As you can see it was a thoroughly revised of Piper GTT ranging from the chassis, body and interior. The revision results made the P2 has a roomier interior and improved gearing, although what Atkinson really wanted was to launch a much bigger all-new model better suited for daily driving on regular roads.
Several Piper P2 sports cars sat on display including later models with pop-up headlights. (Picture from: RareComponentCars)
Like to its predecessor GTT, the Piper P2 is also available in both fully-finished and component versions, and it sold way into the mid-1970s. It is not known exactly how many cars have been produced by this British company. As quoted from HotCars, the company, from inception, produced around one hundred examples of the Piper sports cars. They were all basically the same car offered in incremental upgrade stages and got slightly varying names.
An early Piper P2 featured with a custom air dam, Perspex covered headlights coupled with interesting paintwork. (Picture from: RareComponentCars)
It seems that this British company has reached the end of its life in middle of 1970s, when it didn't have enough money to finance the kind of car Atkinson really wanted to build, so its vision should be stucked in the sketch stage, and everyone involved was forced to look for another paying jobs.
At the end, the fate of Piper sports cars largely contributes to its cult status, a late-sixties dream car that never got to sit at the same table with the Lotus or even TVR, despite coming close to doing just that, before left and leaving many loyal fans until today. We don't get it, how about that. Please kindly enlighten us if you know about it. *** [EKA | FROM VARIOUS SOURCES | ADRIANFLUX | HOTCARS | SOUTH-WILLINGHAM | ROADANDTRACK | RARECOMPONENTCARS | EN.WIKIPEDIA | DE.WIKIPEDIA ]
RareONES The early 1950s could be said to be the era of the birth of beautiful sports cars as a result of collaboration between 2 manufacturers from different countries. Some time ago we discussed a beautiful car, the Cadillac Series 62 Coupe by Ghia, which was the result of rebodying America car done by the skilled hands of Italian carrozzerie. And now we will try to bring nearly same automotive work, which has Italian-designed bodywork built on British car chassis and initiated by an American.
The Arnolt-Bristol Coupe (in pictured was 1953 model). (Picture from: RMW)
Well, the man behind the birth of the car later known as the Arnolt-Bristol was Stanley "Wacky" Arnolt, an American entrepreneur, who made a fortune by selling marine engines during World War II and has a great passion for the automotive world. So after the war, he began importing foreign cars to the United States during the 1950s.
Interior view of the Arnolt-Bristol Coupe (in pictured was 1953 model). (Picture from: RMW)
For smoothed such automotive business, he estabilished his own company, SH Arnold Inc. which is a licensed car manufacturer in the State of Illinois. All those cars were true hybrids, with British mechanicals, Italian bodywork, and U.S. sales and distribution, as well as in some cases final assembly and body work.
The Arnolt-Bristol (in pictured was 1953 model) is powered by an 1,977 cc six-cylinders engines with power of 130 hp. (Picture from: RMW)
Then, he had a fortuitous meeting with Bertone, while attending the 1952 Turin Auto Salon, which resulted in four collaborative efforts between Arnolt and the Italian coachbuilder. Furthermore, he also negotiated with the British automaker Bristol Cars Ltd. for the purchase of 200 of their 404 Series chassis included the 1,971 cc six-cylinder engine with 130 hp of power.
The Arnolt-Bristol Coupe (in pictured was 1953 model). (Picture from: RMW)
As quoted from RigaMasterWorkshop, the purchase was made in order to find a new source of chassis to fulfill one of the clauses of Arnolt's deal with Bertonein whom he had invested heavily in, after another British automaker MG was unable to fulfill the amount that he wanted.
The Arnolt-Bristol Deluxe roadster (in pictured was 1954 model). (Picture from: ClassicCarWeekly.net)
Then the Bristol-supplied chassis were shipped to Carrozzeria Bertone where they would receive a highly aerodynamic body with a flowing design. Coincidentally, the Arnolt car' body was designed by Bertone's new designer and aerodynamicist, Franco Scaglione whose soon-to-be-famous designer of the Alfa Romeo B.A.T. concept cars.
The Arnolt-Bristol Deluxe roadster (in pictured was 1956 model). (Picture from: RMSothebys)
Initially, the very tall Bristol' engine coupled with three single barrel Solex 32 carburetors was created problems for designing a sleek-looking sports car. However, Franco Scaglione handled these with particular genius, in which firstly by incorporating a hood scoop to lower the surrounding sheet metal, and then by incorporating sharply creased fender lines out over the wheels to draw the eye's attention away from the unusually tall peak in the hood, plus there's a slight design changes were requested by SH Arnolt.
The Arnolt-Bristol Bolide roadster (in pictured was 1954 model). (Picture from: Medcom.id)
Harboring his own automotive ambitions, Arnolt created a racing team for the Sebring 12-Hour races, and in 1955, at their first attempt, the special lightweight cars finished first, second and fourth in the Sports 2000 class. Success was achieved again in the following year in which they took second and third in the same class.
The Arnolt-Bristol Bolide roadster (in pictured was 1954 model) is powered by an 1,977 cc six-cylinders engines with power of 130 hp. (Picture from: Medcom.id)
However, the team withdrew from the championship in 1957, after Bob Goldich's fatal accident on the first lap of his first start in the car co-driven by Wacky Arnolt, while a privately entered Arnolt-Bristol finished fifth in class. Eventually, in 1960 brought final class win, the team placing 14th, 22d and 39th overall.
The Arnolt-Bristol Bolide roadster (in pictured was 1954 model). (Picture from: Medcom.id)
At that time, the Arnolt-Bristol cars were available in four body styles, ie the Competition was a stripped road racer, the Bolide was a slightly better-appointed road racer, then the Deluxe, a better-appointed version of the Bolide with side windows and convertible top, instruments mounted in a housing in front of the driver, glove box set in the dash.
The Arnolt-Bristol Bolide roadster (in pictured was 1954 model). (Picture from: Medcom.id)
And the last style of the Arnolt-Bristol sports car was the Coupe featured with pop-up headlights. Besides that at least one open car was subsequently fitted with a removable hardtop by S.H. Arnolt. Then related to the price, the official price from the factory per 1956 for the Arnolt-Bristol Competition was $ 3.995, for the Bolide $ 4.245, then $ 4.995 for the Deluxe and $ 5.995 for the Coupe.
The Arnolt-Bristol Competition roadster (in pictured was 1954 model). (Picture from: CollectorCarWolrd)
All Arnolt Bristols were built between January 14, 1953 and December 12, 1959. The majority were built in 1954 and 1959. A total of 142 cars were produced, of which 12 were written off after a factory fire. The fire-damaged cars were used as a source of spares by Arnolt in later years.
The total production included six coupes, and two aluminum alloy-bodied cars. One of the cars was originally right hand drive: the rest were all left hand drive. One of the cars never received a body, and was used as a rolling chassis for auto shows. This chassis is still in the possession of the Arnolt family.
Despite the racing successes, the cars did not sell well. Some of the cars did not sell until after 1960, and the last car to be sold, fitted with four headlights and remained unsold until 1968. Today, of the approximately 130 to 140 units ever made, estimated that around 80 to 90 units were left. *** [EKA | FROM VARIOUS SOURCES | RMW.LV | CARSCOOPS | CLASSICCARWEEKLY.NET | RMSOTHEBYS | COLLECTORCARWORLD ]
First JET Even though we know that the use of jet-powered engines has been recognized by many automakers as promising amazing speeds, their application to four-wheeled vehicles is still constrained by many factors related to control and safety issues. So that the development continues to be pursued to get the best.
The 1950 Rover Jet 1 prototype sat on display at the London Science Museum. (Picture from: Sander Toonen' Flickr)
Furthermore, by looking at the early development of this kind of propulsion machine specifically for racing purposed (such for the 24-Hours Le Mans) vehicles, of course you will remember the figure of the Rover Jet 1 developed by the British company Rover Company which known had experience with gas turbine motors on aircraft jet engines in the late of 1940s.
Cutaway drawing of the 1950 Rover Jet 1. (Picture from: Hemmings)
Well, the race car prototype was propelled by a P4 gas turbine powered engine which was said to be the beginning that a little known to the public about Whittle's jet engines, which first began work by Maurice Wilks and his team at Rover in the early 1940s with W2B turbo jet.
The 1961 Rover T4 saloon was the fourth and last prototype for a road going turbine car although in 1963 they co-operated BRM in constructing a racing car for Le Mans. (Picture from: Adam Floyd' Flickr)
This prototype car was presented to the public in 1950, and at the time the engine has been seen as a symbol of modernity and of British technical prowess. The highest level of performance of this car was shown in 1952, when the Jet 1 achieved a world record speed (for gas turbine cars) of 244 kph. Currently, the Rover Jet 1 has been retired and is on display at the London Science Museum.
The 1963 Rover-BRM' first racing car prototype donning number 00 run for an unofficial experimental entries with BRM Formula 1 drivers Graham Hill and Richie Ginther taking turns behind the wheel. (Picture from: Autoevolution)
So this Rover' two-seat tourer prototype had proved the feasibility of such an engine and convinced management to continue investing in the project that would culminate with a fascinating Le Mans prototype, also dubbed 'the world's first gas-turbine-powered motor car.' It continues to develop by the company until 1960s.
The Rover-BRM' first test runs were at the MIRA track in April 1963, driven by Graham Hill at a top speed quoted to be 142 mph. (Picture from: ClassicAndRecreationSportscar)
As quoted from Autoevolution, by the early-1960s, Rover had built its fourth gas turbine prototype, called Rover T4. In 1962, a year after its introduction, the car made its way to France where it completed a demo lap of the legendary track, before the start of that year’s race.
The story goes that the organizers were so impressed with the Rover T4 that, for the 1963 race, they decided to offer a special prize of 250,000 francs to any gas turbine-powered race car that could complete a minimum of 3,600 km (2,237 miles) in 24 hours. Rover engineers saw this as the perfect opportunity to promote their novel engine, so they partnered up with Formula 1 team British Racing Motors (BRM) to develop a worthy Le Mans racer.
The Rover BRM turbine-gas engined racing car prototype of 1965. (Picture from: Motorhood)
Then, without wasting much time, those joint engineering team managed to build a race car based on a modified F1 chassis with an open cockpit aluminum body, and powered by a 2S/150 gas turbine engine that idled at 28,000 rpm and could reach up to 55,000 rpm. Uniquely, Le Mans race organizers at the time allowed the British race car to use the larger 218 liter fuel tank filled with paraffin, in contrary conventional engined cars only could be carried a fuel tank with a limited capacity of 109 liter.
The Rover BRM turbine-gas engined racing car prototype of 1965. (Picture from: Autoevolution)
A couple of months before completion, the car was transported to France, it donning racing livery number 00 run for an unofficial experimental entries with BRM Formula 1 drivers Graham Hill and Richie Ginther taking turns behind the wheel. As the result, the car completed 310 laps and covered a total of 4,165 km, with a run on the Mulsanne Straight of around 240 kph (149 mph), winning the organizers prize. Thus Rover-BRM's race car would not only finish the race, but if officially classified it would take 8th place overall.
The Rover BRM racing car prototype of 1965 powered by a revised 150-hp 2S/150R turbine engine complete with a ceramic heat exchanger that dramatically reduces fuel consumption. (Picture from: Autoevolution)
Encouraged by these good results, the team returned to England determined to improve the car even further so that it was ready to return to the 24-Hours Le Mans of 1964. In the following months, it received a new fully enclosed cockpit designed by Rover's William Towns, and powered by a revised 150-hp 2S/150R turbine engine complete with a ceramic heat exchanger that dramatically reduces fuel consumption.
The Rover BRM turbine-gas engined racing car prototype raced in the 24-Hours Le Mans 1965 with Jackie Stewart behind the wheel. (Picture from: MotorSportMagazine)
With all the new hardware, the race car was deemed eligible to race officially in the 2,000 cc class, and was given racing livery number 26. Sadly, after one practice session, the Rover-BRM' race car got an accident and was badly damaged. Meanwhile the car repairing process could not completed in time, so the team had to withdraw from the racing event.
In the following year, the Rover-BRM was back on the Circuit de la Sarthe as an official entry with racing livery number 31. This time, the practice and qualifying sessions ended with no incidents, and Graham Hill, along with future Formula 1 champion Jackie Steward, was ready for the big race.
Designer William Towns' seductive lines of the 1964-65 Rover-BRM Le Mans racing coupe helped turn the automotive world on to the possibility of gas turbines. (Picture from: Autoevolution)
Among the many Ferrari and Ford GT40 race cars, the British turbine car initially did well, and always in the top ten, but as the race became more intense, its engine started to overheat. Due to this problem, engineers were forced to reduce power levels, so that prevented Hill and Steward for exploiting the car's full potential.
The 3rd Rover BRM turbine-gas engined racing car prototype raced in the 24-Hours Le Mans 1965 with Graham Hill behind the wheel. (Picture from: Autoevolution)
Nevertheless the Rover-BRM race car managed to finish the race and securing 12th place in the overall standings and second in its class. This was an outstanding feat for a jet-powered vehicle developed from scratch just three years earlier.
The 3rd Rover BRM turbine-gas engined racing car prototype raced in the 24-Hours Le Mans 1965 with Graham Hill behind the wheel. (Picture from: Autoevolution)
After the 24-Hours Le Mans race over, this Rover-BRM jet-engined racing car underwent a series of tours at several world-famous automotive exhibitions and was subsequently used for various endurance tests on public roads. Finally, the Rover-BRM was retired from active duty in the 1974, and it’s currently displayed at the Heritage Motor Centre located in Gaydon, Warwickshire.
ForgottenONES If indeed this is the last time we interact with you through written articles, then allow us to apologize for any mistakes. Now we will discuss a supercar if it can be called that which was once made by Argyll Turbo Cars ltd, an automotive company from Scotland.
The Argyll Turbo GT is a 2 door coupé type body with a mid mounted engine supplying power to the rear wheels. (Picture from: Autocar)
Well, the inquestioned above car was the Argyll Turbo GT. It's a 2 door coupé type body with a mid mounted engine supplying power to the rear wheels, and known also as the brainchild of innovator (and former chief engineer of Short Aviation) Bob Henderson of Lochgilphead, who had already devised the Minnow-Fish carburettor taught himself turbocharging since the beginning of this technology applied for cars.
The amazing Argyll Turbo GT is designed and built by Bob Henderson in Lochgilphead, and forgotten for almost 40 years. (Picture from: GrandToursOfScotland)
This mid-engined Argyll Turbo GT was built around an immensely strong spaceframe steel chassis designed to be extremely long-lived, and to accept various drivetrain units. While, the original prototype was powered by Rover' V8 engine. But despite much interest from the motoring press in the early '70s, only a handful were built. How did it happen?
Some of the Argyll Turbo GT were made with the Lancia Beta' engine and transmission in place of the Douvrin powertrain. (Picture from: AROnline)
Although the production car remained similar in principle to the 1976 prototype, the main changes were the adoption of a blueprinted and turbocharged version of the Douvrin V6 of the Renault 30, along with its own transaxle, as the core engine, and refinement of internal and external details.
The Argyll Turbo GT was built around an immensely strong spaceframe steel chassis designed to be extremely long-lived, and to accept various drivetrain units. (Picture from: AROnline)
This
car was first launched in October 1983 at Inveraray Castle and offered
with a price tag ranging from £ 25,000 to £ 30,000. A surprising number
for such car from a new brand, considering that at the time the Lotus Esprit Turbo was selling for around £18,913, the Porsche 911 Carrera£21,464 and the Ferrari 308 GTS Quattrovalvole£26,181.
The Argyll Turbo GT was a true tourer, comfortable to drive and was capable of transporting 4 people in plenty of room. (Picture from: AROnline)
As quoted from AROnline, none of the cars produced had a Rover' engine, but some were made with the Lancia Beta' engine and transmission in place of the Douvrin powertrain. Reportedly, some were even built with Indycar V6 engines from Buick. You
might think that given all this, the Turbo GT may not have given occupants the best ride, but apparently it was a true tourer,
comfortable to drive and was capable of transporting 4 people in plenty of room.
The Argyll Turbo GT has a suitably luxurious interior by using of Scottish leather, and done by Avon Coachwork of Leamington Spa. (Picture from: AROnline)
At the time, production capacity was stated to be twelve cars a year, and the first customer cars were ready for delivery by 1984. But by then the planned twin-turbo V8 had been downgraded to a turbocharged 2,664 cc V6, as the result the potential customers had lost interest in the project, and the cars sold were unknown.
The Argyll Turbo GT was first launched in October 1983 at Inveraray Castle and offered with a price tag ranging from £ 25,000 to £ 30,000. (Picture from: BBCScotland)
As Henderson's philosophy was that these bespoke cars ought to be completed to the whim of each customer, and it is thought it became part of a protracted dispute between Argyll with a third party in charge of finishing it. Although in the end the car was purchased, and completed by Royale coachbuilder, whose plate it bears.
Unfortunately, the high purchase price and ill-fitting parts meant that the Scottish sports car never truly competed with its contemporary rivals.😢 However it could be a kind of reminder that not all great supercars are made in Germany, Italy or America, with a lot of effort and passion, anything is achievable.
And the following automotive work although came from one of the British' brands was born as a small industry, however was considered successful to present a wide range of unique sports car products just enough to tempt and snare a certain group of people. No wonder then it has many loyal fans equal to world's big brands, like the Chevy Corvette, Porsche 911, Volkswagen Beetle, or Lamborghini Countach.
At the end, the fate of Piper sports cars largely contributes to its cult status, a late-sixties dream car that never got to sit at the same table with the Lotus or even TVR, despite coming close to doing just that, before left and leaving many loyal fans until today. We don't get it, how about that. Please kindly enlighten us if you know about it. *** [EKA | FROM VARIOUS SOURCES | ADRIANFLUX | HOTCARS | SOUTH-WILLINGHAM | ROADANDTRACK | RARECOMPONENTCARS | EN.WIKIPEDIA | DE.WIKIPEDIA ] 
