10 Nov

John Fitch’s archives donated to International Motor Racing Research Center

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John Fitch racing an MG TD at Linden, New Jersey, in 1950. Photo courtesy IMRRC

Watkins Glen, N.Y. – Folks in the world of cars knew, admired and respected the late John Fitch. He was a racer, a patriot, a fighter pilot, a track designer, a historian of all things automotive and an inventor with traffic safety at the forefront of his research. He amassed a myriad collection of trophies, books, photos and a lot more in his travels, and thanks to his sons, John, Christopher, and Stephen Fitch, that trove has been donated to the International Motor Racing Research Center in Watkins Glen, New York, greatly expanding its existing John Cooper Fitch collection.
“The collection reflects John Fitch’s remarkable and varied life as a talented international race car driver, an innovative inventor of road and driver safety equipment, a designer of racing and production cars, and an author who shared his exceptional story through his books,” IMRRC archivist Jenny Ambrose said. “We are honored to serve as the largest historical repository of materials related to John Fitch.”
The family’s donation was facilitated by longtime Fitch friend and historian Larry Berman, a native of the Boston area, who said, “To carry this forward, the IMRRC has developed a world-class reputation, which motivated me to obtain the Fitch archives donated by his family.
Fitch died on October 31, 2012, at the age of 95. A large part of the donation consists of trophies and cups that he earned by winning more than 20 major races during his 18 years as an active driver. In addition to being the first national champion of the Sports Car Club of America in 1951, Fitch also won Sebring outright in 1953, won his class at the 1955 Mille Miglia, and captured a golden jubilee Tourist Trophy win at the dangerous Dundrod circuit in Northern Ireland that same year. Also in 1955, he was a member of the Mercedes-Benz works team at Le Mans, which ended in tragedy when his co-driver, Pierre Levegh, plunged his exploding car into the crowd, killing more than 80.

John Fitch with Mercedes 300SL which he drove to 5th Overall in the 1955 Mille Miglia.  Archive Photo

John Fitch with Mercedes 300SL which he drove to 5th Overall in the 1955 Mille Miglia. Archive Photo

Beyond the trophies, the Fitch collection also includes numerous photographs, clippings, race programs and other documentation of his career. Those papers also include his correspondence on the cars he built (the Corvair Sprint and Fitch Phoenix, among others) and his efforts to develop an early impact-absorption system for race tracks, among other creations. For more information on the IMRRC and its mission, visit RacingArchives.org.

John Fitch with the Corvair-based Phoenix which he designed and built Photo Hemmings

John Fitch with the Corvair-based Phoenix which he designed and built. Photo Hemmings

Courtesy Jim Donnelly , Hemmings Motor News

30 Dec

Sam Posey Collection takes home Motor Press Guild Award

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Los Angeles, CA– As renowned a career as Sam Posey made for himself as a race car driver, he’s spent far more time as a motorsports observer, albeit a highly qualified one, either as a commentator or writer, and it’s for that latter role that the Motor Press Guild recently honored him with its annual Best Book of the Year award for 2015.

Posey, who raced from 1965 through 1982, began his professional writing career with an article for Road & Track in 1968 and has gone on not only to write for Sports Illustrated and to pen his autobiography, but also to serve as a racing analyst and commentator for ABC Sports throughout the 1970s, 1980s and 1990s, covering everything from the Indianapolis 500 to the Olympics to the Iditarod.

Earlier this year, he assembled the best of his varied writings and television scripts for Where the Writer Meets the Road: A Collection of Articles, Broadcast Intros, and Profiles. As the publisher, David Bull, describes the book, “The result is a remarkably varied mix of short and long pieces on subjects ranging from racing in the rain at Le Mans to test-driving the propeller-driven Wind Wagon created by his uncle Teddy in the 1920s.”

The Motor Press Guild presented Posey with the award at its annual awards ceremony earlier this month at the recently reopened Petersen Automotive Museum in Los Angeles.

Sam Posey receiving award from Eric Dahlquist, Sr. (Head Judge – Books, Motor Press Guild)

Sam Posey receiving award from Eric Dahlquist, Sr. (Head Judge – Books, Motor Press Guild)

For more than 40 years, racing fans all over the world have followed Sam Posey’s unique career as a driver, writer, and broadcaster. Posey wrote his first article for Road & Track in 1968, the same year he drove a Chevrolet Camaro for Roger Penske’s team in the Trans-Am series. In the 1970s he not only won at Sebring and finished on the podium at Le Mans, but also published a highly regarded autobiography.

Sam Posey and Tony Adamowicz finished 3rd overall at the 1971 24 Hours of Le Mans driving the N.A.R.T. Ferrari 512M (photo: Speed Merchants Collection)

Sam Posey and Tony Adamowicz finished 3rd overall at the 1971 24 Hours of Le Mans driving the N.A.R.T. Ferrari 512M (photo: Speed Merchants Collection)

Posey retired from driving in 1982, but in the years since then his public profile has grown through his articles for Road & Track, Sports Illustrated, and other publications, as well as his work as a television commentator. In Where the Writer Meets the Road, Posey has selected the best of his work in both fields. The result is a varied mix of short and long pieces as well as examples of the shorter broadcast introductions (he called “teases”) produced for Formula One Grand Prix races at Spa and Monaco, and even non-automotive events like the Iditarod sled race.

Sam Posey in a helmet of his own design, the stripes representing the American flag (photo: David Bull Publishing)

Sam Posey in a helmet of his own design, the stripes representing the American flag (photo: David Bull Publishing)

Sam Posey has had a long association with Connecticut, racing at Lime Rock since he was a teenager under the tutelage of John Fitch which he talks about in the book. In March 2013, the front straightaway at Lime Rock was renamed Sam Posey Straight to honor the driver that enjoyed much success and notoriety at the track. Lime Rock Park track owner Skip Barber commented, “I know – we all know – that Sam deeply loves Lime Rock Park – he grew up five miles from the track. Sam was the first driver to lap the track in less than 60 seconds – that was a big, big deal when Sam did that, in 1967. He was driving a McLaren Can-Am car. And that was just two years after his very first race at Lime Rock, in a Formula Vee, a car that has less than a fifth of the power of that McLaren. Sam was able to use Lime Rock as a launching pad for what turned out to be an astoundingly steep early career path. And of course,” continued Barber, “We’ve been blessed that no less than three of the track’s beautiful buildings, including the now-iconic paddock tower, were designed by Sam”

No matter what the venue or circumstances, Posey’s writing captures the excitement of racing as well as an insider’s understanding of how the sport really works, both on and off the track. It also reflects his innate curiosity and enthusiasm for a wide range of non-automotive interests such as painting, art, design and architecture. The book can be purchased on line at David Bull Publishing www.bullpublishing.com or other on-line book shopping sites.

Article courtesy Hemmings Daily and David Bull Publishing

Sam Posey drove the lime green Dodge Challenger Trans-Am for the Trans-Am series in 1970 (photo: Speed Merchants Collection)

Sam Posey drove the lime green Dodge Challenger Trans-Am for the Trans-Am series in 1970 (photo: Speed Merchants Collection)

15 Dec

Holiday Gift for Truck Lovers: New Book on the Complete History of International Harvester Trucks

Just released book on the history of International Harvester Trucks

Just released book on the history of International Harvester Trucks

Milford, CT – Get the entire history of the best trucks on the road just in time for holiday giving. The International Truck and Engine Corporation have built the trucks that have been a staple of both agricultural and industrial trucking for over 100 years. International Harvester Trucks: The Complete History tells the complete story of the light-, medium-, and heavy-duty trucks, vans, and station wagons built by International Harvester during over a century of history, starting from the company’s early days, through its first truck model in 1907, and right up to the present. The focus is firmly on the trucks themselves including collectible machines such as the Travelall and Scout. Author Patrick Foster, of Milford is one of the world’s premier transportation historians. His accessible writing style, illustrated with hundreds of never-before-seen archival photographs, makes this book the best examination of one of the world’s most prolific truck manufacturers. The book is widely available at book shopping sites including Amazon and Barnes & Noble, and copies signed and numbered by the author can be purchased at www.oldemilfordpress.com

Patrick Foster is one of America’s best-known automotive journalists. He has been writing for more than 25 years and is a dedicated historian and author with a broad experience in the automotive industry. His work has appeared in numerous automotive magazines and he has regular columns in Hemmings Classic Car and Old Cars Weekly. Patrick has written 17 books about the American automobile and has two new books coming out this year including The History of International Harvester Trucks and George Romney-An American Life. He’s won numerous awards and was honored with the Lee Iacocca Award for excellence in automotive writing.

Author Patrick Foster with his restored 1967 Rambler Rogue

Author Patrick Foster with his restored 1967 Rambler Rogue

Patrick Foster is a popular banquet speaker and also conducts seminars on automotive history. Recently Pat appeared at the Studebaker International Meet in Lancaster, Pennsylvania, and at “Meet the Authors” at the National Automotive History Collection in Detroit. Pat is scheduled to speak as part of the New England Auto Museum Speakers Series in late-February 2016. Actual date and location of this event will be announced early in the New Year.

Courtesy Olde Milford Press

Patrick Foster with his book on American Motors in Milford, CT

Patrick Foster with his book on American Motors in Milford, CT

08 Dec

1st Experimental Safety Vehicle Built in Branford, Connecticut in 1957

Aurora prototype unveiled in Manhattan, November 11, 1957

Aurora prototype unveiled in Manhattan, November 11, 1957

Branford, Conn. – Dubbed by quite a few writers as one of the ugliest cars ever built, the 1957 Aurora prototype was designed by Father Alfred Juliano, a Catholic priest, in Branford. Not necessarily the product of divine intervention, Juliano’s purpose was to create the world’s safest automobile. With money contributed by his Connecticut congregation, Fr. Juliano wanted to build the car and make it available to American automakers to put into production. As it turns out, the gods were not with him and the project went bankrupt after creating just a single prototype.

Father Alfred Juliano with the Aurora Safety Car he designed and built

Father Alfred Juliano with the Aurora Safety Car he designed and built

The Aurora prototype was built on a 1953 Buick frame from a wrecked car using fiberglass over a plywood superstructure with plastic windows. The body would therefore be corrosion and dent proof. On the safety side, the car had a built-in roll cage, seat belts, a padded instrument panel, a collapsible steering wheel, and side-impact bars. Even the spare tire was housed under the front end of the vehicle to help absorb impacts. The front end had a “cow catcher” sort of design, filled with foam, to scoop up pedestrians instead of running them over. Perhaps most innovative was that the seats were designed to swivel 180 degrees and face backwards should a collision be imminent.

Styling buck used to form the Aurora’s fiberglass body

Styling buck used to form the Aurora’s fiberglass body

Apparently, when Fr. Juliano brought the car to New York City in 1957 for its reveal, he didn’t consider that the Buick engine hadn’t been started for more than four years and the car broke down multiple ties during the journey. The company’s finances were called into question but in fact Fr. Juliano had gone deeply into personal debt financing the company, and eventually declaring bankruptcy, forfeiting the prototype to a repair shop as collateral for unpaid repair bills. It passed through several hands before finally being abandoned behind a Cheshire auto body shop in 1967. Juliano died of a brain hemorrhage in 1989 in Philadelphia.

The Aurora today as restored by Andy Saunders in the UK

The Aurora today as restored by Andy Saunders in the UK

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In 1993, the car was discovered by British car enthusiast Andy Saunders of Poole, Dorset, in a sketch in a book about dream cars; “It was so ugly it was unreal. I said straightaway, ‘I’ve got to own that.'” After several years of searching, he eventually tracked the car down by the name of the garage in the background of a photograph of the car, purchased it sight unseen for $1,500, and had it shipped to Britain for another $2,000. The fiberglass and wood structure of the car proved to have deteriorated terribly from exposure, as well as the interior and plastic windshield. Restoration was further complicated by a lack of adequate documentation or even photographs of the car, the absence of the late Father Juliano to assist as a consultant, and the lack of replacement parts for a prototype vehicle. However, restoration was completed in early 2005, and the car was unveiled to a newly re-astounded public at the Goodwood Festival of Speed and is now on display in the Beaulieu Motor Museum, Hampshire, England. The Aurora is arguably the first Experimental Safety Vehicle ever made, even before the coinage of the ESV acronym.

Article and photos courtesy Kenny Hoeschen 95octane.com

Magazine featuring the Aurora in April 1958

Magazine featuring the Aurora in April 1958

23 Nov

First Connecticut Auto Race: 1899 or 1900? Historians Disagree

Hiram Percy Maxim driving a gasoline powered Columbia Mark VIII with designer Fred Law

Hiram Percy Maxim driving a gasoline powered Columbia Mark VIII with designer Fred Law

New Haven, Conn. – There seems to be general agreement among auto historians that the first closed course auto race in Connecticut was held at Branford Park in New Haven, a half-mile dirt track built for horse racing. The race meeting had two feature events, one for three-wheeled vehicles and one for four-wheeled vehicles, both being run in three heats. The date of the race meeting is generally cited as July 25, 1899. This date is reflected in several sources including Charles Betts’ Auto Racing Winners, 1895-1947: An Historical Reference Manual of American Automobile Racing (1948) and Allan Brown’s The History of America’s Speedways, Past and Present (2003).

In a 2008 article focusing on Connecticut race tracks, Brown clearly stated that, “Connecticut’s first recorded auto race was at Branford Park, a horse-racing track in New Haven, on July 25, 1899.” This would seem to indicate that Brown was very confident regarding the date.

However, more recent research has turned up evidence that this date may be off by a full year and in fact the Branford Park race more likely took place on July 25, 1900. This possibility was recently discovered by Donald Capps who is chairman of the Society of Automotive Historians Motor Sports History Section. Capps was digging into the very early automotive competitions in the United States for a possible paper on these events during the Late Victorian Era, 1895 to 1901, and sensed that there might be a problem with the date of the Branford Park race.

During his research, Capps discovered contemporary articles in The New York Times and the Chicago Tribune on an event held at Branford Park in 1900. Initially, he thought this was a later event, but the winner listed by Betts was Hiram Percy Maxim in a Columbia — who was also listed as the winner of the first five-mile heat for four-wheeled vehicles in both the New York and Chicago papers.

In his article on the subject Capps states “This would strongly suggest that the Branford Park event took place on 25 July 1900 – and not in 1899 as the Betts and Brown dated the event. I am at a loss as how to explain that both Brown and the Betts getting the date wrong by an entire year, although Brown seemed to sense, at least at one point, either some doubt or at least ambivalence regarding the date.”

It is interesting to note that both the Times and the Tribune articles state that the Branford Park meeting was, “The first automobile race meet ever held on a race track in this country,” as the Times stated it. The Tribune article had the sub-heading, “Track Racing for Motor Vehicles Inaugurated in America,” making the same claim as the Times. Capps goes on to state “Of course, there is the awkward problem of the race meeting held at Narragansett Park in Cranston, Rhode Island – another horse-racing track – in September 1896, which would tend to cast doubt on this claim. The race featured 7 entrants and was won by a Riker Electric car. In addition, there was also the event run in October 1899 on a circular dirt horse track at Galesburg Illinois District Fair Grounds, which was essentially a match race scheduled for 50 miles. The race between F.B. Snow in a Duryea and E.V.D. Morris in a Winton was halted at 15 miles when Snow’s vehicle dropped out with ignition problems.”

First U.S. auto race on a track at Narragansett Park, Cranston, RI September 1896

First U.S. auto race on a track at Narragansett Park, Cranston, RI September 1896

In any case, there seems to be no doubt that the Branford Park race was the first closed course auto race in Connecticut but historians should note, thanks to Don Capps’ research, the actual date of the race was July 25, 1900.

According to historian Allen Brown, the second auto racing venue in Connecticut also began as an active horse track, Charter Oak Park in Hartford. It was larger than Branford Park, a one-mile dirt oval. Charter Oak Park featured auto and horse racing from 1904 to 1929.

Connecticut has had 31 oval tracks. Only 3 are still in operation. Stafford Motor Speedway, the oldest, is located at the Stafford Springs Fairgrounds. The half-mile dirt oval was built as a horse track in 1892, and the first auto race ran in October 1934. There is no record of any auto racing at Stafford again until weekly stock car racing started there in 1948. The original dirt track was paved with asphalt in 1967 and it has remained in operation ever since featuring NASCAR Modified racing.

The second-oldest active oval track is Thompson International Speedway in the state’s northeast corner. Built in 1940 as a 5/8-mile asphalt track, it was one of the first in the country to be built as a paved track. Most paved tracks built before 1945, including the Indianapolis Motor Speedway, started out as dirt tracks. Thompson Speedway also had different configurations of road courses—the first known in the state—in operation from 1952 to about 1978. Part of one of the old road courses is still visible as part of the pit area. A little-known fact about Thompson is that it is the only Connecticut track ever to host what is now known as NASCAR Sprint Cup races (originally called NASCAR Grand National). The third active oval track is Waterford Speedbowl, built as a dirt track in 1951 and converted to a paved track a month later.

Opening day at Thompson Speedway May 26, 1940

Opening day at Thompson Speedway May 26, 1940

Lime Rock Park in northwest Connecticut is the only active road course left in the state. Lime Rock is a 1.53-mile paved road course with eight turns. The track, which opened 58 years ago, on April 18, 1957, has been the site of numerous major road-racing events and was the favorite track of late actor and Westport resident Paul Newman.
Sources: Donald Capps, Society of Automotive Historians
Allen E. Brown, “A Short History of Connecticut Race Tracks” www.ctvisit.com
Archived Photos

Early American license plate featuring Hiram Maxim & the Columbia Mark VIII

Early American license plate featuring Hiram Maxim & the Columbia Mark VIII

09 Nov

Watkins Glen Motor Racing Research Center looks toward future growth

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WATKINS GLEN, NY –The International Motor Racing Research Center (IMRRC) is looking to the future with expansion and growth in mind.

Center President J.C. Argetsinger said while the governing board has not yet reached a consensus on the expansion, he noted they are looking at a 10,000 square-foot facility to go along with their existing 5,000 square-foot building. He also added there has been some talk by the board about possibly making the expansion larger than 10,000 square-feet. Argetsinger said the center owns the former playground next-door, adding the new expansion will most likely be at that location.

“We could certainly use more space,” Argetsinger said. “It all depends on how much money we want to raise.”

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The Racing Research Center is an archival and research library working with the materials of motorsports history. Its collections encompass race series and racing venues worldwide. No admission fee or fee to use the collections on-site is charged.
The center opened in June 1999 and has more than 700 individual collections. It has more than 3,800 rare and reference books, more than 2,800 cataloged race programs, some 4,500 cataloged films and about 800 periodical titles, some full-run. Photographs in the collections number in the tens of thousands.

Argetsinger mentioned there would be some display at the new facility, but noted it would be primarily for additional research space. He said he does not anticipate being more than one or two cars on display, but added some board members would like to see more on display.

“People will erroneously say we are a museum,” Argetsinger said. “We really are a library.”

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Argetsinger noted one of the reasons for needing more space is because almost every time the center gets a new major contribution of materials to archive, they will receive more donations of historically significant items. Racing Research Center collections encompass race series and racing venues worldwide. The Center is the repository for several organizational archives, including the Sports Car Club of America and the Road Racing Drivers Club. The Center owns the archives of National Speed Sport News and the archives of John Bishop, co-founder of IMSA.

Another one of the center’s goals Argetsinger mentioned included the digitization of much of their archived records for easier storage and accessibility. He noted the new executive director would be charged with finding the funding to achieve this goal as well.

“Digitization will help with space, but we also want to keep the originals,” Argetsinger said.

Argetsinger said the need for space is not as great as it once was, as the racing center has been able to do things like rent space with the county for their documents. However, he added the architect they have been working with commented with the way the center is growing, they could be looking for more space in another 15 years as well. As a result, the IMRCC is seeking a full-time executive director to lead the funding efforts for the expansion.

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“The Racing Research Center has achieved international success well beyond the expectations of its founders,” Center Governing Council Chairman Bobby Rahal said. “To build on that success, we’re ready to progress to the next levels in all areas of our operations and even better fulfill our mission of preserving and sharing the history of racing.”

For more about the Racing Research Center, visit the website at www.racingarchives.org.
Source Watkins Glen Review & Express
Photos International Motor Racing Research Center

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23 Sep

The Fina Sport, Mid-Century Italo-American Hybrid Built in New York City – Part 3

Part III: Fina Motors, Move to Norwalk, Connecticut in 1957

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Norwalk, Conn. – After the success of the Fina Sport at Madison Square Garden in 1954, and at successive car shows including a first place trophy at the Philadelphia Autorama, not much is known as to why the coupe and its sister convertible the following year, were not put into production. The price of $14,000 (quoted in Italamerican Magazine) may have been a major deterrent when the average American car was selling for less than $2,000.

1954 World Motor Sports Show Grand Prix trophy awarded to Perry Fina

1954 World Motor Sports Show Grand Prix trophy awarded to Perry Fina

In 1957, Perry and Joe moved the garage to Norwalk, Conn. at 130 Connecticut Ave. and became a dealer for Studebaker-Packard, Mercedes-Benz and Jaguar cars. It appears that the Finas kept the prototype Fina Sport cars as there is a picture of the coupe with Perry and his wife Lillian in the Norwalk showroom taken in late 1960 as well as the convertible in the showroom window around the same time.

Perry and Lillian Fina with the ’54 Fina Sport in the Norwalk showroom Christmas season 1960

Perry and Lillian Fina with the ’54 Fina Sport in the Norwalk showroom Christmas season 1960

Previously the site of Fina Motors at 130 Connecticut Ave. in Norwalk

Previously the site of Fina Motors at 130 Connecticut Ave. in Norwalk

1955 Fina Sport Convertible circa 1960 in Norwalk showroom with’56 Philadelphia Autorama trophy

1955 Fina Sport Convertible circa 1960 in Norwalk showroom with ’56 Philadelphia Autorama trophy

Perry Fina passed away in New York City in 1970 just shy of his 78th birthday. Joe continued to run the garage in Norwalk, briefly retiring in the early 70’s before accepting a position with the State of Connecticut Trade School System in a consulting role providing technical advice and guidance for the state’s trade schools. Joe remained in that role for 19 years during the course of which time he became friends with fellow Redding, Conn. resident and car enthusiast David Reed. Because of Dave Reed’s interest in cars and memorabilia, he was able to acquire all of the remaining photographs and artifacts for the Fina Sport cars from Joe Fina, many of which were used to compile this article. The whereabouts of the Fina prototype cars today is somewhat of a mystery. Joe Fina passed away in early 1999. Dave Reed has been in touch with the owner of one car in Pennsylvania who claims he is going to restore the car with his son. The convertible turned up on E-Bay a few years ago from a seller in Des Plaines, IL looking very much the worse for wear for an asking price of $275,000.

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Remains of the Fina Sport convertible on E-Bay in March, 2011 asking price $275,000

Remains of the Fina Sport convertible on E-Bay in March, 2011 asking price $275,000

Dave Reed believes there is a third car in Houston, TX but has not been able to locate the owner. It would be a tribute to the ingenuity and foresight of Perry and Joe Fina to bring a least one of these cars back to life for new generations of car enthusiasts.

Last of Three Articles

Original Photographs & Artifacts contributed by David W. Reed, Redding, CT
Article compiled by Nick Ord, New England Auto Museum
nord@neautomuseum.org

15 Sep

The Fina Sport, Mid-Century Italo-American Hybrid Built in New York City – Part 2

Part II: Perry Fina, Master Mechanic and Car Builder for over 50 Years

Cover of July 1954 issue Italamerican Magazine featuring Perry Fina, inside reads:

Our Cover “Pictured on our cover is the exclusive “Fina Sport”, the car which was awarded the Grand Prix in the Custom Sports Car Division at the 1954 World Motor Sports Show held in Madison Square Garden. Builder is master mechanic and racing driver, founder and owner of Fina’s Imported Motor Car Company and Perry Auto Repairs Inc. situated at 145-147 West 54th Street, New York City. For the past 40 years, Mr. Fina has been servicing the finest imported sports cars, building up a celebrity-packed clientele. He was the first in 1937 to use the now common four carburetor manifold and invented the Perry Silencer for sports cars. Read our interview with Mr. Fina on pages 7-8-9-10-11.”

 

Norwalk, Conn. – Perry Fina was born in New York City in April 1892 of immigrant Italian parents; he was taught to speak fluent Italian at home and showing an early mechanical aptitude, he returned to Italy with his mother and younger brother Fil in 1902. In Italy he began a nine year apprenticeship in the automotive industry initially with Fiat Motor Company and later Isotta Fraschini, receiving his master mechanics degree. After extensive travel around America, Perry settled in Saratoga, NY and opened a foreign car service center with his brother Fil, who had also apprenticed in Italy. The garage became very successful specializing in foreign built cars. Along the way, Perry married his wife Lillian Kane, bringing up four children, his son Joe and three daughters. Joe also showed his father’s aptitude around machinery and automobiles and started work in the business at a young age. In 1928, following the sudden loss of his father, Perry decided to move back to New York City, leaving the Saratoga business to his brother. After several starts and stops, he opened a garage on West 54th St. and gained a reputation with wealthy owners of foreign cars for quality service. His customers in the day included celebrities Dave Garroway, Jackie Cooper, Skitch Henderson and Paul Whiteman, all owners of exotic sports cars.

Fina Sport logo went with the slogan “Perry Makes ‘em Purr”

Fina Sport logo went with the slogan “Perry Makes ‘em Purr”

Perry Fina also formed an import company to bring in cars from Europe, and was one of the earliest Allard dealers in the U.S. Vintage Allard owner Lindsey Parsons remembers Perry’s shop where purchased his first Allard in 1953, “The Perry Fina shop was a wonderful place to anyone who enjoyed interesting cars,” Lindsey wrote, “In those days there was always an Allard or two present, along with other marques on the shop floor. Fina’s shop had a reputation for excellent work and I believe he serviced many different exotic marques for his customers.”

April 1953, Lindsey Parsons in his first Allard J2X shortly after purchase at the Fina shop Photo courtesy Lindsey Parsons

April 1953, Lindsey Parsons in his first Allard J2X shortly after purchase at the Fina shop
Photo courtesy Lindsey Parsons

A Perry Fina prepared Allard J2 is in the Simeone Museum collection in Philadelphia. Allard register data on this car reads “Car was ordered with left hand drive by Perry Fina of New York. Engine installed by Bill Frick. Engine includes special manifolding and carburetors. Perry Fina nameplate is on firewall. The engine mounts to hold Cadillac motor. Shortly after it arrived to Perry Fina’s shop for his work, Bill Frick installed the 1951 engine. These gentlemen represented the most experienced Allard assemblers in America at the time”.

1950 Perry Fina-prepared Allard J2 at the Simeone Museum

1950 Perry Fina-prepared Allard J2 at the Simeone Museum

Perry and his son Joe also gained a reputation in post-war sports car racing with a 1948 Nardi-Denese 6C Corsa-Barchetta, one of only three built for the Targa Florio and Mille Milia with an Alfa Romeo 2.5 liter twin-cam marine engine. The Fina Team raced the car at tracks such as Palm Beach, Bridgehampton and Watkins Glen. In the early 50’s, they installed a Cadillac V8 in the car in an effort to keep up with the more powerful Allards and Jaguars and it was campaigned as the “Perry Special.”

The “Perry Special “with Perry Fina at the wheel before conversion to Cadillac V8 power

Perry Fina’s Nardi-Denese Cadillac Special at Watkins Glen in 1953

Perry Fina’s Nardi-Denese Cadillac Special at Watkins Glen in 1953

Contemporary newspaper account of the Perry Special Nardi-Cadillac

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Contemporary newspaper account of the Perry Special Nardi-Cadillac

 

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Source: Etceterini.com

 

In addition to building, servicing and racing automobiles, Perry Fina designed and fabricated customized parts for his customers including special inlet manifolds to convert engines to dual and quad carburetion as well unique cast aluminum mufflers. Automotive writer Karl Ludvigsen campaigned a 1949 MG-TC in the early ’50s with a Fina designed muffler system. Ludvigsen wrote in the day “From Perry Fina in New York, I obtained and installed one of his special cast aluminum silencers. The normal silencer was removed and a straight pipe fitted to almost the rear of the chassis. There sat the Fina silencer shaped like three tines of a fork. The outer two tines had perforated caps holding in steel wool packing that did the silencing. In the center tine was a butterfly valve worked by a T-handle on the floor. With a pull of the handle the exhaust went straight through. The TC’s race preparation was simple. I just pulled the T-handle and presto! I had straight open exhaust”. In 1953, Perry Fina was granted a U.S. Patent for what was termed a “Valve Controlled Muffler with a Plurality of Through Passages”.

Perry Fina installing custom exhaust system on vintage Bugatti

Perry Fina installing custom exhaust system on vintage Bugatti

U.S. Patent for Perry Fina’s unique muffler design

U.S. Patent for Perry Fina’s unique muffler design

To be continued next week, Part III: Fina Motors, Move to Norwalk, Connecticut in 1957

Original Photographs & Artifacts contributed by David W. Reed, Redding, CT
Article compiled by Nick Ord, New England Auto Museum
nord@nemuseum.org

11 Sep

The Fina Sport, Mid-Century Italo-American Hybrid Built in New York City – Part 1

Part I: The Inspiration and the Cars

1954 Fina Sport Special

1954 Fina Sport Special

Norwalk, Conn. – Perry Fina was an American born, Italian-trained master mechanic who opened an imported car dealership and service center on West 54th St. New York City back in the early 1930’s. After World War II, Perry’s son Joe, who had served with distinction in the Army Air Corps during the war, joined the business with his father. Together they came up with the idea of building a stylish Italian sports car on an American chassis.

As Perry was quoted at the time, “Many of our foreign car customers with expensive Ferraris, Mercedes and other high quality cars would consult with us on the safety of a long trip; always fearing a break-down in some forsaken place a long way from home where service and parts would be impossible to obtain. It was this that started my son and I on a venture of building an American sports car with foreign influence and handling characteristics. Having had considerable experience in racing, we constructed a chassis with excellent handling qualities, along with all American components, including Cadillac or Chrysler engines. We made arrangements with the Vignale Company of Torino Italy, for our coachwork and they do such an excellent job for us that our Fina Sport, with its elegant interior appointments and all leather work, is the most beautiful sports family car in America.”

Perry Fina with 1954 Fina Sport

Perry Fina with 1954 Fina Sport

The Fina Sport was advertised as “An Exclusive Car to please the man of discriminating taste.” It was built on a modified 115 inch Ford chassis with a Cadillac V8 engine reworked to produce 300 horsepower, Cadillac Hydromatic transmission and an aluminum body by Vignale. Other V8 motors such as Chrysler or Lincoln were said to be provided at the customer’s request. Vignale was a Torino-based automobile coach building company who built their first body on a Fiat in 1948. Features of the car included 12 volt battery system, Marchal headlights, turn signals, dual electric Marchal horns. Suspension was knee action in front with dual shocks (one telescopic and the other adjustable arm type), semi elliptical leaf springs in the rear also with dual shocks. The car had an overall length of 15 feet 8 inches, width 70 inches and height of 54 inches. At the 1954 World Motor Sports Show held in Madison Square Garden in New York, the car was awarded the Grand Prix in the custom sports car division.

Another view of the Fina Sport Special – “A Bargain at $14,000” (As captioned in the July 1954 issue of Italamerican Magazine)

Another view of the Fina Sport Special – “A Bargain at $14,000”
(As captioned in the July 1954 issue of Italamerican Magazine)

A model at the World Motor Sports Show,  Madison Square Garden, 1954 (Italamerican Magazine)

A model at the World Motor Sports Show,
Madison Square Garden, 1954 (Italamerican Magazine)

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Brochure for 1954 Fina Sport

Brochure for 1954 Fina Sport

Data plate for unbuilt 1956 Fina Sport

Data plate for unbuilt 1956 Fina Sport

1955 Fina Sport Convertible with Continental Kit and Borrani Knock-off Wheels

1955 Fina Sport Convertible with Continental Kit and Borrani Knock-off Wheels

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Here are excerpts from the press release describing this 18-foot-long convertible introduced in 1955: “In addition to such fancy accessories as Carlo Borrani wire racing wheels with “knock-off” hubs, Continental mounted spare wheel and tire, radio, heater, defroster, 6,000 RPM tachometer; the Italo-American creation also features fully adjustable airplane-type reclining seats and a manually adjustable André Tele-Control shock absorbing system. The sleek body … is upholstered entirely in genuine calfskin leather … the tire size is 6:50 x 16″. Suspension in the front is by coil springs, aircraft shock absorbers and manually adjustable tele-control shocks; the rear suspension is the same except semi-elliptical springs are employed instead of coil springs. The Fina Sport is fitted with two sets of Marchal lights, one for driving in normal traffic, another for night-time highway touring; these are fitted gracefully into the radiator grille. The very professional looking steering wheel is of the competition type being made by Nardi-Denese of Italy. The wheel frame itself is made of aircraft duralumin and polished Honduran mahogany; lock to lock 2½ turns.

Other features of this automotive masterpiece includes a panoramic “wrap-around” windshield, Rochester 4-barrel carburetor, automatic windshield washer, electric windshield wiper, 22 sq. ft. of luggage space and triple-chromium plated fittings. The car had optional power brakes, a 3.31:1 rear axle and an estimated top speed of 120 MPH.”

Overall height with top up was 56 inches; wheelbase and width were 114 inches and 74 inches, respectively. In early 1956, the convertible won the prestigious Concours d’Elegance trophy at the Philadelphia Autorama.

1956 Philadelphia Autorama trophy 60 years later courtesy David Reed

1956 Philadelphia Autorama trophy 60 years later courtesy David Reed

To be continued next week, Part II: Perry Fina, Master Mechanic for over 50 Years

Original Photographs & Artifacts contributed by David W. Reed, Redding, CT
Article compiled by Nick Ord, New England Auto Museum
nord@neautomuseum.org

19 Aug

1968 Concept Car Exemplar I Developed in Connecticut by Bridgeport Brass Co.

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Bridgeport, CT – Designed by Mario Revelli, a leading automotive designer in the day, and built by Coggiola Carrozziere as a prototype in Turin, Italy, Exemplar I was commissioned by the Bridgeport Brass Company in cooperation with the Copper Development Association. The car’s purpose was to present engineering innovations for greater safety, comfort and performance and to demonstrate new decorative applications for copper and bronze.

A contemporary article in the April 26, 1968 issue of The Chicago Tribune by John McDonnell described the car as follows:

Brass Copper Used to Trim Exemplar I; Prototype Auto’s an Engineer’s Dream
“Exemplar I is a prototype car designed to show how brass and copper can be just as effective for decorative trim as chrome and stainless steel. But it is much more than that, as visitors at the Design Engineers Show in the International Amphitheater (in Chicago) found out this week. Exemplar I is an engineer’s dream. In addition to its racy styling by Italian Mario Revelli, the sleek auto contains many new features that may someday be found on production cars. From road to roof, Exemplar I shows what can be done with a Buick Riviera chassis and engine when cost is no object.

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“Consider these Special Features:

  1. Dual-chamber wide oval tires by Firestone. Dual chambers aren’t new, but their application in wide ovals is. Executives of the Copper Development Association say that Firestone will come out with these treads soon; when the outer chamber goes flat, the inner chamber holds enough air to keep the tire going.
  2. A “wall-to-wall” tail light system that includes a bank of green lights in the center. These are used to signal following motorists that it is safe to pass.
  3. A large rear window on the fastback that has ceramic filaments that heat the glass to remove ice and snow. Designed by PPG Industries, similar windows are now offered as optional equipment on some European cars.
  4. Tinted glass roof panels that give the effect of a convertible.
  5. Power operated seats that include built-in adjustable head rests and independently adjustable seat backs. The rear seats in the four passenger car also have adjustable backs.
  6. Twin radiators – one for engine cooling and the other for air conditioning. Mounted in the front corners of the engine compartment, they allow greater styling freedom and permit the spare tire to be stored between them for more front-end impact resistance.

“And of course, there is a generous use of copper and copper alloy, 150 pounds in all. Bumpers, side moldings, wheels, interior trim and several components under the hood are all made of brushed or shiny copper and copper alloys.

By comparison, today’s (1968) production cars contain only 35 pounds of copper. Except for the Chrysler Imperial, which uses copper in some interior trim applications, the metal is used in functional uses such as radiator tubing, small electric motors etc.

The copper industry hopes to get Detroit to use copper in many more applications. They showed the car to designers at Ford and Chrysler and got very favorable reaction, they said.

The car is owned by Bridgeport Brass Company.”

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A brochure for the car listed mechanical specifications as follows:
Engine: V-8, 430 cubic inch displacement, 360 hp at 5,000 rpm – torque 475 at 3200 rpm, compression ratio – 10.25 to 1, 4-barrel carburetion using premium fuel
Transmission: Automatic with floor-mounted console shift
Rear Axle Ratio: 3.42 – positive traction differential. Heavy-duty suspension, both front and rear…power steering
Exemplar’s Exterior Dimensions:
Overall Length…216.5 inches
Overall Width…82.0 inches
Tread…Front 63.4 inches – Rear 67.0 inches
Height…53.4 inches

Flash forward to 2015:
The actual car was put in storage for many years by the former President of Bridgeport Brass, and when heirs threatened to sell the car for scrap in 1995, the brothers Manny and George Dragone, owners of Dragone Classics stepped in to save this rare and historically significant automobile. Unfortunately a sister car, Exemplar II built on an Olds Toronado chassis did not escape the crusher so Exemplar I remains one-of-one in existence.
With the rise in collectors’ interest in rare one-off concept cars in recent years, the brothers decided to restore the car to its original glory. Currently the restoration is underway at the Dragone restoration shops in Bridgeport and the car will be the featured vehicle at the Fall Auction at Dragone Classics’ showroom in Westport, CT on Saturday, October 17th along with dozens of other rare classics. Potential bidders can register to bid at www.dragoneclassics.com Bidder registration includes a print catalog, admission to the auction for two people, open bar and dinner for you and your guest and two reserved seats subject to availability.

Courtesy: Dragone Classic Motorcars