If ever there was a German sports car (besides a Porsche) which was capable of captivating the imagination of teenagers around the world, the classic “poster car” to hang in your room, it is undoubtedly the BMW M1.

Produced by the German manufacturer between 1978 and 1981, the M1 is the quintessential sports coupe: wedge-shaped, low and compact, with two seats, a mid-mounted engine and the inevitable pop-up headlights of the era, fitted for the first time to a BMW model.

When it is put that way, it sounds like we are describing a classic Italian GT… and in fact, the styling of the M1 has an Italian touch to it – that of Giorgetto Giugiaro’s Italdesign, as its unmistakable lines can be traced back to the studies carried out at the beginning of the decade on “wedge” shapes. And how can we forget the Bizzarrini Manta, Maserati Boomerang, Porsche Tapiro, Alfa Romeo Iguana or Lotus Esprit, to name but a few of the many designs to come out of Moncalieri.

The production BMW M1 remained faithful to the concepts developed with the Turbo Concept prototype created for the 1972 Olympics in Munich. The model was intended to embody a manifesto for the technological excellence achieved by the German automotive industry. In this case, the shapes were by the talented Paul Bracq who, in turn, was inspired by the best Italian sedans of the late 60s.

The Turbo, it’s simple name clearly communicating its intent, was powered by a two-litre turbocharged engine derived from the 2002 sports car, producing almost 200 horsepower. This was a cutting-edge engine for the time, as cutting-edge as its lines, which were utterly modern, along with a number of on-board gadgets such as a radar warns you when other cars came too close: a piece of equipment which, fifty years later, is today a must-have.

Returning to the design of the car itself, the fibreglass bodywork was created in Emilia to an Italdesign . The 1976 Esprit had in fact lead Giugiaro to expand his research into fibreglass moulding techniques, and to develop a clean, effective method for processing the material. The Esprit, in general architectural terms, closely resembled our BMW. But Giugiaro was not the only Italian draughtsman to be involved: the mechanicals, chassis and suspension all bore two other excellent Italian names, namely Lamborghini and Dallara.

Compared to the prototype, the new sedan shared its supercharged engine in favour of the six-cylinder inline unit from the 635 Csi, for which the newly created Motorsport internal division designed a new 24-valve, twin-shaft cylinder head with technical support from Lamborghini, who had initially been appointed to produce and assemble the unit. Meanwhile, Gian Paolo Dallara, at that time a talented engineer with a wealth of experience at Ferrari and Lamborghini, care of the entire design of the suspension. In Sant’Agata Bolognese, production lines were also prepared and the first prototype was set up for road testing, but the order vanished overnight due to the company’s financial difficulties. With collaboration with Lamborghini on the rocks, production of the fibreglass bodywork was entrusted to a number of other providers in the Emilia region; the interior and a number of mechanical components went to sister company Baur while Italdesign took care of the final assembly in Turin, where the engine, suspension and main mechanical hearts came together, shipped directly from BMW Motorsport in Germany.

The engine, positioned centrally and longitudinally in relation to the tubular trellis chassis, was a six-cylinder, 3453 cc unit with dry-sump lubrication and Kugelfischer-Bosch indirect mechanical multipoint fuel injection. In the road version, this produced 277 horsepower at 6500 rpm and 330 Nm at 5000 rpm. The gearbox was a five-speed ZF manual unit with a dogleg pattern, combined with a 40% locking limited slip differential. Performance was up to expectations, with a maximum speed of 262 km/h and acceleration from 0 to 100 km/h in 5.6 seconds, achieved by transmitting the power to the road surface using Campagnolo alloy rims combined with 205/55 VR16 tyres at the front and 225/55 VR16 units at the rear.

The braking system was also adequate, consisting of 4 self-ventilating ATE 300 mm discs at the front and 297 mm units at the rear, controlled by a dual hydraulic circuit with brake booster and ABS, the latter made in tandem by BMW and Bosch.

The car was unveiled at the Paris Motor Show in 1978 as a road car in order to homologate for competitive racing. In the weeks that followed, however, the FIA changed the rules, increasing the number of units to be produced in order to obtain homologation for Group 5 to a 400, forcing BMW to seek out new partners to reach the required production capacity. The result was a production run which is today estimated at 456 units (400 for on-road use and 56 for competitions), produced between 1978 and 1981. These numbers make the M1 a rare and sought-after collector’s item, in both versions.

Racing M1s were powered by a twin-turbo engine with outputs varying between 850 and 950 horsepower, mounted on a lightweight aluminium and kevlar chassis and lightened bodywork fitted with various aerodynamic appendages. In Group 5, the M1 only collected a couple of wins, at the Nürburgring and at the Salzburgring. In the 1979 24 Hours of Le Mans, the cars stood out for its livery, painted by none other than Andy Warhol.

For the 1978/79 seasoned, the car was also registered in Group 4, but withdrawn after only a few races in order to join the ProCar one-make championship, where today’s most famous models can still be found. The ProCar operation was a highly successful commercial move: the cars, fitted with an engine boosted to approximately 470 horsepower, were entrusted to Formula 1 drivers, whose respective teams allowed them to race with BMW for commercial purposes. The stroke of genius consisted of running the races on the same European race tracks as the Formula 1 world championship, on Saturday afternoon after the end of the test sessions, thus benefiting from grandstands packed with the public who had come for top formula racing and the presence of the leading international sports press. The 1979 season was won by Niki Lauda, followed in 1980 by Nelson Piquet. They were flanked by illustrious names including Elio De Angelis, Didier Pironi and many others. The only exception were the drivers from Ferrari and Renault.

Today, the BMW M1 is rare and sought-after car. Many have ended up overseas, and most of those in Europe can be found in Germany and Switzerland. In Italy, the M1 is a real black swan because of its rarity, cost and, let’s face it, the fierce competition between the two nations. Finding one is not easy, and that is why, as soon as we had the chance, we didn’t have to think twice about immortalising it for the opening shoot for Agorauto.

The example that we have photographed has always been housed on the outskirts of Rome. In use for a few years, it accumulated little more than 30,000 km before participating in an exhibition, surrounded by other cars belonging to a private collection. A photo shoot for Agorauto provided an exciting excuse to take it off the stands and put it back on the road for a few hours. This is a totally original example, paintwork included.

Even today, the M1 is special car, maybe even more so now than it was at the time. Its lines are extremely sporty, but dry and elegant at the same time. Giugiaro is a stylist who needs no introduction, but in this instance, he truly outdid himself, designing shapes and proportions of rare balance. The faired wheels, the recessed handles, the double rear logo and air outlets concealed on the body of the car all embody an exemplary cleanliness. Certain details, such as the pop-up headlights and the rear “Venetian”, were avant-garde musts at that time, while today they add that retro flavour which accentuates if possible even more the charm of this beautiful sports car. This good taste is also to be found inside, in the sporting layout and driving position, in the compact yet complete cockpit, but always characterised by a thread of understatement and rationality which might be expected from a German product. Yet it is embellished with that touch of Italian flair that makes it irresistible.

The post BMW M1, the Bavarian supercar which tastes of Italy appeared first on Agorauto.

We are on the cusp of the new millennium, and the small Peugeot 205 have revolutionised the stylebook of the French manufacturer in recent decades. An incredibly successful and long-lived model, it is by now however feeling the weight of years. Something new is needed in order to make the leap into the new millennium, and Peugeot therefore launched its long-awaited successor in 1998: a small, sportily styled car which, predictably, was named the 206; it would become one of the Lion’s most popular models, and many will remember the advertisement featuring the Indian fan who builds one for himself using an anvil and a hammer.

The 206, which would remain on the catalogue until 2012 (in Iran, where it was produced under licence, it continued until 2020) with approximately 10 million units, marked the debut of Peugeot’s new stylistic language and reworded in updated form the salient traits of the 205, the model that it aimed to replace, while retaining its base concept.

Just like the 205, the new model was available in the inevitable GTI sports version, powered by a two-litre, 16-valve engine generating 136 horsepower, making it capable of sprinting from 0 to 100 in 8.4 seconds and reaching 210 km/h. Furthermore, just like its predecessor, a joyous sporting career was also on the cards for the 206. Who doesn’t remember the monstrous 205 Turbo 16 from those glorious Group B days?

When the 206 was being readied for the race track, or rather, the dirt roads, a problem arose: in order to be homologated as a WRC car for the World Rally Championship, it had to have a minimum length of 4 metres. The GTI was too short, at a mere 3.82 metres.

The French technicians did not lose heart, however, and a solution was found, by creating a new version with modified bumpers, which protruded much more than on the 206 GTI. The next step was to produce 4000 units in production configuration, the minimum amount necessary in order to qualify for the championship: a task which would allow the 206 WRC to participate in the world championship from 1999 to 2003 with drivers the likes of Gilles Panizzi, François Delecour, Didier Auriol, Harri Rovanperä and Richard Burns, and to carry off two driver’s titles, with Marcus Gronholm in 2000 and 2002, and three consecutive constructor’s titles, from 2000 to 2002.

That same year, the Peugeot 206 GT (“Grand Tourisme”, without the “I”), a special, rare version, was listed on the catalogue, created for sporting purposes and now much sought after by collectors. An instant classic which has largely broken through the 20-year age threshold and is therefore rightfully listed under the youngtimer category.

In addition to the bumpers, which give that version a decidedly aggressive look, the GT differs from the GTI due to the design of its 16” alloy wheels (compared to the 15” rims on the GTI) and the identification plate on the central pillar which bears the vehicle’s serial number. Like the mechanicals, which remain completely unchanged, roadholding remains the same as that of its GTI sister, with the exception of the Low profile tyres on 16” rims: brilliant, but not exasperating, and enjoyable in all conditions.

The story of its racing sister is quite different: 300 declared horsepower, 0-100 in approximately 4 seconds and a variable maximum speed depending on the running surface, be it earth, tarmac or gravel, four-wheel drive and a five- or six-gear sequential gearbox. But now, we are on another planet.

In the years that followed, the development of the 206 production range would witness further evolutions to the two-litre, four-cylinder engine, producing 177 horsepower on subsequent RC and GTI180 versions. These engines might wrest the title of “baddest” 206 from the GT, but not its title as the most exclusive, both because only limited and numbered vehicles were produced, and because of its illustrious offspring.

In fact, the Grand Tourisme is without a doubt the 206 to collect and place in your garage, before prices rise any further. It is even better if it is priced accessibly like the example in the photographs, for sale on Agorauto. But beware of fakes, which have been around for a new years now: authentic GT bear the initials WRC on their registration certificate. A little “extra feature” which makes this unusual version even more interesting and special.

The post Peugeot 206 GT, a youngtimer with a worldwide appeal appeared first on Agorauto.

Lancia Delta, a name which brings a lump to the throat of anyone with even a minimum of knowledge of the history of Rally racing. The saga of Turin’s four-wheel-drive sports cars is craved indelibly into the annals of motoring, notching up an as yet unequalled string of victories: no less than six consecutive world Rally Championships, between 1987 and 1992, and four driver’s titles: two with Miki Biasion (1988 and 1989) and two with Juha Kankkunen (1987 and 1991). This inevitably means that day, the Delta HF Integrale series are the most sought-after, collected, appreciated and obviously, talked-about Lancia youngtimers.

A beautiful story started exactly 10 years earlier. The Lancia Delta made its debut in 1979, and was the model that had the thankless task of filling the gap left in the C segment by the Fulvia, which had by then been out of production for more than three years. It was a task that it would perform very well, becoming the second bestselling model in the history of the brand, selling 525,231 units of the first series alone.

Designed by Giorgetto Giugiaro, the new compact Lancia immediately established itself as a premium model in the segment, causing havoc amongst the competition with its taut, squarish lines and balanced, modern proportions, both inside and out. It was a mix of elegance and innovative solutions which at first left the public perplexed, but which earned it the prestigious title of Car of the Year 1980, a ultimate “first” for the Turin brand. This, together with its sporting successes, allowed it to remain in production until 1993 and on the catalogue, with a number of special series, until 1995. The plusses that the Delta brought with it included bumpers in polyester resin reinforced with glass fibre, and a wealth of fittings including heated rear window with windscreen wiper, mirrors which were adjustable from the inside, external finishes in anodised aluminium and stainless steel, modern corrosion proofing treatment and painting systems, iodine headlights and much more.

This new Turin beauty debuted with two engine sizes, 1.3 and 1.5 litres, which were joined by two new, exuberant versions during the first restyling in 1982: the 1.6 GT and the HF Turbo. And it is on the last version that we have chosen to focus our attention. That’s because this is where we find the first real seed of what would become the racing Delta dynasty. The name that they chose is very evocative: the HF acronym immediately brings to mind the Rally racing companies of the unbeatable Fulvia and Stratos, while the turbocharged engines were a must at the time, also due to the popularity endowed by the new Formula 1 rules. The GT and HF use the same engine, the old 1585 cc, four-cylinder Lampredi engine, either aspirated with a carburettor and Marelli Digiplex electronic ignition producing 105 horsepower or with a turbo, again with carburettors, producing 130 horsepower.

The first all-wheel drive prototype was developed at the same time, to be presented the same year at the Turin motor show. Developed using the mechanicals and chassis of the base model, it was fitted with the HF engine boosted to 166 hp, while the transmission featured a transfer case differential with longitudinal drive for transmission to the rear wheels, controlled via a self-locking differential. These were the years in which Lancia rallied using the formidable 037, capable of snatching the world title from the new Audi Quattro, but in which it was clear that the future of racing would be entirely the preserve of four-wheel-drive cars. These were also the years during which the monstrous Delta S4 was developed, which shared little more than its name with the Delta and which would establish itself as one of the few unbeatable racing cars of the famous, unforgettable Group B. Fate interceded with a series of fatal accidents, in essence because of the engine outputs reached which were considered unmanageable at the time, which in 1986 led to the shutdown of the category, and with it, frightening prototypes such as the Peugeot 205 Turbo 16, the aforementioned Audi Quattro, the Ford RS 200, the Austin Metro 6R4 and, finally, the Delta S4.

The International Automobile Federation decided on new regulations for vehicles with characteristics closer to those of production cars. This gave rise to Group A, to which, almost without warning, all of the manufacturers were required to adapt, and at speed. Lancia abandoned its development of the ECV prototype, the progenitor of what should have become the Delta S4 Evoluzione, and focused their efforts on the racing adaptation of a production car.

May 1986 saw the debut of the Delta HF 4WD, a model which was a natural evolution of the HF Turbo, although it marked a step forward in comparison, both thanks to the advent of all-wheel drive, another first for a production Lancia, and for the fact that it was fitted with a two-litre engine the derived from the Thema. The front-wheel drive HF Turbo 1.6 remained on the catalogue, however. The new HF 4WD featured permanent four-wheel drive with a free front differential and epicyclic centre differential, which distributed 56% of the drive torque to the front axle and 44% to the rear axle. In the centre, a transfer case centre differential with a Ferguson viscous coupling and a Torsen differential at the rear. The engine was a two-litre unit with a balance countershaft and a Garrett turbocharger, capable of 165 horsepower at 5500 RPM and 29 kgm of torque.

Here, we find the second, crucial seed in the racing Delta family tree. It is thanks to this car that subsequent evolutions, named Integrale, would come to life, and it is this that the unparalleled cycle of Lancia rally racing victories are due.

Often overshadowed by its more famous, “swollen” heirs, the Delta HF Turbo and HF 4WD are cars to which every devotee owes a lot. The progenitor models of a glorious lineage (with superchargers and four-wheel drive), they laid the foundations for one of the most beautiful and exciting eras of motor sports ever, particularly for anyone who loves Italy.

We also chose to photograph these two examples in order to realise the degree to which, and how such a iconic and stylistically interesting model has evolved.

Whereas the Turbo (This example dates from 1984 and is for sale on Agorauto) still reveals the sharp, dry lines of Giugiaro’s first official sketches, the 4WD (a 1987 model recently sold by Miki Biasion) allows us to discover more rounded, gritty shapes, already aligning with the stylistic features of the early 1990s. This is a formal language that we will find on the subsequent Integrale, together with the “signature” double headlights, which will also be inherited from the last two-wheel drive HF.

The engine compartment and interior betray the 3 years which separate the two cars in the same way, although in essence the gap seems to be much wider: the interior of the Turbo appears more updated, essentially due to the dashboard, which is more “enclosed” and characterised by big buttons, sliders and cogs which still smell of the 1970s; that of the 4WD is more airy and colourful, with its yellow instrumentation and the beautiful three-spoked sports steering wheel that would remain on both the subsequent Integrale and Integrale 16v. Both come with signed upholstery, as befits a real Lancia: Zegna on the first, Missoni on the second.

If we take a peek under the bonnet: the mechanical layout is similar, with the two four-cylinder engines arranged transversely. Looking at the Turbo, a feeling of déjà vu brings us back to the engine compartment of a Beta, with its engine in full view and the Lancia lettering in italics that has remained unchanged since the 1960s. You get a different feeling when you look at the 4WD, with the two-litre Thema properly augmented with an eye-catching turbocharger. It is the same unit which on later road versions will deliver 185 horsepower in the 8-valve version and over 200 in the 16-valve version, effectively consigning this model to history. But the history and successes would not have been possible if someone had not first taken a risk, trying to raise the bar a little higher. Because that’s what the history of the Delta is all about: a tale of engineers and technicians who, at a time when the Italian automotive industry still gave them the chance, tried to raise the bar higher and higher, and, step-by-step, reaching the roof of the world. Today, it is up to us to celebrate this story and tell it to future generations. Maybe behind the wheel of a beautiful Delta.

The post Lancia Delta HF Turbo and 4WD, the genesis of a myth appeared first on Agorauto.

In the rest of Europe, in the mid-70s Germany focused on offering extreme versions of derived from production sedans, and things were generally rather quiet. When Mercedes-Benz began to work with AMG, their perpetual rival BMW turned to its internal sports car department, Motorsport. In 1979, they unveiled the M535i at the Frankfurt Motor Show, a 5 Series E12 powered by the 3.5 litres, 6 cylinder fuel-injected engine producing 218 horsepower from the larger 635i and 735i. Although only a few examples were produced (1410, plus another 240 assembled in South Africa) and despite the fact that it was not a proper M5, the M535i was the car that sowed the seeds which gave rise to a highly successful genealogy.

The first “real” M5 only made its debut in 1984, at the Amsterdam Motor Show. It joined the M535i, compared to which it distinguished itself with its very sober appearance, while on the other hand, it also combined decidedly more high-performance mechanicals, namely that of the M635Csi, with a 24-valve, 286 horsepower and 340 N/m engine with multipoint electronic fuel injection, a self-locking differential, and a four-disc brake system with ABS. It was a wolf in sheep’s clothing, capable of reaching 245 km/h and sprinting from 0 to 100 km/h in 6.5 seconds. It was also an unusual product, different and initially quite misunderstood, so much so that it suffered from internal competition with the M535i which, thanks to its greater aesthetic characteristics and lower cost, achieved significantly higher sales.

It was only with the next version, unveiled at the Paris Salon in 1988, that the M5 became an authentic cult model. Built using the new 5 Series E34 as a base, it was fitted with a 3.5 litre engine with 4 valves per cylinder and 315 horsepower. This time, although its aesthetics remained restrained, they opted for features which made this top-of-the-range version quite unmistakable: special 17” rims, sports suspension, redesigned bumpers complete with spoilers and air intakes. Standard equipment was at the top of the class, as was its performance, with a maximum speed electronically limited to 250 km/h. And for the first time, the M5 was offered both as a sedan and as a station wagon, using the Touring name.

And then 1998 arrived.

Compared to previous models, the M5 was now based on the new, stunning 5 Series E39, continued to tip its hat to sobriety. While not excessive, the new sports car was quite wicked. It remained utterly elegant, albeit demonstrating the muscle and aggression that one might expect from a four-door street racer, but the spec sheet boasted an unprecedented V8, electronic throttle bodies on every cylinder, an aluminium cylinder block and head, variable valve timing with double VANOS system, a semidry crankcase, a 4.950 litre, 4 crankshaft (two per cylinder bank) engine with four valves per cylinder and the beauty of 400 horsepower and 500 Nm. It was a small monster, capable of seeing off various sports sedans with three passengers comfortably seated in the back.

Compared to its “ordinary” sisters, externally, the M5 is wider and lower, featuring bumpers with spoilers and air intakes, marvellous inverted channel alloy wheels and, last but not least, four handsome exhaust pipes in order to immediately remove any doubt. Even on the road, it is quite unapologetic: compared to the previous series, acceleration from 0 to 100 km/h was now 5.3 seconds, while its maximum speed was still self-limited to 250 km/h.

The aluminium McPherson rear suspension and the brand-new multi-link rear suspension with lowered springs, special shock absorbers, thicker anti-roll bars, polyurethane auxiliary springs and steel ball joints literally make this sedan fly like a gran turismo racer. The acceleration is scorching, and stability at high speeds is so good it is dangerous, as it envelops the driver in a muted sense of omnipotence. This effect is accentuated by the fact that, unlike the six-cylinder E39, which is fitted with rack and pinion steering, the M5 retain the recirculating balls system, as for previous generations, boosted with speed-sensitive Servotronic power steering adjustable to two load levels via the Sport button mounted on the dashboard. The same Sport button also acts on the electronic throttles, altering acceleration response.

To rein in these 1800 kg of technology and lust, the car is fitted with “floating” disc brakes – 345 mm at the front and 328 mm at the rear, which respectively lock the 18” rims with 245/40 and 275/35 tyres. Inside, luxury is visible both in the materials as well as in the perceived quality. Leather and poplar wood cover up much of the mechanicals and the electronics, which can be enhanced on request with a radio CD, telephone, satnav and TV.

In September of 2000, the entire E39 range underwent a relatively restrained aesthetic update, which focused mainly on the lights and certain interior details, and which allowed the model to survive until 2003, when it gave way to the controversial E60.

So it was the E60, too big, too different, too powerful (with a 507 horsepower V10), too much everything, which consigned the E39 to history. The E60 was a profoundly different machine, a machine for the new millennium, and made the old M5 the last great BMW sports sedan of the previous century, of the older generation. The last, in short, that you could drive the old way. An automobile which, barely replaced by the new model, instantly became a classic. But why? It is worth trying to understand this by looking at the example which was photographed for Agorauto, where it is also advertised for sale.

This beautiful M5 E39, registered at the end of 2000 and one of the very first restyled units, is stunning in its dark livery, and proof of how its simple, archetypal lines withstand the test of time unscathed. Simple, balanced, proportional, natural lines, where everything is where it should be, in ageless harmony. It has lots of electronics, certainly but not “too much”. And for this reason too, despite having more than one hundred horsepower less than the E60 and being well over twenty years old, this M5 is still a lot of fun and compelling to drive. A classic beauty, to be driven in a classic way.

In short, a spectacle, that you will want in your garage as soon as possible: every day spent thinking about it will be a day of lost enjoyment.

The post BMW M5, Power and understatement appeared first on Agorauto.

The weight of the years was beginning to make itself felt, however, particularly in terms of roadholding, which was quite demanding on wet and slippery surfaces. In a prestige automobile, rear axle with oscillating arms and a central compensation shock absorber represented a solution that was simply too old-fashioned to take on the challenges of the new decade. Added to this was the imminent arrival of new road safety regulations for the North American market, which had always been a prime hunting ground for German sports cars.

For this reason, at the end of 1967, studies started on a new coupé and roadster, with project codes R107 (roadster SL) and C107 (coupé SLC), which essentially differed from the open top version due to its longer wheelbase, the four-seater passenger compartment and the enclosed bodywork. This painstaking design and development work would take almost three and a half years.

The new car was in fact unveiled in April of 1971, in its 350SL version. More robust, stable and sizeable, but ultimately stunning, the R107 sacrificed the particularity of the concave rigid roof which had characterised the previous version in favour of more modern, streamlined lines. A blend of timeless elegance and sportiness which would keep it on the catalogue for a good 18 years, with constant updates which affected the mechanicals much more than the aesthetics.

The new, larger and more robust body literally set the standard, so much so that the R107 became nicknamed the “panzerwagen” (armoured car); a peculiarity which, on the other hand, signified a trade-off on the weighing scales (of over 1500 kg), forcing the German engineers to devise the installation of more generous engines than in the past. As a result, the 107 series debuted with the 350 SL, fitted with a 3.5 litres, 205 hp V8 M116 fuel injection engine, combined with a mechanical four-speed gearbox, or alternatively, a three-speed automatic.

The United States, where the car debuted the following July, saw the launch of the 350 SL 4.5 version of the R107, which came equipped with a 4.5 litres V8. The more stringent American antipollution regulations would in fact have made the three and a half litres of the European version entirely inadequate; suffice it to say that the 4.5 homologated in the USA delivered barely 195 hp, a low number even at the time, and in any case lower than the European version, with its smaller displacement.

Comfortable and luxurious, the R107 provided a worthy solution to the stability issues of the old W113. The new car combined a traditional mechanical arrangement with an engine mounted longitudinally at the front, rear-wheel drive and a ball steering system (servo-assisted) with a modern front axle with independent wheels on articulated wishbones, coil springs, a stabiliser bar and a rear axle with diagonal arms, also fitted with coil springs and a stabiliser bar, completing the picture with self ventilating disc brakes on all of the wheels. This clearly improved the general level of drivability and stability, thanks also to the relatively long wheelbase for a two-seat spider: 246 cm.

This was a dynamic arrangement which rapidly generated calls for better performance: as early as 1972, the 450 SL version made its appearance, powered by the same 4520 cc fuel-injected V8 as the US version, but, liberated from emissions constraints, it was capable of delivering 225 hp in combination with a four-speed automatic gearbox.

The range did not only larger, however: in 1974, with the onset of the oil crisis, Mercedes launched the “small” 280 SL, fitted with the 2.8 litre, 185 horsepower M110 engine, once again combined with a four-speed gearbox. The fifth gear would only appear in February of 1980, together with a modest restyling of the interior. For the occasion, the larger-displacement cast-iron engines gave way to new light alloy units: the 350 SL was replaced with the 380 SL with a 3818 cc, 218 hp engine, while the 450 SL was replaced with the 500SL, powered by a 4973 cc, 240 hp unit, recognisable by the contrasting paintwork on the lower bodywork and the small black plastic wing on the rear boot.

The following year, new mechanical updates were introduced to improve efficiency and consumption, and these became more substantial in 1985, when the interior also once again underwent further restyling. The 280 SL gave way to the 300 SL (2962 cc, and 182 hp) while the 380 SL was replaced with the 420 SL (4196 cc and 218 hp), which could be ordered in a catalyser-equipped version. There were also detail modifications to the top-of-the-range 500 SL, which gained a small front spoiler and 5 more horsepower.

Things went differently overseas, however. The US had traditionally been the reference marketplace for the SL series, and in fact, two-thirds of R107 total production would receive their Green Cards. SLs intended for the US market differed from their European counterparts thanks to a few aesthetic details, including split headlights, shock-absorbent bumpers (which protruded much more obviously) and the third brake light on top of the boot.

The US engine range broadly followed the European one, with inevitable penalties in terms of power caused by the use of catalysed exhausts. Things got interesting when, in 1985, the “sluggish” 420 SL was replaced with the 560 SL, whose 5.6 litre, 227 hp engine, never sold officially in Europe, produced an enviable maximum torque of 373 Nm at 3250 rpm.

For Agorauto, we chose to photograph this stunning example of a 350 SL, preserved with only 112,000 km on the clock, because it forms part of one of the first production batches. The car dates from 1971, the year of the model was launched, and it celebrates its 50th birthday this year. It is also an emblematic example of the fate of the R107: lines that are so long-lived and timeless that it looks much younger than it really is. This is proven by the fact that 350 SLs are only rarely glimpsed at historic car events: paradoxically, for many, it simply looks “too modern”. And indeed, with its taut, clean lines, it certainly was at the time. Suffice it to say that the most credible British competitor of the Time was the rather more baroque, temperamental and now venerable Jaguar E-Type. This feeling is further strengthened by the fact that anyone over 50 today remembers the days when, at the turn of the 1990s, it was still possible to order an R107 from a Mercedes showroom.

The downside, albeit a positive one, of a car which looks less of a classic than it is, is that today, the 350 SL is one of the most pleasant, reliable and enjoyable cars of the early 1970s that you can still buy. And all at very reasonable prices, as demonstrated by this example, on sale right here on Agorauto. Velvety, full-bodied and solid, it marks a return to all of the quality of the Mercedes cars that fans of the brand still miss.

The post Mercedes 350 SL perpetual youngtimer appeared first on Agorauto.

The first series of the Siata Amica appeared in the second half of the 1930s, as a custom-built version of the newly released Fiat 500 A. It was a car which thought out of the box, which made it rare at the time, and extremely rare today.

It is easy to see why: with bodywork by Bertone, the Amica was a kind of distillation of the best that the company had to offer, on a “Topolino” base. The result was a small car which, with a completely new bodywork and refit, took luxury to its very limits. It was also a rather anomalous product, because, in an era in which very few Italians could afford a car, those with the wherewithal to buy an Amica would probably spend their money on something more spacious and functional. The Amica, on the other hand, was aimed at a niche audience, at the wealthy who could afford more than one car, who already had at least one well-appointed car for the entire family, and who could therefore afford the luxury of buying another car, smaller and prissy, but prestigious nonetheless.

When it came to shaping the Amica, Bertone produced a miniature of his larger and more streamlined Fiat 1500 cabriolet, with its “windbreaker” grille, fold-down windscreen, smooth and elongated fenders, and sharp tail. Despite its truly “petite” dimensions, the little Amica managed to maintain an excellent balance of shapes and proportions, giving the illusion, when viewed from certain angles, of a car from a higher segment.

Its fittings, on the other hand, were truly from a higher segment. Materials and finish were the best at the time, and the state of conservation of the example photographed for Agorauto bears witness to this, almost ninety years later. The quality and sophistication of some of the bodywork details are impressive, such as the integrated hub caps, the mechanism for lowering the windscreen, the additional front lights, the side friezes, and the luxurious three-blade moulded bumpers which follow the curves of the bodywork.

But the interior is even more surprising, with finishes which are truly worthy of a car with a quite different pedigree: the dark green leather finish on the upholstery and door panels with pockets, the comprehensive and graphically refined instrumentation, the glove compartment with its door, and the radio perfectly co-ordinated with the instrumentation and knobs.

The highlight is the soft top, which is by now damaged at its most delicate points but still completely original. Made up of three thick layers and an internal green woolen cloth covering reminiscent of the leather and padding of a saddle, it sports a modern-style bellows-like folding movement, a small rear window made of safety glass, and incorporates a small ceiling light.

Yet Siata’s efforts are not limited to the fittings alone – quite the contrary. The best is to be found under the bonnet, where the half-litre Fiat engine is fitted with a Siata overhead valve head (these were originally side-mounted) and a Weber 26 carburettor instead of the standard 22 unit. The result is a maximum power which is increased from 13 horsepower in the standard version to approximately 20 hp. That is only an additional 7 hp, but in absolute terms, it represents a power increase of more than 50%.

From the moment it was purchased, the car in the picture, built in 1939 on a 1938 chassis, was only very rarely used: the war began a few months later, and, for fear of it being requisitioned, the owners walled it up in a building close to the capital.

At the start of the 1950s, the little Siata was rediscovered and put back on the road, in the original condition in which it still stands today; the only concession to the passage of time is a surface refresh to the paintwork and the chrome on the bumpers. Its only occasional use enabled its preservation, but that was not enough for it to escape the notice of Cavalier Bruno Tondi, a restaurateur and entrepreneur from Velletri.

The great enthusiast that he is, he sensed its value and, after a courtship which lasted years, managed to acquire it and maintain it in its exceptional state of conservation, which makes it a useful and significant reference for the restoration of similar models. The mileage shown on the speedometer, which is just under 43,500 km, seems perfectly believable.

But what happened to Siata after the Second World War? In 1949, they restarted operations with the Amica, which was still offered as a small two-seater cabriolet on Fiat 500 “Topolino” mechanicals, but now with new, more modern bodywork, and integrated mudguards. The following year, it was the turn of its older sister, the Daina, offered in both cabriolet and coupé versions on mechanicals derived from the Fiat 1400.

1952 saw the arrival of the prestigious 208 Sport, with bodywork designed by Giovanni Michelotti and Fiat 8V mechanicals, a model on which Siata itself had collaborated. But the bulk of production continued to focus on small displacements: this was followed with the stunning 300 BC, which also achieved success overseas, and, in 1959, the Siata-Abarth 750, available in both coupé and spider versions. In the 60s, however, the company lost its way; this period saw the arrival of the coupé TS, derived from the Fiat 1300-1500, and the Spring, a spider with retro lines and Fiat 850 mechanicals, the swansong of this small but refined Turin company.

The post The Siata Amica, a luxury discovery in a favour box format appeared first on Agorauto.

Born in Palermo on March 4, 1933, Nino Vaccarella was one of the last eyewitnesses to the golden era of motor racing. A leading protagonist in one of the most beautiful periods of all time, in sports terms, which straddled the 1960s and 1970s.

Fabulous years, when cars were fast, drivers were heroes, and the sum of the two created a fascinating and passionate, yet at the same time simple, genuine and earthy combination. A universe about which it was much easier to be passionate than it is today, in which everything was rarefied, unattainable and excessively, blatantly expensive.

It is important to paint a background picture in order to be able to draw a proper profile of this proud Sicilian driver, who has gone down in history as the “Flying Dean” or the “King of the Madonie”. Vaccarella was a pure-bred Sicilian, a standard-bearer for his native land, where he also won the Targa Florio, the Sicilian race par excellence, the “cursa”, as it was known, but that was not all. For Vaccarella was by no means only a local driver. As he himself often insisted, the Targa was his hometown race, the one in which the affection and bond with the public was strongest, but it was not his favourite.

“For Sicilians, the Targa Florio was everything. A myth, a legend. An extremely difficult race, full of pitfalls, with curves rising and descending, both fast and slow, on different types of asphalt, passing through villages, where sheep might emerge from the fields. For Sicily, the Targa Florio was a real party. People would leave home early, pitch a tent, light a bonfire and cook. They would even gamble. The public would be there, along every one of the 72 kilometers, cheering wildly, the hills would be full of people. And if I withdrew, the public would leave. It was a beautiful love story.”

But the man who raced and won practically almost all over the world loved big, fast circuits like Le Mans or the old Nürburgring. But he was indissolubly linked to his Sicily. “If Sicily had a motoring face, it would be that of Nino Vaccarella,” Enzo Ferrari said of him. A man who was not only a winning driver, but also the living incarnation of the talent, pride and redemption of a people.

After graduating in law, following the premature death of his father, “Ninni” Vaccarella inherited, with his sister, the management of a private school. He also inherited a Fiat 1100 from his father, with which he competed in his first local races, which grew out of the machines and riders of the Giro di Sicilia, which at the time literally passed beneath his house: people like Piero Taruffi, Gigi Villoresi and Alberto Ascari. The 1100 was certainly not a sports car, but it was good enough to give him his first experience, his first “bumps and bruises”, but also to earn him his first placements, and prove that he had “the right stuff”.

In the mid-Fifties, the teacher bought a Lancia Aurelia 2500, with which he participated in various hill climbs, and then he bought a Maserati, with which he was finally able to fight on equal terms with the competition. It was behind the wheel of this car, with which he was able to compete in the Sport 2000 category, that he was noticed by Count Giovanni Volpi, who gave him his first real racing job: on the Scuderia Serenissima, a team with exceptional cars and drivers. His teammates included Joachim Bonnier, Graham Hill and Maurice Trintignant. The cream of the motoring world at the time.

“Before I started racing, I wanted to be someone like Ascari, Fangio or Moss. But I also felt I had my own very strong personality: I wanted to become Vaccarella. Nino Vaccarella who beat the champions. My friends all thought I was crazy. But when I started winning major races, they looked at me with different eyes”.

This marked the first step towards a glorious career, spanning 18 years, which would see him participate in more than 120 races, including Formula 1, and many, many victories, including three on the Targa Florio: in 1965 in a Ferrari 275 P paired with Lorenzo Bandini, in 1971 with Toine Hezemans in an Alfa Romeo 33/3 Sport Prototype and in 1975 with Arturo Merzario in an Alfa Romeo 33TT12, in his last race as a driver, a grand salute at the express wish of Autodelta owner Carlo Chiti. A hat-trick achieved only by Olivier Gendebien and Umberto Maglioli, and him.

For Vaccarella, as shy and reserved as he was determined behind the wheel, the Sports prototypes were in fact his favourites: with them, he won the world title in 1964 in a Ferrari, and he always achieved his best results in them, always switching back and forth between his activities as a driver and as a headmaster, perpetually divided between school benches and curbs. It was this scholastic commitment, together with his visceral bond with his homeland, which led him to turn down the Commendatore’s invitation to move to Modena. It was a choice which inevitably penalised him compared to other official drivers, but which gives the measure of the man, and his way of dealing with life.

“My favorite circuit is the old Ring, without a doubt. A terrible, unforgiving circuit. Difficult, extremely difficult. The most difficult circuit in the world. Because it was fast. The Targa was never fast… They always say that I was the Targa man, and I was, but I didn’t love it particularly: I was a high-speed man. I loved Le Mans, Spa – Francorchamps, the 300 km/h bends. In the Targa Florio, I excelled because I had to excel: because of the vast amount of knowledge that I have of the circuit, and, above all, because I am Sicilian.”

There is one episode, which remains well-known, when, at the end of the 24 Hours of Le Mans in 1964, which he won together with Jean Guichet, Vaccarella abandoned the celebrations to race to the airport to fly back to Sicily, to be at school the next morning. It was a historic victory, in the Ferrari that he loved so much, and in which he made his mark, although he also drove for Maserati, De Tomaso, Lotus, Porsche, and Alfa Romeo.

He drove a Ferrari when he won his first “Targa” with his teammate Bandini, but he also triumphed at the Nürburgring with Scarfiotti and at the 12 Hours of Sebring with Ignazio Giunti and Mario Andretti. Mythical names which conjure up a world that no longer exists, made up of faraway races reported over scratchy radios, and packed, deafening races, experienced by looking over the balconies in villages or crowded along the countryside straights. A world which is slowly but surely vanishing, crumbling away. A world from which, on September 23 last year, the racing world’s most famous Dean took away another, stunning piece.

“Happiness is making your dream come true. It’s not the money, it isn’t the wealth. I had a dream and I made it come true. By myself. Vaccarella became great by himself”

The post Tribute to Ninni Vaccarella: wildly in love with the “Targa”, but unbeatable anywhere appeared first on Agorauto.

Collector Andrea Levy first had the idea a few years ago, following a meeting with Aldo Brovarone, the Pininfarina guiding light and creator of some of the most beautiful cars to come out of the famous Turin bodywork shop. A few names are enough to give you an immediate idea of the calibre of Brovarone’s work: Maserati A6 GCS/53, Dino 206/246, Alfa Romeo Spider “Osso di seppia”, Peugeot 504 Coupé, Lancia Gamma Coupé.

Levy’s initiative took its cue from the latter, an example of which he decided to acquire as a homage to the Biella-based stylist, with whom he immediately established a relationship of sincere esteem and friendship. Once he received the vehicle and its accompanying documentation, Levy discovered that the colour combinations for the Gamma Coupé included nine different schemes, all of them absolutely beautiful. The initial idea then took on a new, challenging turn: Andrea decided to organise a surprise event for Brovarone, planning to find an example of each production colour of the iconic model, still very much appreciated by “Lancisti”, and not only for the elegance and purity of its lines. The hunt for the cars started, trying to alternate between the different series and engine sizes as much possible. The task would take longer than expected, because of the rarity of some of the configurations: Gamma coupés in black or yellow are in fact extremely rare.

In the meantime, unfortunately, destiny decided to take a hand, and Aldo Brovarone passed away on October 12, 2020. What was intended to be a surprise then became a homage honouring the Maestro, exactly a year after his death. Over this period, Levy discovered and purchased the cars (a total of 13 vehicles, including a number of potential “donor cars”), which were conservatively restored at the headquarters of the Turin Heritage Association in Sant’Ambrogio di Torino.

And it was from the Turin Heritage headquarters that the event dedicated to Brovarone set out on October 12, 2021: at the wheels of the nine vehicles, now owned by the 777 Collection, an equal number of representatives of the national press embarked on a short tour which took in the centre of Rivoli before heading for Mauto, the National Automobile Museum. Here, the cars have been positioned and will remain on display until October 24. Their lines and colours are a good way of showing the general public the art created by the master designer Brovarone.

An unusual and colourful setting provided the backdrop for an evening talk during the course of which leading lights in the history of Turin and Italian bodywork, led by Mariella Mengozzi, Director of Mauto, and Andrea Levy remembered the Maestro: Paolo Pininfarina, who remembered how Aldo Brovarone was the first person he met and worked with on the first day of his internship at Cambiano, followed by Enrico Fumia, Leonardo Fioravanti, Lorenzo Ramaciotti, Diego Ottina, Fabio Filippini, Giancarlo Perini, Ercole Spada and Paolo Martin who participated by telephone.

Anecdotes about Brovarone also came from Giuliano Silli, the master designer’s biographer, from Enrico Masala, the executive in charge of the Lancia brand during the years of the Lancia Gamma Coupé, from Daniela Fresc, who edited a monograph, from collectors Sylvie and Urs Jacob, who restored a Cisitalia together with Brovarone, from Paolo Falcinelli and Toni Cestarollo, president and vice president of the Lancia Gamma Club, and from Giuseppe Gremo, Secretary of the Air Force, who spoke about the Maestro’s second passion, aeronautical design.

His nephew, Cesare Brovarone, then shared some personal memories, together with Alfredo Stola, who collaborated with Brovarone on the creation of a number of prototypes including the Stola Dedica and the Ruf RKSpyder StudioTurin, which were present at the event. Official bodies also contributed, starting with Cavaliere Rodolfo Gaffino Rossi, the creator of the Matita d’Oro award and former director of Mauto, followed by Andrea Tronzano, Budget and Finance Assessor for the Piedmont region, Michele Albera, Director of Transportation IED, Antonio Traversa, ASI federal adviser, journalist Yuko Noguchi and Benedetto Camerana, president of Mauto.

It was a moving celebration, and allowed everyone, for one evening, to relive and share the refinements, genius, dedication and action of a grand master, whom everyone remembers as in love with his work, but also passionate, generous and humorous.

“We wanted to remember and to celebrate Aldo Brovarone with the same affection and passion that he shared with us over the years,” said Levy. “It was a nice journey with all of the Lancia Gamma Coupés, bringing them to the public and to all of Aldo’s friends, in an evening full of memories. Aldo would have been happy”.

The post Gamma Colors: This is how Turin remembers Aldo Brovarone appeared first on Agorauto.

4 days, 115,000 m2, 1600 exhibitors, 4 exhibitions and more than 5000 machines: these numbers, while interesting in absolute terms, are quite exceptional for the first major trade fair in the post-covid era. In fact, Padua brought together all of the “orphans” of the major international events which were cancelled in 2021, ranging from Retromobile Paris to Technoclassica Essen, breathing life into a unique alchemy of enthusiasm, vitality and healthy passion. And what’s more, it also gives the economy a helping hand: with a wealth of car sales, many of them to Italian collectors, new and old.

In fact, the trade fair also succeeded in its challenging aim of intercepting the trends of an increasingly varied and diverse public: racing cars and classics, youngtimers and instant classics, to catch the attention of even the youngest, who have been entrusted with the task of picking up where their parents left off, and giving a future to a sector which incorporates economics, culture, tradition but above all, passion.

““<em>This is the most stunning trade fair of the last ten years -</em> commented boss Mario Carlo Baccaglini – “Passion has overcome everything. Today, we can really say that Auto e Moto d’Epoca is an international reference point for all vintage car sectors, exhibitors, traders, collectors, and enthusiasts from Italy and around the world. ”.

The most intense moments included starting up the 1907 Fiat 130Hp, part of the collection of the National Automobile Museum in Turin and displayed at Padua as part of the “Italy Winning The Races” exhibition, dedicated to the Italian brands that have featured in the history of these competitions. A racing thoroughbred with a displacement of more than 16 litres, and a French Grand Prix winner, it aptly demonstrated how an object more than a century old can draw and thrill visitors of all ages, even children.

Keeping the Fiat company there were a Maserati 26B, Alfa Romeo P2, Lancia D50, Ferrari 500 F2 and a 156 “Sharknose”. To even things out, there was also an exhibition of motorcycles under the same title, representing Italy’s most successful brands.

In between, an impressive array of Bertone prototypes presented by the ASI as well as the ACI Storico exhibition dedicated to the golden years of the Italian Superturismo championship, leading lights of which breathed life into an exciting debate on Saturday, and the great Lancias of the World Endurance Championship, straight from the Fondazione Macaluso: the Beta Montecarlo Turbo, LC1 and LC2.

There are too many market highlights to list them all, but the forceful presence of the Cavallinos is worth noting: two 275 GTB, an incredible Ferrari 250 GT Drogo, the only 365 GTB/4 “Daytona” still in its original Mustard Yellow livery, the last 365 GT/4 2+2 produced, the last 365 ever, and the unforgettable 512 BB Le Mans in its “Ferrarelle” livery, formerly of Fabrizio Violati Scuderia Bellancauto, exhibited next to the meanest-looking 550 GTC.

Finally, the theme of electric mobility was everywhere to be seen, represented by the pioneering Zagato Zele and Fiat X1/23 from the 1970s, to the 1990 Mercedes 190 Elektro, straight from the company museum in Stuttgart, to the record-breaking ZER and Blizz Primatist prototypes and Romeo Ferraris’ stunning Alfa Romeo Giulia ECTR, along with the latest innovations from FCA, Mercedes, Bentley and McLaren, and restomods represented by Citroen 2 CVs and Meharis converted by Cassis Club experts.

The post Auto e Moto d’Epoca brings back the passion appeared first on Agorauto.

Military equipment is born and developed recently out of necessity. Naked and raw, often gladly put together in record time, it has a single goal: to satisfy wartime requirements for agility, versatility and reliability under all conditions. In a few seconds spent hesitating over an ignition switch can mean the difference between life and death.

This specific design philosophy, together with a historical and engineering value, makes military vehicles real cult items for enthusiasts, who make the most varied use of them, either Sunday outings or historical reconstructions with thousands of participants, during which past battles and events are recreated down to the smallest detail.

Every historical period and major conflict was characterised by specific vehicles, be they airborne, afloat, amphibious or off-road. Speaking of the latter, if the Second World War is the classic setting for the German Kubelwagen and the American Willis, Vietnam was definitely the setting for the Ford MUTT.

M.U.T.T. (Military Utility Tactical Truck) is the acronym by which the Ford M151 became known. The M151, the final evolution of the original “jeep” (general purpose) concept, for which the Ford Motor Company won the tender in 1951. Put into production at the end of the 1950s, the M151 replaced the older M38 from 1960 onwards, remain in service for about 20 years, and equipping more than 100 armed forces around the world.

It was retired from military service in the early 1980s, when it were replaced by the Humvee; production then continued for export only.

Distinguishable from the front by its horizontal slits (Jeep copyrighted the vertical slits), the new off-road vehicle was a quarter-ton machine (intended for minimum transport capacity on mixed terrain) and was characterised by its body with a larger compartment, particularly in terms of width, when compared to the old Jeep. The general layout was similar to the previous model, with a front-mounted engine, all-wheel drive and an open configuration with canvas roof and doors. Under its skin, however, the MUTT introduces a number of innovations, from its monocoque chassis, a groundbreaking solution for an off-road vehicle, to its independent suspension with coiled springs instead of rigid axles and leaf springs: a solution which allowed higher speeds and better agility on rough terrain without sacrificing too much ride comfort, but which made early versions (prior to 1964) sadly infamous for their poor ride stability.

Another unusual feature was the four-speed gearbox with a very low first gear, which in practice,replaced the reducer. The advantage of this arrangement was the lower mechanical complexity and savings in terms of all-up vehicle weight, as it was designed to be transported by helicopter and dropped by parachute.

The first “unarmed” version of the M151 entered service in 1960. It was capable of exceeding 105 km/h and transporting 362 kg off-road – 554 kg on the road – and of towing 680 or 970 kg respectively, with a range of more than 450 km. In 1964, this was followed by the M151A1 with slight modifications to the rear suspension, both to stem chronic roadholding problems and to facilitate the transport of heavy loads. The derivative versions, M151A1C and M825, could in fact be equipped with a 106mm M40A1 recoilless cannon, 7.62 or 12.7mm calibre machine guns, or TOW anti-tank missile launchers.

However, the changes to the rear suspension proved insufficient to improve safety and manoeuvrability, particularly on tight corners. Some said that the MUTT behaved even better than the competition of road, thanks to its low centre of gravity due to the self-supporting body and independent suspension. However, these two characteristics also led to failures to understand the real limitations of the vehicle on the road and to underestimate its speed on curves, further exacerbated by its high wheels and short wheelbase. A further, more drastic reworking of the rear suspension was therefore necessary, which led to the introduction of the new M151A2 version, launched in 1968.

Further variants included the M718 and M718A1, fitted out as front-line ambulances with an extended cabin (the “short” MUTT was a mere 3.35 metres long) to allow stretchers to be transported.

Whereas earlier MUTTs are sought-after because they are rarer and “purer”, later versions are conversely almost free from defects. That is why many examples, “demilitarised” by cutting the frame into four parts close to the front seats, are then re-welded and resold by traders, who certainly have no trouble finding enthusiasts interested in such a versatile vehicle.

By the second half of the 1960s, the MUTT was already a favourite “lab rat” for off-roaders, who overtime learned to understand, study, modify and improve it, both at home and abroad.

Unbeatable in mud, in Italy in the 1980s, the M151 became one of the most popular models among fans of the CIVF, the off road speed championship, thanks to its low weight, ground clearance and excellent mobility, all of which were features designed with the wetlands of Vietnam in mind. On the mechanical side, on the other hand, folks often indulged themselves, transplanting units whose displacement and, in particular, horsepower exceeded the 72 horsepower of the production model.

At that time, the car also caught the eye of a coachbuilder in Riva del Garda, Ennio Perini, who at first specialised in the recovery and restoration of used MUTTs, and then set up his own production of vehicles reconstructed in fibreglass, inside of which he inserted a square tube frame. The Perini M151S retained the shape and spirit of the original vehicle but, after more than 30 years in the catalogue and with approximately 2200 units produced, it has been continuously improved, starting with its lockable differentials, which were never fitted to original vehicles.

Obviously less valuable than a Ford, MUTTs by Perini, who are still in business today, are nonetheless sought after and appreciated by enthusiasts. The example that we photographed for Agorauto, owned by a collector from the Rome hinterland, also received the careful attention of the Trentino coachbuilder. A former military vehicle, it has been refurbished as a “full optional” of the era: it features all of the special graphics, both painted and adhesive, and comes with a snorkel, transmitter, fuel tanks, spade, axe and even an old military map!

The post M151 MUTT, the Jeep for Vietnam appeared first on Agorauto.