Gutenberg Versus the Internet: Paper or Electrons?

Let me point out up front that the Internet and the World Wide Web (WWW) are like the house that is mentioned in the Gospel of Saint Matthew. That house was built upon the sand and when the rains came, and the floods followed along with the wind, the house fell and vanished. So it is with the world in which this column resides. This is merely a big wad of electrons and could vanish into the ether at some point with nary a trace. It happens all the time.

Not long ago, several scientists wrote a paper using references they gathered from various sites on the internet and the WWW. This was gone to capture some data that was being rapidly developed and, in most cases, not readily available elsewhere. Within months, sites containing information essential to their paper began to vanish. Poof. Gone. This meant that their list of references had to be corrected. In scarcely more than a year, a substantial portion of references cited by the paper from internet and WWW sites were no longer available. As a result, the authors were forced to either find other references or withdraw the article since the findings could no longer be validated or referenced by others.

Here at Atlas F1 there is huge amount of historical data in The Nostalgia Forum. Much of this data is not available elsewhere. Despite the usual precautions such as back-ups and other safeguards, all this information could simply vanish through an error from a fallible human or some techno glitch that should not be possible but still happens. Or, since nothing is forever, Atlas F1 could shut down, lock the door, and put the power setting to the O-F-F position. This would mean years of research of digging would simply not be available. Gone. Poof.

I have little faith in the capability of the Internet and the WWW, as currently configured, to serve as long term depositories of information. It is still a developing technology and both unstable and unreliable in more ways than we are willing to consider. At some point, the information locked into the now easily smashed and scattered electrons will become, well, more like paper in its accessibility.

A major problem with some of us from earlier generations is that we simply cannot shift our allegiance to the world of electrons from paper. There are some distinct advantages to electrons in many and various ways, but there also the specter of all the disadvantages hinted at earlier. Yes, electronic mail has become part and parcel of our world, old and young alike. Few now continue to print out their email and then read it, a not uncommon practice in the past. This very magazine can exist without the necessity of being tied to the printing facilities and distribution systems which it would otherwise need if printed in the traditional, paper, format.

However, there is a certain sense of tactile satisfaction in holding paper in your hands and reading it that does not exist when you have to squint at screen and read what appears on it. I still find it much easier to print various articles or other similar information which appears on the internet and then read it.

I am reminded of the sand that all this is built upon whenever I take a glance at the materials stacked on the shelves of the Jenkinson Manney & Whitlock Memorial Reference Library. It is named for three of the better scribes to ever scribble words on paper for folks like us to read: Denis Jenkinson, Henry Manney, and Joe Whitlock. It is composed of sheets paper between the covers of books or magazines and a very large number of file folders jammed into file cabinets or stacked on the Project Table.

Paper Please

Several years ago, I wrote about an issue of Sports Car Graphic from 1966. This time I am going to consider the January 1964 issue of Road & Track, primarily because it was the issue that happened to catch my eye. The cover is a painting by Bill Neale celebrating what is written in the top left corner of the cover: "Jim Clark, 1963 World Champion."

The cover of the January 1964 issue is easily one of the best of those to ever announce the presence of the magazine to the reader. Even after all these years it looks great. Had you encountered this magazine at a newsstand or a drugstore news rack, it was yours for a mere fifty cents. Plus any local sales taxes, of course.

The January 1964 issue of R&T is Volume 15, No. 5 and reached the newsstands and subscribers somewhat earlier than the date on its cover, in late-November of 1963. In those days it was published by John R. Bond, Inc., of 834 Production Place, Newport Beach, California 92663. John and Elaine Bond were on the masthead as the publishers, but were much more than, of course, to the magazine. John Bond had joined the magazine as its technical editor during its fledgling days as it struggled to survive and carve out a niche to hang on to for dear life. Then the Bonds had bought the magazine and gave it the panache that set it apart from the others at the newsstand.

By the time the magazine found its way to the readers, much had taken place in America that was not reported within its covers. President John Kennedy had been assassinated in Dallas on a Friday, his alleged assassin in turn being gunned down by Jack Ruby the following Sunday. Lyndon Johnson was now the President of the United States. The Civil Rights movement was a presence in our everyday lives for those of who lived in the South. It was also a presence felt elsewhere, but perhaps not quite as intently. As we were being reminded, the times were changing. Yet, within the pages of R&T that world is not reflected. Nor did we expect to find it there. After all, this was a "car magazine."

The staff listed on the masthead with the Bonds is worth a mention, at least in part. The editor was Dean Batchelor and the associate editor James T. Crow. The technical editor was Tony Hogg, newly appointed to that position effective this very issue. Next to Europe is the name of names in some cases: Henry Manney III. Hogg would later become the editor and Batchelor move on to be, well, Dean Batchelor. Henry Manney would eventually return to the United States and once again settle in California with the delightful Miss Ann, his wife. Europe was never quite the same until America sent Ozzie Lyons' son Pete across the ocean to take up where Mr. Manney left off.

Often it is the advertisements alone that are worth the effort to open the magazine and begin eyeballing the thing. It was quite an event to find out that each and every standard shift - as in three speeds and on the column - transmission in a Ford now had synchromesh on Low - first - gear. As we were reminded by Ford, no more "crr-r-runch" as you dropped into low while still moving when the light changed. This was a Big Deal to more than few out there.

Assuming that you lived relatively close to the sole importer of BMW, Hoffman Motors Corporation of Park Avenue in New York City and Wilshire Boulevard in Beverly Hill, you could snap up a Series 1800 for a mere $3,298, a Series 1800 TI Sport for $3,530, and the Series 1500 for $2,995. The "suggested prices" included "20 features ordinarily considered 'extras.'"

Another page later and you have Volkswagen of America asking, "How much longer can we hand you this line?" The advertisement is a single line tracing the outline of the original Beetle. Clever, effective and helped to give the lowly beast of burden a certain flair that few other cars ever achieved in America.

Turning the page again, the reader is told, "You can't please everyone." The Lotus Elan, we are told, is built to so that it will have that "particular appeal for a few." In other words, if the basic Chevrolet Chevy II with its little four-banger and three-speed on the column, bench seats, and ox cart suspension was your idea of transportation, read no further. Should you wish to have a Lotus Elan with its "street de-tuned 1558cc engine delivering 105 bhp at 5700 and red lined at 6000-6500," and place an order for one to be delivered in "later '63 or early '64" and willing to part with $3,922 P.O.E., West Coast, someone was quite willing to discuss the matter. The "exclusive factory distributors and agents for California, Arizona, Washington, Oregon, Utah, Idaho" was the Bob Challman Ecurie Shirlee Corporation located at 2301 Sepulveda Boulevard in Manhattan Beach, California. You could reach them by telephone at Frontier 6-8833.

Once again turning the page, you are reminded in a double page layout that slot car - or model car - racing was BIG in America at this time. With the line, "they're by Revell of course," Revell offered an eager public cars in both 1/32 and 1/25 scale - the Corvette Sting Ray GT and XKE Jaguar GT in the former and the Lotus Mk XXV GP and BRM GP in the latter. I am surprised that there is not evidence of when my brother and I drooled over this page - and similar ones elsewhere.

Flipping the page to page 11, we are looking at a Special Report: "The Land-Rover and Crime," a very clever advertisement by Rover Motor Company of North America. It highlights the use of Land-Rovers by "the police in 37 countries and the bandits of at least 1." In the drool, understated style that made the Rover ads second to only Volkswagen, the ad describes the use of Land-Rovers in The Great Train Robbery - "which bought the title back to England." There are nice maps of the areas around Cheddinton and Longfield, sites of the robberies discussed in the text. Very clever advertisement and one that I immediately recalled at first sight.

On page 12, we encounter Time & Place, "a calendar of motor sports events." It is interesting to note that there are Formula One events scheduled in 1964 for Pau, Brussels, Rome, South Africa at East London, and the Phoenix GP is (T) for tentative. The Hoosier Grand Prix, 26 July, and the Trenton 200-mi race are listed as Libre events. What is interesting is that the vast majority of the events are international (for which one should read as European) events with scarcely a mention of any of the national sports car events such as the rounds of the United States Road Racing Championship which was entering its second season in 1964. It was evident even at the time that R&T seemed somewhat embarrassed to be stuck in America and with only the rare exception placed anything foreign - European - over anything American. It is safe to say that this message was received loud and clear by more than a few of us at the time.

On page 15 we finally reach the innards of the magazine, Miscellaneous Ramblings by John R. Bond, the place where Bond provided various tidbits of news, voiced his opinion, and generally pontificated on the automotive world as he saw it. It was required reading among those in my group. True, as we were in our late-teens we didn't quite understand some of the nuances that Bond often included in his observations, but the name was warranted - the man rambled all over the place on miscellaneous subjects. In this issue the formation of the Kissel Klub for Kissel owners is announced, the secretary being E.E. Husting at 39 Pinckney St., Boston, 14, Mass. Then, in a section entitled "Back to Indy," Bond discusses the recent announcement that Studebaker was returning to Indianapolis with three cars, all of them using the Ferguson four-wheel drive system. Bond gives us a quick overview of the FWD efforts at Indianapolis along with those of Studebaker, including its five car teams of 1932 and 1933.

Finally, it is page 18 and we are finally given a story, that of the "50e Salon de L'Automobile de Paris 1898 - 1963," story and photos by Henry Manney III. It would be untruth to say that I paid much attention to the article a the time. Car shows were never much of my cuppa tea. At the time, the only item which caught my attention was the new Ferrari Pininfarina effort, the 250-LM. As Our Man Manney writes, "Ferrari, at least, hasn't waited for the Italian show. Casting a sidewise look over his shoulder at the silver ATS coupe (a competition one is coming), he got Pininfarina to clap a dishcover body on the 250-P Le Mans winner and ecco! A 250-LM for Le Mans. This is to replace the normally disposed GTO of sainted memory and will cause all sorts of opprompling in the higher-class used car lots all over the country." Naturally, our teachers and everyone else we came in contact with were introduced to the word "opprompling" at the first opportunity. Otherwise, we gawked at the Corvette that Pininfarina did one of its styling exercises upon and find that the Sting Ray really did look better without the split rear window.

On page 24, Warren Fitzgerald did a retrospective of the past exhibitions at the Salon de l'Automobile de Paris, "Glories of the Past." The article covered some of the cars that appeared from the 1923 Panhard to the 1937 8-C-2900-B Tipo Mille Miglia Alfa Romeo. While I now look at the cars very carefully and nod knowingly, it is doubtful that I spent more a seconds on the article at the time. Well, maybe a minute or two on the aforementioned Alfa Romeo with its Touring "Superleggera" bodywork and the coupe body built by Figoni et Falaschi on a Delage D-6-70 sport chassis for its owner, Madame Richer-Delavavu. That the Delage was driven to a fourth place finish at Le Mans the following Summer was a motivation to learn more about this whole sort of thing.

Warren Fitzgerald also had the following article, the monthly salon feature. This month's subject appeared at the 32nd Exposition Internationale d'Automobiles de Paris which was postponed a week due to what is now known as the "Munich Crisis," to 13 October 1938. This placed the London and Paris Auto Shows in direct competition with one another. Therefore, few Britons laid eyes upon the Rolls-Royce Phantom III Franay Sedanca de Ville. The example in the article was originally owned by Carl Thiel, the owner of La Maison du Papier of Zurich. The chassis was guaranteed by Rolls in March 1938 and appeared at the Paris Show in October. Thiel owned the car until he sold it to Edward Gaylord of Highland Park, Illinois in late 1957. It then went to Jack Albert of Cedar Rapids - a Facel Vega was a part of the deal to get the car, and then to Jack Nethercutt within a year. Nethercutt then sold the car to the Harrah Automobile Collection located in Reno. I don't think that I actually read the article until some years later.

Pages 34 through 39 is a photo biography of Jim Clark by the editor of Scotland's Motor World, Graham Gauld. Although most of the photographs are by Gauld, the lead photograph is one taken by Henry N. Manney III of Clark at Monaco. It is a spectacular picture and one that reminds me of a time now long gone. The photographs are among the first that many of Americans were see of Jim Clark in his early days with Ecurie Agricole and the Border Reivers. To look at these pictures today is to see just how vastly the racing world has changed. The picture of Clark flashing across the finish line at Spa that season with photographers and team members actually on the track and others standing at its edge simply would not be possible today. Then, there is a shot of Clark being held by the jacket as a policeman ("copper" as Gaud puts it) about to be hauled off and arrested for not having his credentials and, therefore, for being in an unauthorized area.

The new technical editor, Tony Hogg, follows with an article entitled "Road Testing Revisited." Until today, I am not sure the last time I actually read the article, certainly not since it first hit my hands and even then I have my doubts. The Porsche advertisement at the bottom of two of the pages that the article covers I remembered, but the article itself was basically new to me. And considering the topic, no wonder. I am simply not that much of a technical guy and generally avoided such things, which is interesting since one of my part-time jobs was in a foreign car garage doing gofer and other menial work.

I am sure everyone recalls the Datsun SPL-310. It was a product of the Nissan Motor Co., Ltd., of Tokyo. The lead-in to the article mentions that the company is the largest producer of passenger cars in Japan and also a major producer of trucks and buses in the Japanese market. Since Japanese cars are taxed according to engine displacement and gasoline runs in price at about the equivalent of, gasp, fifty cents a gallon, this would explain why the company was introducing a sports car with an engine of only 1,488cc to the American market. Known as the "Fairlady" elsewhere, the SPL-310 joined the Datsun 1200 "Bluebird" and the small pickup trucks already being seen on the streets of the West Coast, especially the latter which were popular from the git-go. The SPL-310, as tested, cost $2,465. The road test data states that the top speed was 87.5 mph and the fuel mileage was between 26 and 31 mpg. Although it would be a rarity outside the West Coast, the SPL-310 would spawn a series of cars that would result in the current 350Z series from Nissan.

This was followed by a two page spread on the 1500 Vallelunga, a "new sports/racing car from Italy." A product of the ever fertile imagination of Alessandro de Tomaso, the Vallelunga used a backbone frame chassis similar that which Colin Chapman had devised for the Elan. The car was powered by a 1,499cc British Ford engine and used a de Tomaso-modified VW gearbox. It was assumed that if you sent a cashiers check for $4,315 to Modena, that you would be informed of the additional dollars needed to cover the shipping costs. Come to think of it, not sure if I ever really saw many of these on the track.

At the staples - the centerfold on page 50, we finally and truly find pay dirt - the Dean Batchelor report on the "Grand Prix of the United States." Unusually for the periodical, the report carried a lap chart for the race - complete with the signature of "William Close, Chief of Timing and Scoring" and dated "6/10/63." Usually only Competition Press carried such goodies.

With Henry Manney staying on the eastern shores of the Atlantic, others on the R&T staff picked up the ball for their absent colleague when the Grand Prix cars came to town. Batchelor borrowed a P-1800-S from the American Volvo in Englewood Cliffs, New Jersey and made the trip to Watkins Glen in a certain style. This being the first weekend in October, the weather made everyone aware of the fact that it does rain in the Finger Lakes region. That was on Thursday. On Friday, the skies were sunny and clear, but it was now chilly and the winds were biting the exposed flesh of anyone from a warmer climate such as Southern California or South Carolina.

With the construction of a new garage area by the Ford Motor Company, only Ferrari chose to use a downtown location for its cars. Naturally, it was quite easy to figure out where simply by the crowd gathered outside the place.

The BRM and Cooper teams arrived with their cars, the monocoque BRM being among that team's baggage and the McLaren steed sported a new air scoop over the injectors. The Brabham team cars arrived, but Jack himself had to hitchhike from the Elmira airport to the village after being unable to find a taxi or a rental car. He had simply gathered all his racing kit and baggage together, stuck out his thumb and set off to somehow make his was there. How times have changed.

Batchelor pointed out that there were seven American drivers entered for the event. For the curious, they were: Richie Ginther in a BRM; Dan Gurney in a Brabham; Masten Gregory in a Reg Parnell Lola; Jim Hall in a British Racing Partnership Lotus; Phil Hill in an ATS; Hap Sharp in a Lotus; Rodger Ward in a Lotus; and there were fellow North Americans Pedro Rodriguez in a Lotus and Peter Broeker in a Stebro. Parnelli Jones was originally entered for the car that Ward drove.

The Stebro got some attention in the article. The Mark IV was powered by a modified version of the Ford 116-E engine. Well turned-out and quite tidy looking, the Ford simply was not in the same league with the other engines being used. Ludwig Heimrath was also listed as a possible driver for the Canadian product, but in the end it was Broeker who did the did the honors.

It was worthy of special mention that Ferrari was making the trek for the first time to a North American Grand Prix since its appearance at Sebring in 1959. On Saturday, Surtees switched to the practice car, which was renumbered to reflect this change. Also on Saturday, the weather changed once more, being as sunny and clear as Friday, but much warmer. This apparently made tuning the engines a bit of a problem. The fuel mixture had to be fiddled with as far as the fuel injection systems went, but the ATS engines still ran with Webers after trying an experimental fuel injection system on Friday. Saturday seemed to be a day of mechanical mayhem with Gurney suffering a cracked cylinder head, de Beaufort breaking a crankshaft, and broken camshafts for Ward and Trevor Taylor. The prospect that Ward would miss the event was avoided at the last minute when the BRM team lent the Parnell team a spare engine. A nice gesture and not untypical of the time, especially when the teams were far from their home bases.

On race day, Canadians joined the Other Americans on a day during which the weather was simply excellent. At the last moment, it was discovered that Clark's Lotus would fire up using the on-board starter and it was then rolled off to the side and Tex Hopkins leapt into the air waving the green flag and off they went. Clark got away 1 min 48 sec after the rest, a lap down. The rest is history.

Oh, there is a nice picture showing Dan Gurney wearing a mask similar to that being used by the brave men who strapped themselves into the AA/Fuel dragsters of the day. Then again, that was what we all expected of Our Dan.

Next up was the story by Henry Manney on the London Auto Show at Earls Court. Once again, I will not claim to have paid it much attention at the time. Like the story on the Paris show, I read it because Manney wrote it. This meant that it was entertaining and well worth the read.

On page 61, most Americans got their first look at the new GT car from Porsche, the 904. At the time, it looked quite The Thing. It was the replaced for the Abarth-modified Carreras that had been the mainstay of the Porsche GT effort the past two seasons. Coming hard on the heels of the newly introduced 901, well, no telling what could happen next at Porsche.

Then we have Henry N. Manney III, the Esteemed European Editor of R&T, pondering "Jack Frost and all that" in an article that was typical of the wonderfully written, rarely seen pieces he did on no end of subjects for the magazine. This particular article was on snow tyres, studded snow tyres and with no small discussion on the rally scene in Scandinavia thrown in for good measure. Someday all of the writings of HNM III - at R&T and hopefully elsewhere as well since he also wrote for others before he wound up with R&T, plus he did articles for Car Life and one of the American motorcycle magazines as well - will be collected into one big glump and many will discover (or re-discover) the talent skill of the man.

James T. Crow covers two of the races in what was generally known as the Fall Pro Races: the Pacific Grand Prix at Laguna Seca and the Riverside Times Grand Prix. The opening photograph gracing the article on the Pacific GP is in glorious color - not very common at the time on the interior pages of a magazine - and shows Skip Hudson negotiating the Corkscrew in a Chaparral during the June event at Laguna Seca. It is a Kodachrome by Julian Veovich and along with the other color photo inside the issue, the Manney shot of Clark at Monaco, was worth buying an extra issue just to be able to put the pictures on the wall.

Although the Pacific GP followed the Times GP, the race reports were in reverse order. The sensation of the events were Dave MacDonald and the Coopers that Carroll Shelby and crew prepared for the events. In the engine bay of the Coopers, the Shelby American folks had wedged the 289-ci found in the Cobra and a Colotti gearbox. It proved to be a potent combination.

Unlike past years, when the race was run in two heats as two separate races as part of the United States Auto Club Road Racing Championship, this year it was run as a single 100-lap, 192-mile race. Also worthy of note was that of the five events which moreorless made up the Fall Pro Races - the Bridgehampton Double 500, the Canadian GP at Mosport, the Northwest GP at Kent, the Times GP at Riverside, and the Pacific GP - only one did not fall to an American-engined car, the Canadian GP. Pedro Rodriguez won that event in a Ferrari, but elsewhere cars with European engines were rarely in contention, a sharp reversal from previous years where it was exactly the opposite. This was causing some torment within the souls of more than a few whose hearts were being torn in two directions by this development. Many preferred the tidy, high-strung European cars such as the Ferraris and Maseratis and even the British Coopers and Lotus and their Coventry Climax four-bangers to the big American lumps.

A few notes from the Pacific GP report are in order. Jim Clark started on the outside pole position in a Lotus 19 Coventry Climax he was driving in a deal struck with a local owner, next to Dave MacDonald in a Cooper Cobra. In the race, Clark actually led for ten laps before the engine began to smoke and he added striking one of the half-buried tyre markers to his woes, the latter doing the oil cooler no good.

Although the Shelby driver who set the track on fire in the early stages was Bob Holbert, despite damage done when he and the Masten Gregory Elva Porsche tried to occupy the same piece of track simultaneously. This closed off the airflow to the radiator and despite a stop to open up the bodywork, Holbert was soon back in the lead. Just past mid-distance, the engine in the Holbert Cooper finally died and the leader was MacDonald who had moved through the pack after a very poor start. The only driver on the same lap with MacDonald at the end of the race was someone whose reputation was truly spreading beyond its usual confines: A.J. Foyt. He brought the Oldsmobile-powered rear-engined Scarab home in second place ahead of many others whose chances were rated much higher. In third was the shape of the future in American sports car racing, the Chaparral 2 of Jim Hall.

At Riverside, Crow turned things on their head and instead of attending the Times GP as a member of the press, he sat with the spectators in Grandstand A - Aisle 1 Row R Seats 13 and 14. There, he joined the other 82,500 souls who made the trek to Riverside for the Big Race. Only Watkins Glen and its USGP could challenge and beat this number spectators showing up to watch a road race in America. The general admission was $4, a seat in a grandstand an additional $2. The price of the concessions was mentioned as being 35¢ for a hotdog, 50¢ for a beer, and another 50¢ for a program. Personally, I liked the report since it gave a bit different slant on things. And there was quite detailed information on the event at the end of the article, arranged by driver name for some reason.

Following the Crow articles, the resident R&T commentator, Jack Smith, wrote of his experiences at the Riverside event, all three photos accompanying the article showing women. Women of the sort that seemed to hang around road racers - at least in theory. His major preoccupation was the fashion show that Riverside provided. He counted only two women wearing skirts, the rest attired in "slacks, shorts, capris or stretch pants, in order of incidence. Colors are gold, purple, plum, olive, red, black and white." Now you know.

Dave MacDonald rated being the subject of "Worthy of Note" on page 80. This was faced by a full page advertisement for Robert Bentley. Like more than few in this day, I saved my pennies, nickels, dimes, quarters, and half-dollars - along with those dollars - to tote down to the post office to buy a money order to fire off a letter to 18 Pleasant Street, Cambridge, Mass 02139 for car books. I still have the Racing Car Pocketbook by Denis Jenkinson which I plunked out $2.95 for to purchase from them. Generally, at this time, I found that I had to do a combination of scouring the magazines and trotting myself downtown to see the little ladies at Gittman's on Main Street to order them for me. I was not quite as mobile as I would be in a year or two, nor did I have the access that I had had while in Europe.

We once again encounter the good Mr. Crow to learn all that is happening in the racing world in "About the Sport." This month, a large chunk of the column is devoted to those aspiring to be budding hero drivers. This included recommended reading, periodicals, and driver schools. On the latter, it mentions that he is aware of only one professional driving school in the country, the Carroll Shelby School of High Performance Driving, which held one-week courses at Riverside.

Grand Prix Rumors included Peter Arundell to Lotus to replace Trevor Taylor, Tim Mayer to Cooper to replace Tony Maggs, and some were thinking that an Australian might join Jack Brabham. Innes Ireland and Jim Hall were expected to remain at BRP, assuming that BRP made it to next year, and Honda had approached Team Lotus about using its engines in the very near future. Others report that the same deal was being offered to Brabham.

In addition, BRM and Ferguson were said to be working together to produce a four-wheel drive car. In Italy, any or all of the following could be in Grand Prix racing next year: Osca, Maserati, Alfa Romeo, MV, and de Tomaso. The final hot rumor was that in Detroit, Ford had built several prototype 1.5-liter engines and they were supposed to already be ready for testing in England where they would be placed into cars built for that purpose by Eric Broadley at the new Ford high performance facility. The lead driver was said to be a certain D.S. Gurney.

The prolific Mr. Crow also did an article entitled "The 99th Man," which was a discussion as to the how real people fit the sports of the day. Let us simply say that many of us did not have to read the article to anticipate its conclusions: the cars didn't fit us very well. In fact, most were not only uncomfortable, but actually quite dangerous. However, we were pretty clueless at the time so that rarely entered out minds.

Covered in the book reviews were Racedrivers by Benno Muller with H.U. Wieselmann and The Motor Car by Gianni Marin and Andrea Mattel. Griff Borgeson reviewed the first book, a book from Germany with photos by Muller and pithy text by Wieselmann. "DWB" reviewed the second book and while not damning the book with faint praise, did find it a very mixed bag.

If you have ever wondered why on earth Gordon Gekko and his mob were interested in time travel, look no further than the Market Place at the end of the magazine. For a mere $2,000, f.o.b., London, Major Owens would part with his 1933 Alfa Romeo Series III, 2.3-liter, Mille Miglia, finished in opalescent pastel blue. Or, you could make an offer to Macfarlane in Edinburgh, Scotland and pry away the actual prototype Le Mans Aston Martin, matching engine and chassis numbers of E/207. Want a Bugatti 35? Send $6,125 plus the shipping to Box 24 at Barclays Bank of France and stand by for instructions.

Make an offer over $3,500 and top any of the others and have a 1959 Ferrari Testa Rosa driven by A.J. Foyt, complete with its Corvette engine and gearbox, courtesy W.H. Murphy in Fort Worth. Live in Southern California and have a hankering to go Grand Prix racing? Hugh Powell of 3542 Laura Lane in Riverside would be very happy to discuss selling you his two works Scirocco-Powell Formula One cars. BRM fuel-injected engine and Colotti gearbox plus spares too numerous to mention. Need a Porsche RSK 1700? Write G.F. Wintersteen in Villanova, Pa, and while he might be asking $6,000, he is open to the best offer.

1938 Rolls Sedanca your cup of tea? For $2,900 J.H, Southard of Marshfield, Wisconsin could make you a very happy owner. If you are indeed a high roller, have $7,000 in hand and a maroon Jaguar XK-SS is yours courtesy H.T. Heinl of Toledo. For another $7,000, you can have a D-Type. During the evening you can give him a call at home, 536-7613, and discuss it.

One nice thing about this issue of R&T: unlike this article, you don't have to crank up the computer and squint at a screen to read it.

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