Equipe Classic Racing 2025

The Equipe Classic Racing series is now well established in the UK providing the opportunity to see on-track a substantial number of great, well prepared cars from the 60s/70s era.  The first championship round was run at Brands Hatch last weekend, 29th/30th March.  Some of the most good-looking entries are as seen at the Track Day held at Brands the previous week.

Lotus Elan 26R of Nick Powell

’65 Lotus Elan 26R of Rob Cull

’71 Alfa Romeo 1750 GTAm of Gavin Watson 

Marcos 1800 GT of David Methley

’70 Porsche 914/6

’75 MG B GT V8 3900 of Ken Deamer - ’56 MG A 1840 cc of John Pearson - ’66 Lotus Elan 26R of Paul Whight

’54 Austin Healey 100/4 of John Harrison - ’55 Austin Healey 100/4 of Robi Bernberg - MG B Roadster of Robert Waycott

’63 TVR Grantura Mk.III of Rob Cull 

’61 Lotus Elite of Marc Gordon

’61 GTO Engineering Ferrari 250 SWB Berlinetta GT Revival (GTE 2+2-based)

’77 911 3.0 RSR of Steve Winter

Another Elegant Zagato-Styled Lancia

Zagato’s version of the Flaminia coupe was the second of its post-war Lancia collaborations.  Following on from the Appia GTZ, design of the Flaminia Sport was begun in ’58.  There is confusion in previous accounts of the model regarding the categorising of some early cars as ‘Pre-Series,’ and the type numbers assigned.  Authoritative source, Zagato-Cars.com, has summarised the situation as follows:

My own findings (based on chassis plates on extant examples) would add two rows above to that table to include Type 824.00 (with engine type 823.00) and Type 824.02 (with engine type 823.11), both being ’59, single carburettor and covered headlight versions.  As regards total production, marque restorer specialist Thornley Kelham estimates this as being 534, comprised of: 199 ‘Series 1’ (single carburettor); 152 triple carburettor 2.5 litre; 33 Sport triple carburettor 2.8 litre; 150 Super Sport triple carburettor 2.8 litre.

 

The Flaminia was to some extent an evolution of the model it replaced – the Aurelia.  Thus it was powered by Francesco De Virigilio’s ’48-finalised 2.5 litre 60° V6.  A significant ‘modernisation’ was a new front suspension in place of the dated pillar type seen on the Aurelia.  Disc brakes also helped enhance the poise of the chassis and its capability to handle an increase in power that was envisioned.  The Zagato version was first presented at the Turin show in November ’58.  Because it incorporates several characteristic Zagato styling cues and an overall ‘look’ that is similar to the other early 60s GTs built by the Carrozzeria, it has been erroneously written elsewhere that it was designed by Ercole Spada.  However, Spada did not join Zagato until February ’60.  Perhaps any misunderstanding was fuelled by the fact that he was responsible for the ’64 updating – Super Sport model – with a significant reworking of the rear of the car.

 

In a late-’24 survey of extant Flaminia Sport/Super Sports, I have found 33 examples, 13  of which are single-carb and dated to ’59 and ’60.  The lowest chassis number is #824.02-1007.  Vendor, Girardo, describes this car as ‘Series 1,’ built in early ’59.'

#824.02-1007. Courtesy Girardo

As is evident in the frontal view (above) of the car, although the model is often referred to as a Zagato ‘double bubble,’ the roof bulges in this design are far less pronounced than other models with this feature – the Abarth 750 GTZ for example, see below:

’58 Abarth 750 GTZ. Courtesy Tim Scott/RM Auctions

Like the Abarth, the Flaminia Sport carried the Zagato Milan ‘Z’ badge on its front wings, a little below the door handle level and forward of the front door leading edge.

Courtesy Girardo

Note: The car above, #1020, is unusual in being the only Flaminia Sport of which I have a photograph showing the front indicator repeaters located rear of the front wheel arches – all others have the lamp fitted at the front of the wing. 

The Flaminia Sport was also Zagato-typical in having a body constructed in aluminium.  While the Pininfarina-bodied Flaminia coupe weighed 1440 Kg, the Sport was considerably lighter at 1270 Kg.  This factor made the Sport all the more suitable for competition use.  #1007 was a car so deployed, initially used for hill climbing – see below, left, in ‘60 on the Trento Bondone event driven by Giovanni Rota, and later, right, (winning in class), at Monza in the Coppa Inter-Europa, entered by Scuderia Saint Ambroeus, for Rota and Elio Zagato.  The latter, also competed in this car in the Coppa d’Oro di Modena and Coppa FISA, Monza.

#1007 Racing in ’60. Courtesy Girardo

Surviving Flaminia Sports are commonly seen running on 400 mm 5J steel road wheels, (with 165R400 tyres), ‘TZ’ style, and usually complete with chrome plated hub caps which feature an engraved script ‘Lancia’ within a spear, running through the centre point.  This originally was black infilled, but is now often seen without the infill, as below:

#3302. Courtesy Keno Zache

Whether for competition purposes or aesthetics, examples with various types of alloy rim are evident, for example, Borrani bimetal and the Amadori style, as seen on the OSCA GTZ.

#1436 Amadori style wheels. Courtesy Gooding & Co

Like #1007, #1020 was manufactured in ’59.  Its rear (far left below) is somewhat unusual for an early car as the number plate lamp is mounted on the boot lid.  #1065 (centre below) is more typical, with the lamp centrally mounted on the upper face of the bumper bar, which is equipped with a pair of overriders.  Later pre-3C examples, such as #3302 (’62), (right), have a bumper bar with two reflector inserts and boot lid-located lamps either side of the number plate.

Early rear bumpers. Courtesy Girardo – Robin Adams/RM Sotheby’s – Keno Zache/RM Sotheby’s

The front of #1020 is typical for a ’59-made Sport with its full width/wrap-around bumper bar and covered headlamps, below, left.  As seen, right, the Super Sport differed with its rectangular indicator lamps and non-faired headlamps – see #2094  below, right:

Early Sport (left) and Super Sport (right) front ends compared. Courtesy Girardo - Kidston

Girardo & Co’s description of #1020 for its recent sale includes the information that its original owner paid 2,400,000 lira for it as a new car - £1,400.  For comparison, a Jensen 541 was about £1,800.
 
#1065 is an example with bumper overriders both front and rear – a frontal view is shown below along with its script badges – on the front panel and the glovebox door:

#1065. Courtesy Robin Adams/RM Sotheby’s

Also well seen on #1065 is the central chrome script badge mounted halfway between the top and bottom edges of the boot lid:

#1065. Courtesy Robin Adams/RM Sotheby’s

It also provides a good example of an early, single carburettor engine bay:

#1065. Courtesy Robin Adams/RM Sotheby’s

#1105 is also an early car with bumper overriders.  According to Bonhams it is a ‘pre-series,’ ’59 Flaminia Sport.  If so, it must be one of the last of this type, given the chassis number and that it is usually held that only 99 such cars were produced.  The chassis plate shown below demonstrates the use of Type Number 824.00 and this may well confirm ‘pre-series’ status:

#1105 chassis plate. Courtesy Bonhams Cars

After disposal from the 'Rosso Bianco' Collection of Peter Kraus, it was restored in the late ‘90s.  It remains in excellent condition and gives us a good representation of the elegance of the Sport’s interior:

#1105. Courtesy Bonhams Cars

#1105 has a wood rimmed, with rivets, Nardi-signed steering wheel.  The three aluminium spokes are slotted.  The standard wheel was similar but without rivets and the spokes unpierced, as seen below on #3302.  The horn button was black with ‘Lancia’ script in silver font:

#3302. Courtesy Keno Zache

Most survivors retain the original seats, as seen, for example in #3302.  The photograph below of the car also shows the door through to the boot.

#3302. Courtesy Keno Zache

The boot itself is seen below on Super Sport #2052.

#2052. Courtesy Bonhams Cars

The earliest single carburettor car with open headlights of which I have a photograph is shown below.  In advertising the car for sale, Gallery Aaldering has reported it as ’60-made,  I have been unable to determine the chassis number, but I would expect it to be Type 824.03.  Reverting to the table seen below paragraph one above, I believe it could be updated to show 824.02 = 1^st Series, covered headlamps, 824.03 = 1^st Series, open headlamps.

Courtesy Gallery Aaldering

When selling 824.13-1436, Iconic Auctioneers described it as a ’60 car.  That would make it the earliest Sport 3C of which I have a photograph.  But, given other examples of this model of which I have details/an image, I’d think this is perhaps a 824.03 upgraded to triple carburettor (Webers) specification, or a 824.13 more likely manufactured in ’62.

#1436. Courtesy Iconic Auctioneers

Super Sports feature a ‘tidy’ airbox for the 2.8, triple carburettor engine:

#2094. Courtesy Kidstons

3C Super Sport styling update 

As mentioned above, the Super Sport was the result of a styling refresh by Ercole Spada in ’64.  Primarily involving the rear section, the effect of the exercise can be seen in comparison with a 3C Sport (left) in the collage below:

Courtesy Albion Motor Cars (left), Supercars.net (right)

Notably, angularity was introduced into the rear panel together with reshaping of the boot lid and rear wings.  Also evident are revised number plate lamps, a deeper rear screen with modified curvature and broader exterior chrome surround trim.  The script model badge was relocated from the upper face of the boot lid to the vertical area between the right hand tail lamp and the number plate.  The most noticeable change at the front end was the introduction of a chrome plated asymmetric fairing for the headlamps, which, though still uncovered, were significantly recessed, as seen below:

Left, #2052; right, #2114. Courtesy Bonhams Cars

The Super Sport’s engine, with triple Weber 40 DCN 12s was slightly more powerful at 152 bhp.  Together with a lower drag factor thanks to a lower chassis (by 250 mm), this enabled the car to reach a top speed of just over 130 mph.

Discounting vendors’ claim of ‘year,’ (shown in brackets ), the relative age of cars may be interpretable by reference to chassis number/engine capacity – thus for extant examples we have this data:

 

824.13 2.5 litre, 3 carburettor - #3003 (’62); #3099 (’63); #3302 (’62); #3311 (’62); #3495 (’62).  824.132/232 2.8 litre, 3 carburettor - #1002 (’64); #2045; #2052 (’66); #2094 (‘65); #2114 (’66); #2121 (’67); #2130 (’67); #2149 (’67); #3116.  These cars are illustrated below:

Sport 3C 2.5

#3003. Courtesy Alfredo Spinetti

#3099. Courtesy Gullwing Motor Car

#3302. Courtesy Keno Zache

#3311. Courtesy Tom Hartley Jr

#3495. Courtesy Kidstons

Sport 3C 2.8

#2045. Courtesy Supercars.net

#2052. Courtesy Bonhams Cars

#2094. Courtesy Kidstons

#2114. Courtesy Supercars.net

#2121 Courtesy Supercars.net

#2130. Courtesy Supercars.net

#2149. Courtesy Supercars.net

#3116. Courtesy Stolzeclassiccars

The Flaminia Sport/Super Sport embodied performance and aesthetic features which built upon the quality reputation Lancia/Zagato had established with the Appia model.  Next to come was the Fulvia Sport, a model further enhancing both brands’ standing and good enough to warrant a production run of ten times the volume, making it a much more ‘accessible’ Lancia Zagato.  However, the Flaminia’s grace and rarity mark it as an extremely characterful and desirable 60s GT.

De Tomaso Takes to the Road - the Vallelunga

 

A Vallelunga at the De Tomaso factory, Modena  Courtesy Sports Car Digest

 

You won’t often catch me saying anything complimentary about Japanese cars – though I did love the Honda CRX I bought for my wife long ago – but it’s difficult to be too shirty about the Mazda MX5/Miata.  It’s often been said that Tom Matano, key figure in the creation of the Miata, was much influenced by the De Tomaso Vallelunga, a car he was very pleased to own himself, (#0134).  An interview with Matano was featured on the website of PI Motorsports, which includes the following passage: 

PI:        We know that you own a Vallelunga.  Have you ever found out who designed it? Norbert MacNamara says it was Mario Fissore.

Matano: I spoke with Trevor Fiori who worked on the Elva BMW with Fissore about the same time the Vallelunga was in the works.  He said that Mr. De Tomaso himself was working with Fissore and he didn’t see any other designer was involved.

PI:        Do you think De Tomaso was trying to do a mini 250LM?

Matano: The original alloy bodied Vallelunga had a more 250 LM-like front end than the production fiberglass bodied car. It also had an entire rear half of the car which opens up for engine service just like the 250 LM.  But, the similarity stops there. The side view profile of the Vallelunga is unique for a mid-ship layout car.

PI:        What parts of the design do you like and what parts would you do over if you were updating it?

Matano: I like the 360-degree visibility the best, thanks to its low engine location.  It is still very contemporary.  It hasn’t dated at all in my opinion.

 

Making allowance for the passage of about three decades, you may find echoes of the Vallelunga in the Miata’s overall form, as seen below:

Left, Vallelunga, courtesy Bonhams Cars. Right, Miata, courtesy Dond90 (BaT)

If there are some visual similarities, the relative production numbers certainly diverged, bringing to mind the old saying, ‘less is more.’ 

But, to linger right in the middle of mainstream thinking, we need to acknowledge the Miata’s debt to the Lotus Elan in terms of concept, style and footprint.  And while there, we can trace a connection back to the Vallelunga, since it too followed a Chapman lead in being built on a backbone chassis and powered by a Ford 4 cylinder engine.  Notwithstanding the considerable circuit motorsport heritage already banked at Lotus by the mid-Sixties, the Vallelunga could be seen as more closely based on a pure racing car than the Elan.  As well as the chassis form, the De Tomaso utilised the Ford block as an integral structural component, front suspension by wishbones with the rear controlled by multi-links, and disc brakes on all four corners – all much as had been seen on the Marque’s single seater race cars – F1, F2, F3 and Formula Junior, (called ‘Isis’) - constructed since ‘59.  Possibly inspired by the Ferrari formula of dedication to motorsport but with funding flowing from the production/sale of road cars, De Tomaso crystalised his ambitions by embarking on the design and creation of a prototype stradale sports barchetta in ’62.  This was put on show at the following year’s Turin Show, but drew no serious interest.  Resilient as he was – some said ‘pig-headed!' -  Alejandro gave Carrozzeria Fissore an order to rebody the chassis as a coupe.  The Turin Show – one year on - was once again chosen to launch the resulting car, with design credited to the Carrozzeria’s stylist, Franco Maina.  Reception was more positive this time and Fissore was contracted to undertake a production run of 15 aluminium bodies.  A surviving prototype was restored in England in 2021 by the specialist workshop of Three Point Four.  Excellent photographs of the car undergoing the renovation process can be seen here.  Head of Business there, Roger Brotton, has told me that all the Fissore prototypes were identified with the same chassis number - #1606.  Fissore, apparently, scrapped its own prototype in-period.

#1606 under restoration in ’21, courtesy Three Point Four

Fissore fulfilled the initial batch order in late ‘64/early ’65, though De Tomaso had already had some ‘developmental’ ideas which led to not all these bodies being used.

At least two ’64-made Vallelungas exist today, the earliest being chassis #0103.  At this point I have to observe that, not unexpectedly, some of what’s been written previously and/or ‘loose’ record keeping at the factory, (in the Italy of the Sixties, surely not!), undermines the certainty with which I can write this narrative.  In ’97, Thoroughbred and Classic Car published this: 

The Vallelunga coupe was built from early 1964 by Fissore of Savigliano, but after three (some say five, but just one survivor is known) had been made De Tomaso transferred the contract to Ghia over whom he had begun to exercise influence, assuming control by 1967. The Ghia cars were 'productionized' with a one-piece fiberglass body and were on sale from July '65. Engine access was now via a lift-up Perspex rear window and a removable plywood deck lid. . .

Probably the anomaly here is over the understanding of the production date.  This car is recorded as being first registered in the UK on 31^st December ’64.  #0103 is a glass fibre car with opening rear window, whereas other sources suggest that no Ghia production occurred before ’65.  The revised rear is a key feature which differentiates the Maina-designed coupes from the prototype barchetta, including the revised rear quarters where an opening glazed (Plexiglass) screen gave access to the engine rather than the original clamshell format.  This car is also a very ‘pure’ De Tomaso, being to Competizione specification and thus a racing car that might occasionally serve purpose on normal roads.  As such, its kerb weight was low, at around 700 Kg, while the stradale version is usually quoted at 726 Kg.

Courtesy Cottingham Blue Chip London

The car’s description for sale by DK Engineering notes engine power at 135 bhp, ‘thanks to the Cosworth enhanced cylinder head . . .  The Hewland 4-speed transmission is mounted in a VW housing, rotated around for mid-engine placement.’ 

A standard Vallelunga had considerably less bhp on tap.  Contrary to some accounts, the OE engine was the Ford Kent 1498 cc, pushrod unit, not the Lotus twin cam.  However, the engines, on receipt at the De Tomaso factory in Modena, were modified to the extent of an upgraded cylinder head which facilitated a 24% increase in the compression ratio.  Together with twin Weber 40DCOE2s, this enabled a power output of 104 bhp, one third up on its delivery in its original Cortina GT application. 

Chassis #1611 is another Competizione example, equipped with a 1558 cc engine and Colotti five speed gearbox.  Seen in period below:

#1611 Courtesy Bonhams Cars

Repainted in yellow, the car was offered for sale by Bonhams in June 2014.  The description referred to this as being one of only two right-hand drive Vallelungas built by De Tomaso, (other sources say there was only one). It was initially in Colonel Ronnie Hoare’s care when he was considering adding the De Tomaso franchise to his operations best known for the UK Ferrari import business, Maranello Concessionaires.  He decided against this initiative after establishing that it would be impractical to incorporate the Lotus twin cam engine as a series upgrade, and he sold the car to racing driver, Robs Lamplough.  However, #1611 does today benefit from having such a power plant nestling under its rear screen – see centre photograph below.

#1611 Courtesy Bonhams Cars

Made in ’65, #0101, located in Holland, was sold on Bring a Trailer in 2024 for $260,000. The vendor asserted that this is the first glass fibre bodied Vallelunga made by Ghia after De Tomaso had halted construction of the aluminium version at Fissore. A reasonable claim, given the chassis number, which should be read in conjunction with the type number 807DT. Shown below are Vallelunga characteristic features, model-bespoke 13” magnesium alloy Campagnolo road wheels, chassis number stamping, and branded De Tomaso-modified cylinder head:

and drive Vallelungas built by De Tomaso, (other sources say there was only one). It was initially in Colonel Ronnie Hoare’s care when he was considering adding the De Tomaso franchise to his operations best known for the UK Ferrari import business, Maranello Concessionaires.  He decided against this initiative after establishing that it would be impractical to incorporate the Lotus twin cam engine as a series upgrade, and sold the car to racing driver, Robs Lamplough. 

#0101 Courtesy ImageStreetClassics

0101 Courtesy ImageStreetClassics

#1612 is said to have been delivered to its first owner in ’66, but it is likely a ’65 build.  A ‘VL’ designation is associated with the chassis number and the car’s recent vendors, Artcurial, claims this confirms it as a Competizione version.  With this spirit in mind, a previous owner had installed a Lotus twin cam engine.  The Artcurial auction – held in Monaco in July 2020 – resulted in a sale price of €313,200.  Referring back to the Vallelunga’s limited sales success when new, Artcurial pointed out that it was priced the same as a Lancia Flaminia Zagato, causing many to find it poor value given the Lancia’s size, sophistication, including a 2.5 or 2.8 V6 engine, and the prestige/motorsport pedigree associated with Carrozzeria Zagato.

#1612 Courtesy Artcurial

 

Artcurial also handled the sale – for €226,480 - of a France-located, ’66 Vallelunga, (registered 801PL68), in 2015.  At that time, it was in unrestored condition and reported to have had light, spasmodic use over the near half century since its original sale.  The auction lot description includes a chassis number - 4236620 - which is not formatted in any similarity with those of other examples and is likely not a reading in error of the engine number.  (This value on a Vallelunga OE block would be 10 position, (8 digits/2 characters), I believe).  I subsequently discovered that Ruote Vecchie had in reporting on the sale, attributed the chassis number #0115 to this car.  However . . . that chassis number appeared again, in October 2017, associated to a red “‘67” Vallelunga, (registered TON41126), on offer by Bonhams at Padova.  I have been unable to contact the author of Ruote Vecchie, so I do not know the basis of their attribution of #0115 to the Artcurial-sold vehicle.  Meanwhile, the latter is shown below, left, with the Bonhams-offered car to the right.    

Left, “#4236620” Courtesy Artcurial; right, #0115 Courtesy Bonhams Cars

Lou Costabile shot a YouTube video of John Weinberger’s Vallelunga, #0134, in ’17.  He reported that John had owned the car long term in company with several other rare vehicles.  John died in 2020 after a long career in automotive retailing and motorsport.  Latterly he had been President and CEO of Illinois-located Continental Motors Group for over half a century.  As seen below, his Vallelunga was fitted with a VIN plate to confirm compliance with required U.S. import technical regulations.  Scott Martin‘s Vallelunga Registry records this as having been owned by Ricci (son of Dean) Martin, Dick Carr and Tom Matano.

#0134 Courtesy John Weinberger/Lou Costabile

€168,560 was the winning bid for #0106 when it was offered at a Belgian Bonham’s sale in June 2024.  The lot description highlights the sporting upgrades featuring on this Vallelunga, including extended wheel arches/wider wheels and an ex-F3 engine with induction by big (48 mm) Webers and a supercharger. Views into the engine bay and of the cockpit are seen below:

#0106 Courtesy Bonhams Cars

Though apparently to standard specification, #0128 was raced in the Sixties by its original owner.  Subsequently it was imported to the U.S. and from’10-’18 it was subject to a full restoration project.  The car featured in Gooding & Company’s Pebble Beach auction in ’18.  It was offered with an estimate of at $400,000-$475,000 but did not sell.

#0128 Courtesy Gooding & Company

Badges: 

A rectangular De Tomaso marque badge is mounted centrally on the upper surface of the front panel:

On the rear panel, centrally pinned on the horizontal plane, are two script badges, ‘VALLELUNGA,’ and, usually above, ‘de tomaso.’  On at least two extant cars, the ‘VALLELUNGA’ script is missing, and, on #0101, the relative positions of the two badges is inverted.

A Ghia ‘BUILT BY’ marque flank badge is applied to both front wings between the trailing edge of the front wheel arch and the leading edge of the front door.  (These are not extant on all surviving cars).

The marque badge features again on the wheel centre caps.

#0101 is fitted with a leather bound Ferrero sports wheel.  Ferrero was a noted supplier to De Tomaso and is possibly also the manufacturer of this wood rimmed example, style and spokes detail very much as typical for the era.  For more on Ferraro see here.  Though an aftermarket fitment, a Momo 'Jackie Stewart' seems a very appropriate wheel for a Vallelunga.  The rotation by 90° of the stripes on the horn button is also seen on some other versions of this component.

Literature:

Brochures:

Lower image is of a '65 edition

The consensus is that by the end of production, a total of 45-60 Vallelungas had been built.  It may be that most of this number were made as a batch, mainly in ’65, though not all sales were completed until ’68.  If, as seems confirmed, #0101 was the first Ghia-built chassis number, and #0146 the last known, 45 would be the built count.  The most likely breakdown was: Aluminium prototypes, (including Spyder): 4; Ghia production, (including Competiziones):45.

As a ‘first attempt’ the Vallelunga had established De Tomaso as a maker of road cars and facilitated a great deal of learning about the management of series production.  It thus was a positive factor in the company’s next development phase involving the creation of a considerably more complex model, the Mangusta.  With a Ford 4.7 litre V8 engine and imposing coachwork by Giorgio Giugiaro, it was well received on its launch in ’67 and was in production until ’71, with 400 units sold.  In turn, the Mangusta was followed by the Pantera – a car that gave De Tomaso a serious presence in the American market and was in production for over 20 years.  Over 7,000 had been built by ’92, so De Tomaso’s progress in terms of manufacturing volume was impressive. But, more importantly from my viewpoint, all three models were charismatic beauties!