Mercedes at the a Paris International Exposition, 1937

Two very interesting postcards that are currently on Ebay!

Durkopp's Motorwagen, Bielefeld, Germany

A sewing machine and bicycle company with a long history going back to the 1860s, in 1897 the company established an automobile product line, based after the design of Panhard  & Levassor Vehicles. First, there were vehicles with two-, three- and four-cylinder engines. Later four-, six- and eight-cylinder were added, but did not go beyond the prototype stage. Also motorcycles were manufactured. 
The company was very successful in motor racing. Dürkopp models twice finished in second place in the Rallye Monte Carlo (1911-1912). Hans Stuck drove for a time a Dürkopp race car. Dürkopp built one of the first cars with shaft drive.

Can you identify this WWI Austrian Vehicle? Used by Military Aviation?

Saw this on Ebay and would like to know more about the vehicle.  A Steyr? Austro-Daimlier?

The 1967 Porsche 911R

I

It all began with a test report. Porsche employee Rolf Wütherich summarised the goal of the 911 R project in the fall of 1966: “A vehicle is to be built that is superior to the current competition in its power-to-weight ratio.” The technician, who would later became known as the race car mechanic for James Dean, conscientiously performs the related calculations. With an unladen weight of 800 kg and 210 hp of engine power, the car’s power-to-weight ratio was less than 4 kg per hp – 1.5 kg lower than that of the competition at the time. With such a vehicle, Porsche could dominate in GT sport, just as the 356 with a Carrera engine had done a decade earlier. This would be an enormous task, because progress of the 911 in motorsport came rather slow at first. After a factory team raced a slightly modified 911 at the Monte Carlo Rally in 1965, only individuals raced the 911 at GT races. The successes of private car owner Eberhard Mahle, in particular, at the European Hill Climb Championship, made the people in Zuffenhausen give more thought to the idea of developing a purebred race car version of the 911.

In October 1966, a first lightweight test car of the type 911 R (R = Racing) was built, and it was tested on the new skid pad in Weissach and on the race course in Hockenheim. The performance data that was measured showed the great potential of this idea: With a lap time of 2 min. 17.5 sec., the 911 R was just 12 seconds slower than the record time, which was set by a Porsche 906 Carrera 6. For a GT car, this lap time is an excellent figure, because the type 906 was a genuine Group 4 race car in the sports car world championship.

Along with low vehicle weight, it was the engine of the 911 R that delivered excellent driving performance. The car was powered by a six-cylinder flat engine, very similar to the one that was also used in the Porsche 906 Carrera 6. The type 901/22 race engine, which was equipped with dual ignition, titanium connecting rods and large triple carburettors, had a power output of 210 hp at 8,000 rpm. With this engine, the 911 R accelerated from zero to 100 km/h in 5.9 seconds and could cover a distance of one kilometre from a standstill in just 24.2 seconds – one second faster than a Porsche 904 Carrera GTS and a full 5 seconds faster than an Alfa Romeo GTA.

n 1967, four prototypes of the 911 R were built, in whose construction all of the capabilities of the homologation formula for motorsport were exploited. Built under the motto of maximum lightweight design, the front lid, front wings, doors and bumpers were made of glass fibre reinforced polymer. These glass fibre reinforced parts are produced by the Stuttgart-based company Karl Baur. The weight reductions affect nearly all of the car’s parts. The windscreen was made of thin 4-mm glass, and the other windows were 2-mm thick plexiglas. Whatever was not absolutely necessary was left out. Purism in its purist form. In the trimmed-down interior, for instance, two of the five instruments, the ashtrays and cigarette lighters and front passenger’s sun visor were removed. The crank mechanism for the side windows was omitted, and plain leather straps were used for this function. Compared to a standard production 911 S – which is anything but a heavyweight at 1030 kg – the total weight reduction amounted to 230 kg.

However, Porsche was cautious regarding its decision on production volume for the first genuine 911 race sports car. With an estimated sales price of 45,000 DM, a 911 R is nearly twice as expensive as a regular 911 S. Considering the economic recession that was making itself felt in the mid-1960s, the volume of 500 vehicles required for a GT homologation was a very remote possibility. In May 1967, Porsche management therefore decided to produce just 19 vehicles of the type 911 R. 15 of them would be sold to individual customers, while the remaining four would remain at the company for motorsport competition.

Since homologation as a regular Gran Tourismo was impossible, the factory team only entered races in the somewhat exotic 2-litre GT prototype class (GTP). The 911 R made its racing debut in July 1967 at the “Circuito del Mugello”, which still counted as a world championship series race in that year. Finishing after two Porsche 910 race cars, drivers Vic Elford and Gijs van Lennep took an excellent third place overall in their 911 R. Not only had they left the entire Alfa fleet behind them; they also beat a Ford GT40 Mk III, which took fourth place. At the “Marathon de la Route” endurance race in 1967, drivers Hans Herrmann, Vic Elford and Jochen Neerpasch went to the start. After 84 hours on the Nürburgring, they drove to victory in a 911 R equipped with a semi-automatic Sportomatic transmission. In September 1967, Gerhard Mitter took first place in the category of sports cars up to 2 litres in displacement at the “ADAC Hill Climb Trophy” race in the “Swabian Alps”. The car also competed in other races in rally motorsport. For instance, Vic Elford won the “Rallye Coupe des Alpes” in 1967; in 1968 the 911 R repeated its podium placement in Mugello, and in 1969 Gérard Larrousse drove to first place at the “Rallye Neige et Glace”. These successes were followed in the fall by another overall victory by Larrousse at the “Tour de Corse”. First place at the “Tour de France” in 1969, also with Gérard Larrousse at the wheel, would be the most significant racing success of a 911 R ever.

The Working Girl's Car -- 1972

In the August 1972 issue of Motor Trend there was an interesting survey article interviewing ten Southern California working women and their attitudes concerning cars. The ten women represented a diverse mix in terms of their jobs, education, and origins (although not race, as they were all Caucasian).

Here is a list of the cars they owned:

1966 Chrysler New Yorker
1971 Ford Pinto
1962 Nova Super Sport
1959 Rolls Royce
1969 Fiat Spider
1964 Volkswagen 1300
1968 Pontiac Firebird
1970 Sunbeam Arrow
1968 Pontiac Catalina
1967 Jaguar XKE Coupe

One of the women was married, one apparently divorced with two children, the others single. Their occupations were as varied as their cars: Union 76 Racestopper; Medical Secretary;Actress; Piano Player; Magazine Editor Waitress; Hairdresser; Bank Teller; Stewardess; and Executive Secretary.

Questioned as to the cars they would LIKE to own, they answered as followed:

Mercedes-Benz 280 SEL
1972 Porsche Targa
1972 Porsche Targa
"I have it" -- 1959 Rolls Royce
1972 Porsche Targa
Greyhound Bus
1971 Mercedes-Benz 280 SL
"Any Ferrari"
Maserati Ghibli
1972 Jaguar V-12

Overall, these women were sensitive to environmental issues and desirous of better mass transit.

How did their lives unfold?  What would be their "auto" biographies be like if we could hear from them in 2016?

If any of these women wish to reply to the post, I would love to read and publish their thoughts on automobiles and life some 45 years later!

Their names in 1972 :

Devon Blaine
Frances (Kiki) Fiorito
Joan Freeman
Harriet Gibson
Nancy Hardwick
Diane Knighton
Donna Major
Alice Thompson
Maud Tobiason
Marlene Tucker

Wolf in sheep's clothing – the new Porsche 911 R

Wolf in sheep's clothing – the new Porsche 911 R
Stuttgart. With its new 911 R, Porsche is unveiling a puristic sports car in classical design at the 2016 Geneva International Motor Show. Its 368 kW (500 hp) four-litre naturally aspirated flat engine and six-speed sports transmission places the 911 R firmly in the tradition of its historic role model: a road-homologated racing car from 1967. Produced as part of a limited production series, the 911 R (R for Racing) performed in rallies, in the Targa Florio and in world record runs. Like its legendary predecessor, the new 911 R relies on systematic lightweight construction, maximum performance and an unfiltered driving experience: this special limited-edition model of 991 units has an overall weight of 1,370 kilograms and is currently the lightest version of the 911. With the high-revving six-cylinder naturally aspirated engine and manual sports transmission, Porsche is once again displaying its commitment to especially emotional high-performance sports cars. Developed in the motorsport workshop, the 911 R extends the spectrum of high-performance naturally aspirated engines alongside the motor racing models 911 GT3 and 911 GT3 RS.

At work in the rear of the 911 R is the six-cylinder flat engine with a displacement of four litres, familiar from the 911 GT3 RS. The racing engine delivers 500 hp at 8,250 rpm and generates 460 Nm at a speed of 6,250 rpm. From a standing start, the rear-engined car breaks through the 100 km/h barrier in 3.8 seconds. In keeping with the puristic character of the vehicle, the 911 with its lightweight design is available exclusively with a six-speed sports transmission. Short gearshift travel underlines the active driving experience. The forward thrust of the 911 R continues to a speed of 323 km/h. Combined fuel consumption in the NEDC is 13.3 l/100 km.

A thoroughbred driving machine: technology from the race track
The 911 R could almost have been made for tight corners. The specially tuned standard rear-axle steering guarantees especially direct turn-in characteristics and precise handling while maintaining high stability. The mechanical rear differential lock builds up maximum traction. Ensuring the greatest possible deceleration is the Porsche Ceramic Composite Brake (PCCB) as a standard feature. It measures a generous 410 millimetres on the front axle and 390 millimetres on the rear. Ultra High Performance Tyres of size 245 millimetres at the front and 305 millimetres at the rear are responsible for contact to the road. They are mounted on forged 20-inch lightweight wheels with central lock in matt aluminium.

Motorsport development has specially adapted the control systems of the Porsche Stability Management (PSM) for the 911 R. A double-declutch function activated by pressing a button for perfect gearshifts when changing down is also part of the repertoire of the 911 R as is the optional single-mass flywheel. The result is a significant improvement in spontaneity and high-revving dynamics of the engine. For unrestricted practicality in everyday use, a lift system can also be ordered: it raises ground clearance of the front axle by approximately 30 millimetres at the touch of a button.

With its overall weight of 1,370 kilograms, the 911 R undercuts the 911 GT3 RS by 50 kilograms. Bonnet and wings are made of carbon and the roof of magnesium. This reduces the centre of gravity for the vehicle. Rear windscreen and rear side windows consist of lightweight plastic. Additional factors are the reduced insulation in the interior and the omission of a rear bench seat. The optional air conditioning system and the radio including audio system also fell victim to the slimming cure.

Wolf in sheep's clothing: classic 911 look with GT motor racing technology
From the exterior, the 911 R gives a reserved impression. At first sight, the body resembles that of the Carrera. Merely the nose and rear body familiar from the 911 GT3 hint at the birthplace of the 911 R: namely the motorsport department in Flacht. In technical terms therefore, the 911 R has a lot to show under the bonnet: the drive technology comes from the 911 GT3 RS. All the lightweight components of the body and the complete chassis originate from the 911 GT3. However, with a view to road use, the body manages without the fixed rear wing. Instead, a retractable rear spoiler, familiar from the Carrera models, and a rear underbody diffuser specific to R models provide the necessary downforce. Front and rear apron come from the 911 GT3. The sports exhaust system consists of the lightweight construction material titanium. A redesigned spoiler lip is installed at the front. Porsche logos on the sides of the vehicle and continuous colour stripes in red or green over the entire mid-section of the vehicle show the relationship to its legendary predecessor.

The driver sits in a carbon full bucket seat with fabric centre panels in Pepita tartan design, recalling the first 911 in the 1960s. An “R-specific” GT sport steering wheel with a diameter of 360 millimetres receives steering commands from the driver. Gearshifts take place in traditional manner via an R-specific short gearshift lever and the clutch pedal. Carbon trim strips in the interior with an embedded aluminium badge on the front passenger's side indicate the limited number of the 911 R. A typical feature of GT vehicles are the pull straps as door openers.

Launch and prices
Orders for the 911 R can be placed as of now. In Germany it will be in the showrooms as of May. Inclusive of value added tax and country-specific features, it costs 189,544 euros.