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1956
Nel 1956 il re dell'Arabia Saudita Ibn al Saud decise di cambiare le sue auto da rappresentanza ed incaricò la Carrozzeria Ghia di realizzare due autovetture: una cabriolet da parata ed una berlina. La scelta ricadde sul telaio Mercedes-Benz 300c(w 186 IV), della serie soprannominata"Adenauer". Di queste due vetture si parla in un articolo di "Quattroruote" del maggio 1957, dal titolo “Il Re d'Arabia cambia auto”. Le due versioni erano bicolori, rosso medina con fascia avorio per la cabriolet e verde con fascia argento la berlina; differivano anche negli interni: la cabrio aveva interni in pelle color avorio con fascia superiore ed inferiore nera, la berlina interni tutto nero per il sedile anteriore e tutto avorio per quello posteriore. Successivamente, in Arabia il Re fece cambiare il colore delle vetture optando per una verniciatura completamente nera per la cabrio e grigio argento metallizzato, con fascia nera, per la berlina. Dopo l'utilizzo in Arabia la vettura viene trasferita, alla fine degli anni'60 in California. Tornò in Italia nel 2009, per essere sottoposta a un totale restauro nel 2010. Nel 2011 viene invitata alla seconda edizione dell’esclusivo concorso d'eleganza Uniques Special Ones di Firenze, dove la giuria le attribuì uno “Special Price". Dal punto di vista meccanico, la vettura mantiene lo schema della vettura di origine, con motore 6 cilindri in linea di 2996 cc e una potenza di 125 cv a 450o giri/min.
In 1956, Saudi Arabia's King Ibn Saud decided to change its drive to representation and commissioned Carrozzeria Ghia to build two cars: a convertible parade and a sedan. The choice fell on the Mercedes-Benz chassis 300c (W 186 IV), the series dubbed "Adenauer". Of these two cars is spoken in an article of "Quattroruote" of May 1957, entitled "The King of Saudi changing cars." The two versions were two-tone, red medina with ivory band for convertible and green with silver band the sedan; They differed in the interior: the convertible had leather interior ivory strap top and bottom black, the interior saloon all black for the front seat and all ivory for the rear. Subsequently, Saudi King did change the color of the cars by opting for a completely black paint for convertible and metallic silver gray, with black band, for the sedan. After using the car in Saudi it is transferred at the end of the 60s in California. He returned to Italy in 2009, to be subjected to a complete renovation in 2010. In 2011 she was invited to the second edition of the exclusive Uniques Special Ones concours d'elegance of Florence, where the jury attributed a "Special Price." From the point of mechanically, the car maintains the scheme of origin of the car, with the engine in the 6-cylinder 2996 cc and a power of 125 hp at 450th rev / min.
Ecco altre foto del Primo dell'Anno.
La FS 835 era una locomotiva da manovra usata dal 1906 al 1934. Progettata alla vigilia della nazionalizzazione delle ferrovie attuata dal governo Giolitti nel 1905, la locomotiva presentava diverse innovazioni volte a ridurne il prezzo di vendita ed a migliorarne le prestazioni in manovra.
Questa Locomotiva venne costruita da Breda tra il 1908 e il 1909.
Non esitate a scrivermi se conoscete altre informazioni!
Here are more photos of the First of the Year.
The FS 835 was a shunter used from 1906 to 1934. Designed on the eve of the nationalization of the railways carried out by the Giolitti government in 1905, the locomotive had several innovations to reduce the sale price and to improve its performance in manoeuvre.
This locomotive was built by Breda between 1908 and 1909.
Please comment if you know more information!
Production: 1 of 159 (1931-1932).
During the 1920s and 1930s there were two coachbuilders with whom Alfa Romeo had the closest ties, Zagato and Touring, both of Milan. As the brand developed, it was these companies that could best interpret the chassis, and during this period they dressed the cars leaving the nearby factories with the most beautiful bodywork, akin to art forms of elegance. Touring has done very few “Coupe Royale” bodies on the 6c1750 GTC chassis of which this may be the only original survivor – the history of which has been known since 1949.
Chassis 101014832 is a 5th series car that was delivered as the 32nd car built in 1931 and was one of only 66 examples delivered that year, in a three-year production run of 159 units. It is known to have been sold new in its home country, where it survived the war years, first appearing in collector circles in October 1949 when it was imported into the UK and registered KXO 590. An old advertisement on file shows it in much the same form as today offered for sale through Character Cars of Wimbledon for the princely sum of £625 towards the end of 1950, a very high price for the period. According to the sales pitch, it has recently been “repainted, reupholstered and the brightwork replated.” Interestingly, that 1950 ad shows the car fitted with a rearward sloping 8c style radiator, as fitted today.
A chain of British owners followed, Arthur Finch between 1961 and 1962; John Cameron from 1963 to 1970 and possibly afterwards the famous collector and racer Hamish Moffatt. In 1983 it returned to Italy to join the Medici Brothers' collection for a short time, before entering the long-term custody of noted collector Alfredo Celli, who would keep the car for almost 30 years. At that time it was registered with the Automotoclub Storico Italiano and received a FIVA passport.
In 1995 it was a little tired and it was decided to treat it to a refresh, an exercise that led to a complete restoration. The owner was able to call on the services of Carlo Felice Bianchi Anderloni, the second generation of Touring's founder. In the course of the process it was revealed that the convertible top which had been sealed in a closed configuration for some time in the post-1950 period was indeed to be fully convertible and was returned to its original drophead Coupe Royale form.
The bodywork and cosmetics were entrusted to the esteemed workshops of Dino Cognolato, who converted the bodywork to reveal the original royal blue and black livery that the car now wears again. While the mechanical aspects were handled by respected engineer Gianni Torelli, whose versatile skills can handle the extremes of high-revving Italian twin-cam sub 1 liter engines, right up to the gargantuan Bugatti Royale of over a dozen liters.
The completion of this work took place in 1996, after which it was first exhibited at the then popular Louis Vuitton Classic in the Parc de Bagatelle in Paris, where its condition was immediately appreciated with a class victory of the 'Grandes Classiques des Années 20 & 30'.
After two more decades in Italian ownership, during which it continued to be displayed and enjoyed some nine years ago, it was put up for sale, and the Alfa arrived in the sympathetic hands of a well-known connoisseur and long-time 'Alfisti' in the UK Kingdom, of which it is offered today. Being an enthusiast of the brand and familiar with the aesthetics of these cars, he opted to return to the canted radiator version more common on the 8-cylinder cars, although the Celli-mounted upright original GTC radiator was the car accompanies.
Usability and reliability have benefited from work in the UK by Jim Stokes Workshops (upgraded oil and water pumps and carburettor jet conversion) and Neil Twyman Racing Ltd (re-wringing and re-commissioning). A longer rear axle ratio (3,9:1 from an 8C) is fitted instead of the 5:1, and the car travels very easily above the UK legal limit of 70mph, with a remarkable top speed of around 90mph, all that time manageable and docile for normal road use in modern traffic.
An owner wanting more competitive performance can opt for the engine upgrade now available from Jim Stokes Workshops, where 1750 engines now produce power comparable to that of the 8c in that period. But the engine is equipped with all original parts, including the correct Memini carburetor. Gearbox conversions from JSWL are also available to avoid the double declutching of the original.
Although it has a surprisingly modest capacity for a chassis of this caliber, thanks to its supercharger it was deemed to provide more than adequate performance for modern traffic, almost 90 years after it was produced. Judging by his performance and confidence in the car, after significant delays in shipping the car to the US earlier this year, the owner had no hesitation in simply driving the Alfa off the Savannah ship and straight to Amelia Island. That trip was covered in mostly torrential rain, but the car 'didn't miss a beat', covering the 130 miles in as many minutes!
This supercharged Grand Touring supercharged Alfa Romeo offers a wide range of driving options, from the Concours lawns to long-distance touring, or the Mille Miglia in a comfortable, fully convertible form and inimitable style. As Luigi Fusi noted in his reference book on the brand: “This car was in high demand by an elite of amateurs who liked comfort combined with sporty touring characteristics.” Or as Henry Ford is said to have said: “If an Alfa Romeo passes by, I raise my hat”!
Source: www.metropole.nl/
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Dutch entrepreneur Frans van Haren has a classic car collection that has won prizes at prestigious national and international competitions. Since 2017, he has been presenting his impressive car collection to a wider audience in the futuristic-looking, former furniture showroom 'Metropole' in Druten, the Netherlands.
The collection includes some four hundred cars, trucks and motorcycles, making it almost the largest car museum in the Netherlands.
Metropole Museum
Druten, the Netherlands.
Diagrama de 11 de fevereiro.
Com Gerson Mora e Marco Vergotti
O Cerro Torre sempre foi uma montanha muito dificil de escalar. Esta entre as mais difíceis do mundo. Mas em 1959, o alpinista italiano Maestri resolveu escalar o monte usando um compressor para colocar os grampos que dão suporte a escalada. Ficando conheciada como a VIA DO COMPRESSOR. Isso gerou muita polêmica na época, mas depois foi aceito pela comunidade, pois facilitou a subida ao monte, que antes era quase impossível.
Em 2012, Jason Kruk e Hayden Kennedy, alpinistas amercanos, terminam a Via do Compressor sem usar quase nada dos grampos do Maestri e na descida arrancam 150 deles, impossibilitando para sempre quem queria repetir esta via da mesma maneira que era feita.
Um monte que era escalável desde 1959 agora voltou a ser um desafio.
Fizemos essa primeira versão mas no final quiseram essa usando a foto do monte no lugar da ilustração.