On March 6 2020, Managing Director of the Cortile, Bernard Martin took a tour of John & Suzanne Campion's Collection of Lancia race cars. Prior to the pandemic the Macchina of Lancia had been selected as our 2020 Proiettore Macchina but with the cancellation of the 2020 events we have now moved our celebration to 2021.
Six of the eight stunning cars in our video have been offered for sale through London’s Girardo & Co for sale. John Campion is creating an Irish Race team. But more about that in the video. As you watch, you'll quickly realize that these aren’t just any Lancia race cars, they’re some of THE MOST significant Lancia race cars.
Bernie met with Ben Kruidbos of CJJ Motorsports in between the Porsche Werks Reunion Tours that where happening during this years Amelia Island Concours d'Elegance. Little did anyone who attended the Concours suspect that this kick off of the automotive car season would also probably mark the end of the 2020 automotive events.
Here's the list of cars that covered in our interview below.
Understanding The Race Groups
Sometimes there is some confusion around what the various racing groups mean and what cars are in them. Rightly so. The definition of which cars fit in which group can change over time, and often do! In addition to that, Groups can come and go only to return at a later time. Below is a qucik summary of the groups that are mentioned in the video.
Group 5 was an FIA motor racing classification which was applied to four distinct categories during the years 1966 to 1982. Initially Group 5 regulations defined a Special Touring Car category and from 1970 to 1971 the classification was applied to limited production Sports Cars restricted to 5 litre engine capacity. The Group 5 Sports Car category was redefined in 1972 to exclude the minimum production requirement and limit engine capacity to 3 litres.
From 1976 to 1982 Group 5 was for Special Production Cars, a liberal silhouette formula based on homologated production vehicles.
4th Generation Group 5 – "Special Production Cars" (1976 to 1982)
For the 1976 season the FIA introduced a new Group 5 "Special Production Car" category, allowing extensive modifications to production based vehicles which were homologated in FIA Groups 1 through 4. These cars would contest the World Championship for Makes series from 1976 through to 1980 and then the World Endurance Championship in 1981 & 1982. The FIA rules restricted the width of the car, therefore cars were built with standard body widths but wide mudguard extensions. The regulation required only the bonnet, roof, doors and rail panel were left unmodified.
The rules however did not mention headlight heights, therefore when Porsche originally were to enter the 935 with the production headlight, they read the rules and discovered the loophole, therefore they raced the 935 with the hallmark flat nose. The category was also mostly associated with the wide boxy wheel arches and extravagant body style. The category would be banished after 1982 in favor of the Group B regulation, but continued to compete in JSPC, IMSA GTX category and other national sports car racing championships for a few more years. The only non-circuit events that used Group 5 cars were in the Giro D'Italia Automobilistico rally.
The Group 4 racing class referred to regulations for cars in sportscar racing, GT racing and rallying, as regulated by the FIA. The Group 4 class was replaced by Group B for the 1983 season.
The Group 4 regulations were also used as the basis for the World Rally Championships until they were replaced by the Group B regulations. In mid 1970s to early 1980s rallying, it was necessary to produce 400 identical cars for homologation as a Group 4 rally car. Notable cars included the Ford Escort RS1800, Fiat 131 Abarth, Lancia Stratos HF and the Audi Quattro.
Group B - "The Killer B's"
The Killer B's
Group B was a set of regulations introduced in 1982 for competition vehicles in sportscar racing and rallying regulated by the FIA. The Group B regulations fostered some of the fastest, most powerful, and most sophisticated rally cars ever built and is commonly referred to as the golden era of rallying. However, a series of major accidents, some of them fatal, were blamed on their outright speed and lack of crowd control at events. After the death of Henri Toivonen and his co-driver Sergio Cresto in the 1986 Tour de Corse, the FIA disestablished the class, dropped its previous plans to replace it by Group S, and instead replaced it as the top-line formula by Group A. The short-lived Group B era has acquired legendary status among rally fans and automobile enthusiasts in general.
By contrast, Group B had few restrictions on technology, design and the number of cars required for homologation to compete—200, less than other series. Weight was kept as low as possible, high-tech materials were permitted, and there were no restrictions on boost, resulting in the power output of the winning cars increasing from 250 hp in 1981, the year before Group B rules were introduced, to there being at least two cars producing in excess of 500 by 1986, the final year of Group B. In just five years, the power output of rally cars had more than doubled.
Group VI Two-Seater Racing Cars
Group VI Two-Seater Racing Cars (1976 to 1982)
In 1976, the FIA reintroduced the Group 6 classification, now officially called “Two- Seater Racing Cars”.
Various production based categories, spearheaded by a new Group 5 for “Special Production Cars”, were now to contest the World Championship of Makes whilst the Group 6 cars were awarded their own title, the World Championship for Sports Cars. Three engine capacity limits were applied to Group 6 cars for the 1976 and 1977 championships:
1981 saw the series expanded with an official Drivers’ title awarded by the FIA for the first time and drivers of Group 6 cars were eligible to compete for this. Group 6 was then effectively replaced by the new Group C Sports Car class for 1982 but the FIA granted a concession which allowed the Group 6 cars to compete in the 1982 World Endurance Championship alongside the new cars
Group A was a set of motorsport regulations introduced by FIA covering production-derived vehicles intended for outright competition in touring car racing and rallying. In contrast to the short-lived Group B and Group C, the Group A referred to production-derived vehicles limited in terms of power, weight, allowed technology and overall cost. Group A was aimed at ensuring numerous privately owned entries in races.
Group A was introduced by the FIA in 1982 to replace the outgoing Group 2 as "modified touring cars", while Group N would replace Group 1 as "standard touring cars". The FIA continued to promulgate regulations for Group A Touring Cars until at least 1993, and the category survived in domestic championships until 1994. However, Group A is still used as the basis for most rally competitions around the worl
Before 1973 & The World Rally Championship
It was with the Fulvia that Lancia went officially back into racing after its withdrawal from Formula 1 in 1955; this time the effort was focused on rallying. In 1965 the company absorbed the HF Squadra Corse, a privateer racing team founded by Lancia enthusiasts which previously received some factory support, which became the works team under the direction of Cesare Fiorio.
The same year the Fulvia Coupé made its racing debut at the Tour de Corse, placing 8th overall. Starting with the lightened and more powerful 1965 Rallye HF, special HF version were put on sale to the general public to homologate improvements for the rally cars. In 1967 the larger displacement Rallye 1.3 HF followed. As the V4 engine had reached the limit of its development, an all-new 1.6-litre V4 engine was developed and installed on the 1967 Rallye 1.6 HF. The car raced as a prototype until August 1969, when it received FIA homologation.
With the exception of 1970, Fulvias won the Italian Rally Championship every year from 1965 to 1973. The Fulvia's rallying career reached its zenith in 1972, when Lancia won the International Championship for Manufacturers two rounds in advance.
First placements at rallies valid for the Championship were three: included Sandro Munari and Mario Mannucci at the famous Monte Carlo Rally, with a 10' 50" margin over the runner up, Larrousse/Perramond on a much more powerful Porsche 911 S, Lampinen/Andreasson at the Rallye du Maroc, and Ballestrieri/Bernacchini at the Rallye Sanremo.
In 1973 Lancia did not score any podium finishes valid for that year's first-ever World Rally Championship season; though at the hands of Munari the Fulvia won its second European Rally Championship, after the 1969 victory by Harry Källström. During the 1974 season the Lancia Stratos replaced in rallying the—by then ageing—Fulvia. That year Lancia won its second World Championship, also thanks to points scored by the Fulvia in the first rallies—such as the third place Munari caught in the grueling East African Safari Rally.
If you would like to participate in some virtual cars shows, this summer, we will be listing some of the Italian car shows that we are made aware of. Here's the first of the list.
Concorso Italiano is working with The Petersen Automotive Museum to present a virtual event in lieu of being able to gather in person, due to Covid-19 restrictions. As much as they would like to gather live on the beautiful green fairways of Bayonet Black Horse Golf Course, they will sate our Italian car lust via a virtual event that will be presented on the morning of August 15th.
Here is more information:
Submit a short 90-120 second video of your vehicle using your phone.
Concorso Italiano strong suggestions:
Suggested Equipment – Always shoot in landscape (horizontal) format
Our mutual friend Mark Greene of Cars Yeah provides a great example. Please watch this video. You can hear Mark very clearly. You get a great view of his car, and his passion is quite evident.
a message from Bernard Martin, Founder & Managing Director, The Cortile at the Pittsburgh Vintage Grand Prix
The Cortile will not be held in 2020. But do Make plans to join us again July 24-25, 2021!
We tried folks. In late April the Cortile Volunteer team held a series of meetings to discuss how we might be able to safely hold an event. We formulated plans to eliminate the buffet lunch inside the clubhouse, park the cars farther apart and limit the amount of set up that would be done that could impact the health and safety of our volunteer team, judges and participants.
As time went on we had more discussions with our sponsors, judges, and long time participants to the show. The overall consensus was that an overwhelming percentage of people who put on the event where not going to be attending.
It became very clear to us as team that it would be logistically impossible to hold the Cortile.
Not only would there be no money for the PVGP charities, it would also have been a complete financial loss.
There was no break even.
By late April, we had a conference call with our volunteer team and the PVGP. The team voted unanimously that we would postpone all of our plans until 2021 to feature Lancia. Again, we could not hold the Cortile in 2020 and instead would put all of our plans on hold to feature Lancia 2021. We're hoping you can rally behind our efforts geared toward next year. Help us make it success!
We apologize for our delay in letting you know. We wanted to wait to make our announcement until after the PVGP announced their decision. That happened today.
We hope that you and your loved ones stay healthy and safe over the next year. We will see you next year when we are featuring Lancia!!
There are 10 days of Alfa Romeo related events happening for the 2019 Alfa Romeo Owners Club convention.
The pre-convention activities start at the Pittsburgh Vintage Grand Prix Historic Races at Pitt Race where there will be historic and vintage Alfa's on the Track. There will also be several Pre- Convention tours which will visit some of Frank Lloyd Wright's iconic architecture and other historic landmarks in Western Pennsylvania all the while stretching the legs of the Alfa Romeo's on the byways of the Laurel Highlands.
The Convention itself kicks off on Tuesday 16 July with the AROC board meeting followed by a meet and greet at the Ember & Vine located inside the host hotel, the Doubletree Hilton in Cranberry Township, PA.
On Wednesday morning, July 17, Alfa Romeo's will parade through the City of Pitttsburgh and then be on display at Point State Park, where the Allegheny and Monongahela Rivers meet to form the headwaters of the Ohio River. Alfa Romeo owners will take an afternoon tour around the city in vintage 'Duck Boats". The six-wheel-drive amphibious DUKW's, built in 1944 and 1945, will get in the water and offer a preview of the Tune Up Party location that attendees to the convention will enjoy that evening.
On Thursday, convention participants will enjoy a day at the Pittsburgh International Race Complex for on track "Time Trial" as well as Autocross and some competitive karting amongst CLub members. The event culminates that event at Jergels, starting for with a tech session at Indian Motorcylces of Pittsburgh covering Tuning for the 4C and then moving acrorss the parking lot and up to the VIP Suites at Jergels to be entertained by Three Car Garage.
Friday, July 19 starts off with a Rally through the the backroads of Butler County through McConnells Mill for lunch at Moraine State Park, (not far from where the Jeep was invented) and returning back to the DoubleTree Hilton for a car was sponsered by Meguirs' before heading down to the welcome dinner at The Hisotric Pittsburgh Golf Club to mix and mingle with the Alfa Romeo Vintage Race Cars and drivers.
The Cortile della Corsa Weekend at the Pittsburgh Vintage Grand Prix is being hosted at the Cortile Italian Car showfield. Saturday will include Cortile Cup Judgine, Alfa Romeo "Shine and Show" Judging ad wll as the prestigious Certificator d' Oro judging for 98-100 point Concours level show cars. Also on display is the 'Courtyard of Racing" - Alfa Romeo race cars from their very robust racing history. This will hearken back to names like Nuvolari, Fangio & Andretti.
Saturday Evening will be capped of with a banquet for Alfa Romeo Club members at the Doubletree Hilton with vocalist Jessica Lee, who also has a unique role in the preservation of Pittsurgh's Blue and Jazz history.
The Convention culminates Sunday with the main event: racing! Racing is what made Alfa Romeo became famous over 100 years ago! There is a special VIP viewing area for Cortile and Club Members at Westinghouse Pond, turn 9 on the purpose built street course, with a lunch hosted by JKS Financial and "Wine on 9" hosted by Mazza Vinyards. It's also the day for paddock tours.
Iconic Bizzarini that graced the 2018 Greenbrier Concours d'Elegance Poster will be on display at the 2018 Cortile
It was recently featured on the inaugural poster for The Greenbrier Concours d'Elegance in May 2018.
Bizzarrini was a star engineer behind three of Ferrari’s greatest cars: The 250 Testarossa; The 250 SWB and The 250 GTO. As many great automotive talents do, Bizzarrini yearned to build his own car and power it with reliable American muscle under its curvaceous aluminum Bertone coachwork. The result is a smooth-riding, easy-shifting sports car that feels more like a grand tourer.
1968 Bizzarini Strada Provenance
The 1968 Bizzarrini Strada was built in October of '68 but was not registered for road use until September 1969 in Padova, Italy. In the 1970's it became part of famed stunt driver Carey Loftin. Loftin's lengthy career spanned 61 years. His body of work included classic films such as the stunt driver in Grand Prix, the stunt coordinator for Bullitt, as well as stunt driving stints in Thunder Road, Vanishing Point and The French Connection. He was the psychotic truck driver in Steven Spielberg's Duel as well as the truck driver in Maximum Overdrive.
Loftin certainly knew performance cars when he saw them. In 1990 the Strada moved to Germany only to return to the United States in 2006. It underwent a full restoration by Hall Fabrication and Racing in Benicia, California in 2009. In 2015, it garnered the top result at the debut Keno Brothers Fine Automobile Auctions when it was sold for $1,010,800 to a private collector. In May 2018, it was featured on The Greenbrier Concours d'Elegance poster designed by Dwight Knowlton of "The Little Red Racing Car" fame.
About Giotto Bizzarrini
It should come as little surprise that Giotto Bizzarrini, a talented young engineer from a wealthy Italian family, was drawn to the excitement and romance of his nation’s blood-red racing cars.
His passion and talent eventually brought him to Ferrari, where he helped develop three of the most iconic and successful race cars of the era - the 250 TR, the 250 SWB, and the mythical 250 GTO.
He joined forces with the great, young design talent, Giorgetto Giugiaro, who was already in charge of styling at Bertone, and they created the beautiful ISO Grifo A3/C. But Bizzarrini’s urge to return to racing left him restless. So, he once again called upon Pietro Drogo to help develop a new racecar, one based on the ISO Grifo A3/C. It would bear his own name - the Bizzarrini GT 5300 Corsa.
The Test Drive will start in the at the Edward Bigelow stature located between Flagstaff Hill and the Phipps Conservatory.
Please complete the below pre-registration form below. Algar Ferrari will be in contact with you to discuss.
Meet at the Bigelow Statue
Called the "Father of the Parks," Bigelow is credited with convincing Mary Schenley to donate a large parcel of land that is now part of the 454-acre Schenley Park.
In 1900, Mr. Bigelow devised a plan for major routes to connect Downtown with the parks, including the Boulevard of the Allies and Grant Boulevard -- which today bears the name Bigelow Boulevard.
Meeting that the statue of the man who created the wonderful driving roads in Pittsburgh seemed an ideal place to hold this inaugural event.
About Algar Ferrari
Each year the Cortile selects a marque or model to highlight our annual event at the PVGP based upon factors such as historical significance, unique local interest, brand resurgence, etc.
The Macchina of Iso Rivolta Bizzarini have been selected as our 2018 Proiettore Macchina!
The Rivolta family has been involved in scooters, motorcycles, sports cars, grand touring cars, as well as yachts and the automotive design house Carrozzeria Zagato.
Iso was initially named 'Isothermos' and manufactured refrigeration units before World War II. The company was founded in Genoa in 1939, but was transferred to Bresso in 1942 by Renzo Rivolta.
The business was refounded as Iso Autoveicoli S.p.A. in 1953 to reflect the production of motorized transport. Renzo Rivolta died in 1966, and his son, Piero, took over as managing director at the young age of 25.
Together with engineer Giotto Bizzarrini, designer Giorgetto Giugiaro and chassis builder Bertone, Renzo Rivolta began developing permformance cars in the 1960's including the iconic Iso Grifo and which later led to the creation of the Bizzarini 5300 GT.
From Refrigerators to Scooter: The early years
After the Second World War, the company reopened its doors and, in 1948, began to build motorcycles, scooters and motocarries - three-wheeled transport scooters/motorcycles. Renzo Rivolta had recognized a unique opportunity and jumped in front of his competitors by making performance transportation a priority in the post-war economy.
New scooters where introduced at a rampant pace with the 'Furetto' in 1948, the 'Isoscooter' in 1950, the 'Isocarro' in 1951', the 'Isosport' in 1953 and finally the 'Isomoto' in 1954. The last Iso motorcycle was presented as the Iso 500 in 1961. Isomotos were known as expensive, very durable and very well-built. The twin piston engine developed at Iso had more power than the comparable Vespa and Lambretta models making the Iso's the performance choice in the post-war economy.
The Birth of the Auto Scooter: The Isetta
The Isetta was developed with a scooter engine and similar drivetrain components. Even though it was a small car, the design permitted driver and passenger to enter the car standing up.
Occupants didn't need to squeeze, hunched down, into the cockpit, because the entire front of the car is the door.
The short length of the car also eliminated the need to parallel park. You could pull straight up to the curb, open the single front door, and step right onto the sidewalk.
Figures vary, but there where only about 600 - 800 Iso Isetta's produced under the Iso name. Less than 100 are believed to exist in the world today.
In 1947, BMW was granted permission to resume motorcycle production. Its first post-war motorcycle was released in 1948. In 1952 BMW resumed production of automobiles, with the BMW 501 large sedan. Unfortunately consumers did not want or could not afford large sedans and BMW was facing some some financial woes that could mean the end to the company as well.
They approached Rivolta and proposed buy-in the entire assembly line and moving it to Germany under license. The assembly line was moved from Bresso to Munich, the engine was upgrade to 250cc and the braking system improved. Over 160,000 Isetta's where produced and the royalties that Rivolta received on each sale funded the next development which would place the name ISO in the annuls of Italian motoring legend. Many credit the Isetta with keeping the BMW out of bankruptcy through 1959 -1960.
The Rivolta -Bizzarrini relationship: Birth of the Iso Grifo
Iso's most iconic automobile, however, was the Grifo. The Iso Grifo was a limited production grand tourer manufactured between 1965 and 1974. It also utilized a series of American power trains and components supplied by Chevrolet and Ford to ensure performance and maximize reliability.
Styling was done by Giorgetto Giugiaro at Bertone. The mechanicals were attributed to Giotto Bizzarrini, but the reality was that much of the mechanicals where in done in-house at Rivolta. Rivolta and Bizzarini needed each other for business reasons: Rivolta needed to attach the Bizzarini reputation to the performance perception of the new vehicle to compete with the likes of Ferrari and Maserati. The high performance scooters and the cute, spunky Isetta's just didn't quite convey the performance of the racing pedigrees of the other Italian sports car marques.
Who was Giotto Bizzarrini
Bizzarini started his career at Alfa Romeo in 1954 and in 1957 he moved over to Ferrari, eventually becoming controller of experimental, Sports and GT car development. He worked at Ferrari as a developer, designer, test driver, and chief engineer for five years. His developments there included the Ferrari 250 TR, the Ferrari 250 GT SWB (Short Wheelbase Berlinetta, aka "Berlinetta Passo Corto"), and the 1962 Ferrari 250 GTO. Bizzarrini was fired by Ferrari during the "Palace Revolt" of 1961.
Bizzarini became part of Automobili Turismo e Sport, ATS, a company started by the ex-Ferrari engineers to build a Formula 1 single seater and a GT sport car, the A.T.S. Serenissima. One of ATS's financial backers, Count Giovanni Volpi, hired Bizzarrini to upgrade a Ferrari 250 GT SWB, to GTO specifications. This resulted in the "Ferrari 250 GT SWB Drogo" also known as the "Breadvan" which became quite famous in it's own right. But, that, as they say is another story...
Bizzarrini's engineering company, Societa Autostar, was commissioned to design a V-12 engine for a GT car to be built by another dissatisfied Ferrari customer, Ferruccio Lamborghini. Lamborghini considered the resulting engine to be too highly strung, and ordered that it be detuned.
As you can see, Bizzarini was involved in some pretty significant sports cars, but, although he had developed quite a reputation, by the time he was asked to join forces with Rivolta, he lacked the bankroll to support his racing habit.
Rivolta had become financially stable as a result of the BMW license of the Isetta but needed Bizzarrini's reputation to add to the vehicle they had already almost fully developed in-house. The two joined forces. It was a short lived relationship and neither of the high strung alfa males got along with the other. But, in that brief period, they created the Iso Rivolta GT, and the Iso Grifo A3L and A3C.
THE ISO GRIFO and Racing
The Grifo epitomised the 1960s Italian style with its handsome low and wide handmade bodywork. It was the fastest production car tested by Autocar Magazine in 1966 with a top speed of 160 mph. Later versions of the Grifo were powered by a big block Chevrolet Corvette 435 bhp engine. These 90 handbuilt units are distinguishable by the raised "pagoda style" scoop bonnet. Some of these Iso Grifo 7 Litri units were rebuilt later with even bigger engines.
Around 29 A3C sport cars were built under the ISO name. Five of these 29 cars were bodied in plastic/fiberglass by Piero Drogo at Carrozzeria Sports Cars in Modena.
A3Cs were widely raced. Some cars entered the 1964 and 1965 Le Mans 24 hour, 1965 Nürburgring 1000 and 1965 Sebring. It achieved a Le Mans class win in both years and a 9th overall in 1965 with no factory support. A3Cs were one of the fastest cars on Le Mans' Mulsanne Straight in both years.
The Future: IsoRivolta Vision Gran Turismo by Zagato
Zagato announced that it will build between three and five of them for actual customers.
~Norihiko Harada, VP of Design at Zagato
About the ALFA ROMEO GTAM CARS
There are two schools of thought about the "Am" moniker, neither one ever having been officially confirmed by Alfa Romeo: One expands Am to Alleggerita Maggiorata (Italian: lightened enlarged), the other America Maggiorata. The car had a full steel body modified with aluminium and / or plastic parts. Because of an increased minimum weight in 1971 (up from 920 to 940 kg), the GTAm's had less need for aluminium and / or plastic parts.
The base for the GTAm was the 1750 GTV with a SPICA mechanical fuel injection system. The majority of the genuine GTAm's built by Autodelta have a chassis number starting with 105.51.XXXXXX. The European market 1750 GTV with dual carburettors from Dell'Orto or Weber carburetor and chassisnumbers starting with 105.44.XXXXXX was also used as a base.
The same goes for the 2000 GTV and the 1300 GT Junior bodyshell that was lighter. Note that some racing teams and private workshops ordered the parts from Autodelta and other tuners and assembled the cars themselves on a new or existing bodyshell.
The original 1750 engine block (actually 1779 cc) was used and by inserting a monosleeve instead of four individual cylinderliners, received 1985 cc and later to 1999 cc to participate in the 2000 cc class, explaining the "maggiorata" (enlarged).
According to the sources, some 40 GTAm's were built by Autodelta and by private workshops. This number is difficult to verify as the GTAm's didn't have their own specific chassis number series. In the second revised edition of the book `Alleggerita` (written by Tony Adriaensens & Patrick Dasse), published in 2012 by Dingwort Verlag, you will find the most complete list available of GTAm's.
This is a compilation of articles from a variety of sources and contributors. Attrition and sources are always provided at the top and/or the bottom of the posting.
Alfa Romeo Giulia
Alfa Romeo Giulietta Veloce
American Lancia Club
Cortile Della Corsa
Ferrari Club America
Juan Manual Fangio
Lancia 037 Rally Evo
Lancia 037 Rally Evo Group B
Lancia Beta Montecarlo
Lancia Delta HF Integrale 8V
Lancia Delta S4
Lancia Flaminia Gtl
Lancia LC1 Group VI
Lancia LC2 Group C
Lancia Stratos HF Works
Lanica Fulvia 1600 HF
Little Red Racing Car
New York To Paris
Rob Straw R7 Photography
Ron Lewis Alfa Romeo
Wine On Nine