The Porsche 912 is being revived and upgraded by a new automotive company from Budapest. That was an odd sentence to write, but KAMM Manufaktur is taking original Porsche 912s and giving them the restomod treatment, and the results are legit. KAMM’s 912c maintains the lines and grace of the 912 but modernizes most aspects of the car. Founded by Miklós Kázmér, KAMM focuses solely on the 912, with the first details of the 912c released on September 8th of this year.
“I have worked on my vision of the perfect 912 for many years, creating a world-class team of engineers and experts to help make my dream a reality,” says Kázmér.
Porsche developed the 912 as an entry-level version to the 911 and produced it from 1965 to 1969. The 912 was lighter than its 911 sibling, 2,127 lbs. vs. 2,376 lbs., and with KAMM’s 912c, that weight is reduced to 1,653 lbs. with a steady diet of new components including carbon fiber.
KAMM 912c
“Steel is replaced with carbon, seamlessly blended without trace, ensuring flawless fit and finish,” per the company’s website. “KAMM engineers enhance the chassis, brakes suspension, wheels and tyres and replace all original elements with brand new, factory parts including lights, fixings and rubbers.”
KAMM 912c
The 912 was originally powered by a 1.6-liter flat-four engine that produced 90 hp at 5,800 rpm. For the 912c, KAMM partnered with JPS to develop a 2.0-liter flat-four JPS air-cooled 616 engine that produces a factory-rated 170 hp.
Now the bad news: the 912c is priced at $384,000, though you can provide a 912 donor if you’re so inclined. Full production starts in 2023, and the first 912c sold is now in production for 2023 delivery in the United States.
Welcome to IROC REHAB, the new series from Hemmings where we take an ailing 1987 Chevrolet Camaro IROC-Z into our Sibley Garage in Bennington, Vermont, and, with the help of some very special partners, give it a new lease on life.
Thirty-five years ago, the Camaro IROC-Z was one of the most sought-after muscle cars on the road. They combined high style, power, and performance in a package that was difficult to match. However, as time and technology marched on, they became overshadowed by the latest and greatest. Now, in 2022, with new parts and technology available, Hemmings has decided to rehab one of the most iconic muscle cars in history to make it perform better in the twenty-first century.
Rumors of a new “Bullitt” movie in the works are picking up steam with a report claiming Bradley Cooper has been picked for the titular role of Frank Bullitt.
Citing anonymous sources, Deadline reported last week that Cooper has signed a deal to play the role made famous by Steve McQueen in the original 1968 movie. Cooper was picked by Steven Spielberg, mooted as the movie’s producer.
Cooper is famous for the “Hangover” series of comedies, as well as 2018’s “A Star Is Born,” a movie that he produced, wrote, directed, and also starred in alongside Lady Gaga. He will reportedly also serve as a producer of the new “Bullitt” movie. Deadline said Cooper and Spielberg talked about the project for years.
Scene from “Bullitt” with Steve McQueen in a Ford Mustang GT
The movie isn’t expected to be a remake but a new story based on the character of Frank Bullitt, a tough San Francisco cop who in the original chased a mob kingpin that killed a key witness. Josh Singer, who previously worked with Spielberg on 2017’s “The Post,” was previously reported to be penning the script.
There’s no word on whether the movie will have a new dramatic car chase like the original through the streets of San Francisco between a bad guy in a Dodge Charger R/T and McQueen in a Ford Mustang GT painted the now famous Highland Green. That original car was sold in 2020 for $3.4 million at auction.
Spielberg definitely knows how to film a tense chase. His first major movie, 1971’s “Duel,” was basically one giant chase, and hopefully he can recreate some of the tension of that movie for a chase in the new “Bullitt” movie.
The Saratoga Museum’s popular “Saturday after Thanksgiving” Lost Speedways program will take place on Saturday, November 26th.
Saratoga Springs, NY – With the end of another racing season on the horizon, attention is turning to off-season activities, and at the Saratoga Automobile Museum, nothing is more popular than the “Saturday after Thanksgiving” Lost Speedways program.
“We came back strong last November after losing a year to the Covid-19 pandemic,” said event organizer Ron Hedger. “But this year will rank among our best programs ever as we look at a wide swath of the past as well as peer into the future.”
Opening the program will be the always popular “Motorcycle Guy,” Mark Supley. But for 2022 his focus will change, as he has also begun restoring Soap Box Derby cars and researching past activities in the region, followed by Mike Zagata, who will take listeners back to the glory days of the old Fonda Speedway Drag Strip with assistance from photographer Frank Simek, who pulled a treasure trove of old photos from his archives to illustrate Zagata’s presentation. This and more!
If you like stories like these and other classic car features, check out Old Cars magazine. CLICK HERE to subscribe.
Want a taste of Old Cars magazine first? Sign up for our weekly e-newsletter and get a FREE complimentary digital issue download of our print magazine.
“This Thunderbird was reportedly owned long-term by the prior owner and is coated in metallic silver with a white landau roof,” the listing states. “The body is accented with chrome brightwork and features quad headlights, rear fender skirts, sequential rear turn signals, and dual exhaust outlets.”
1966 Ford Thunderbird
It rides on a set of wire wheels with knock-off-style center caps and whitewall tires.
This 1966 Ford Thunderbird has gray front bucket seats and rear dual seats. It features power windows, a power driver’s seat, and a newer radio with a trunk-mounted 12-disc CD changer. The five-digit mechanical odometer reads 54K miles, which the selling dealer believes to be this Thunderbird’s actual mileage, but the true mileage on the chassis is unknown.
Under the hood is a 390ci V8 engine paired with a column-shifted three-speed automatic transmission. This Thunderbird is rear-wheel drive.
390ci V8 engine
The sale includes a clear Arkansas title, and shop manuals.
A detail-oriented restoration can sometimes take years to complete, and most seasoned classic car experts would probably agree: Taking your time is much better than cutting corners.
“This beautiful 1949 Dodge Wayfarer just underwent a complete, sympathetic, body-off restoration,” the listing begins. “It is completely stock and almost 100% original.”
The seller has provided a Google Drive link with many photos that were taken before and during the restoration process. From the gallery, we can glean that the car was garage-kept long-term with Wyoming license plates that expired in 1980. Its original green paint was redone in a similar color with a metallic flake, and the car received a period-correct set of wide whitewall tires to complement the look. The seller states that the frame and suspension were treated for rust prevention while the car was under construction. The cloth upholstery on the bench seats is reportedly original.
The Wayfarer, also known as the D-29 Series, debuted in 1949 as part of the Dodge model lineup in three different two-door variants: sedan, business coupe, and roadster. The latter was offered with available removable side windows. The Wayfarer was relatively simple in its engineering, retaining features like vacuum-powered windshield wipers and a single exterior lock on the passenger door.
Power under the hood comes from a rebuilt one-barrel L-head 230cid inline-six that received mechanical work including a new radiator, battery, wiring, hoses, and seals as part of the refurbishment. The transmission is a column-shifted, three-speed manual “fluid drive” unit.
In an interesting production decision, Dodge kept 1952 Wayfarers identical to 1951 models and did not even split out the sales numbers between years. The name was discontinued after 1952, and the Dodge Meadowbrook took the reins as the full-size entry-level offering from the brand.
Regarding this first-year Wayfarer, the seller concludes: “It runs and drives well, and cruising in it is like taking a trip back in time. It has been a four-year labor of love to restore this wonderful car. I hope that it ends up with someone who can truly enjoy it!”
The seller is asking $18,000 or best offer for this lovingly restored Wayfarer.
Peugeot never imported the 1980s 205 GTI to the U.S., but the hot hatch rivals (if not exceeds) the love that we have given to the Volkswagen Rabbit GTi. Several have been imported here as antiques, so there certainly is 205 love in America, but it’s a subtle immigrant amongst the popular JDM cult and pricey exotics. Will the Tolman Edition 205 GTI change that?
Much like Singer, the company reimagines old Porsche 911s into bespoke restomods with contemporary performance, Tolman Engineering has reimagined the classic Peugeot 205 GTI with performance, reliability and convenience for modern enjoyment — even as a daily driver.
Unless you’re in the British Isles, perhaps you haven’t heard of Tolman Engineering. Christopher Tolman founded the company in 2007 after 12 years of working in motorsport, including assembling British Touring Car Championship (BTCC) and World Rally Championship (WRC) engines. Over the years, the company has expanded beyond Tolman Engineering to include Tolman Motorsport and Tolman Historic. Drawing on the company’s experience in these facets, including parts it has engineered and manufactured, Tolman Edition has created a 205 GTI that will handle the demands of today’s enthusiast while satisfying the purist, as the build involves “non-invasive enhancements” that allow the 205 GTI to be returned to stock.
“The overriding impression from those experiencing our development car was the emotions it invoked. Drivers stepped out of the car grinning, having rekindled that feeling that’s so hard to find when driving today’s sports cars on the road,” says Chris Tolman. “Back in the 80s and 90s, for me and I’m sure many others, 205 GTIs were a first taste in performance cars; something rewarding, responsive and engaging.”
Last year, Tolman Engineering built its first 205 GTI 1600cc development car to gauge the possibility and public interest. Its success has led to the development of the Tolman Edition that we have presented here. It is a starting point where customers can “add optional performance or convenience elements based upon how they want to enjoy the car.” Tolman starts with a bare shell, applies the latest in anti-corrosion, stone chip and ceramic coating protections, and then goes through 700 man-hours to incorporate the performance and convenience features that make this 205 GTI a more adroit iteration of the 1980s classic. Customers can choose 1600 or 1900cc variants, with both receiving ported cylinder heads, the latter featuring 16V heads and a special billet cam cover to achieve over 200 horsepower. Other upgrades include shift rods and bushes, Motec ECU with fly-by-wire throttle, Tolman-developed stainless-steel exhaust (while maintaining the factory look), optional Quaife ATB differential, 15-inch Michelin Youngtimer PE2 tires and LED lighting.
For the chassis, Tolman-tuned Bilstein dampers work in tandem with adjustable bottom arms and Tolman-developed anti-roll bar. Optional AP Racing calipers and ATEC CNC-formed stainless lines “provide fade-free performance and a consistent pedal feel.” Power steering is standard.
Inside, an optional Motec LCD anti-reflective dashboard display replicates the original analog gauge cluster while providing additional data like contemporary vehicles. Additional upgrades include retrimmed seats, new carpets, Alcantara steering wheel, power windows, Blaupunkt stereo with subwoofer, Bluetooth and digital audio broadcasting.
Adds Tolman, “We wanted to recreate that feeling of being at one with the road, a car you can just jump in and simply enjoy driving hard. Current hot hatches surpass these cars in so many areas but despite having loads of power and incredible dynamics, they fail to rekindle that emotional involvement that made us feel special with the 205.”
Prices start at £55,000 (approximately $65,000), which also includes local delivery, 12 months parts and labor, and 12 months service and inspection at Tolman Engineering. No word if Yanks will be able to experience the charms of Tolman Engineering but, if you enjoy roller skates, an inquiry is in order. Plus, if your tastes run in other directions, Tolman Engineering plans more Tolman Edition cars from the 1980-90s, the first which will be revealed by the end of 2022.
The Little Giant was one of 40 truck brands manufactured in Chicago between 1911 and 1920.
Photos by Jim Haklar
The Little Giant’s lack of a front hood can be startling to passengers who are not used to riding so forward on a vehicle
Thirteen is a lucky number for David Alt, Jr., of Finksburg, Md. He owns 13 mint cars and trucks from 1903 to 1918. One of them is a Little Giant from, you guessed it — ’13. The Little Giant was one of 40 truck brands manufactured in Chicago between 1911 and 1920.
From horse to truck
During the first two decades of the 20th Century, trucks were competing against horses. The flesh-and-blood horse came with fleas, disease, smells and manure. At best, a work horse could haul 25 miles in a day. A commercial truck could go a lot farther, faster and carry more. A horse needed to eat and have a stable. In short, the cost of a horse was becoming unsupportable.
The teen years of the new century marked a movement of reform where cars and trucks were looked upon as new technology, much like the internet of the early 21st Century. Businesses then, as now, wanted to be considered part of the new movement, and in the early 20th Century, that meant going from a horse to a motor truck.
The early 20th Century is sometimes referred to as “the experimental age of the truck,” because there was no preconceived notion of what a truck should look like. An initial problem with these horseless buggy trucks of the period was that they were generally based upon platforms without any provision for protection, so barrels, crates and other payloads could fall off them. Soon, the trucking industry found ways to efficiently hold payloads on vehicles.
Right-hand steering wheel was typical of vehicles built before 1915.
An oxymoron of a truck
The Chicago Pneumatic Tool Co., which is still in business, produced several truck brands, including David Alt’s Little Giant. This firm was founded by John Duntley, who also produced labor-saving tools for construction and mining including air compressors and pneumatic and electric tools. Duntley teamed up with steel magnate Charles Schwab and the company grew to include stationary engines and oil-drilling equipment. Between 1910 and 1923, the firm also made mid-sized utility trucks under a few different names.
The Duntley was produced by Chicago Pneumatic Tool from 1910 to 1912. The C.P.T. (named after the firm’s initials), was built only in 1912 and sold in England. The Duntley became the Little Giant from 1912 to 1918, and when “Little” was dropped from the name between 1918 to 1923, the truck lost its oxymoron of a name and was simply known as the Giant. Truck production closed down during the post-World War I recession.
Chicago Pneumatic Tool contracted with outside coachbuilders to fabricate several “factory” bodies that included the stake-bed, panel, bus, canopied-delivery and flareboard Little Giant models. The flareboard is the truck model that David Alt, Jr., owns today. His Little Giant’s flareboard body has slanting extensions on each side of an open cargo box to increase the bed’s capacity.
Little Giant trucks were advertised as “strong, simple, reliable, and efficient.” Chicago Pneumatic Tool had an enviable reputation, and thanks to its established tool business, people saw Chicago Pneumatic Tool’s trucks as utilitarian, sturdy, rugged and with rough-road durability.
Alt’s Little Giant has a one-ton chassis with a flat, two-cylinder, 20-hp engine with double-chain drive via a planetary transmission. The planetary transmission is made up of three types of gears: a sun gear, planet gears and a ring gear. The sun gear is located in the center and transmits torque to the planet gears. The planet gears are mounted on a movable carrier around the sun gear and interlock with the outer ring gear. The ring or sprocket gear’s teeth mesh with the holes in the chain’s links. Power is transferred to the rear axle via the chains.
The Little Giant’s flareboard body has slanting extensions to provide for additional cargo.
Compared to his 1911 Reo H truck with one cylinder and 9 hp, Alt says his Little Giant has more pull and power.
For a novice driver or a first-time passenger, it can be a starling experience to ride in a vehicle with nothing in front of but the road.
“The seat is made into the frame of the truck,” Alt also remarked of his Little Giant. “Even so, there is plenty of legroom. There are no dials or gauges.” He added that the truck is easy to steer.
Alt bought his Little Giant in 2012 from Chris Paulsen, who is a professor teaching auto restoration at McPherson College.
“It was restored, but not running,” Paulsen said. “We got it running, and driving it took a fair bit of adjusting, but no major work. We added a more correct horn assembly.”
Paulsen had documents from the first owner, who was Otis Catterson, of Honesdale, Pa. These included registrations from 1914 to 1917, as well as hand-written mileage and maintenance records. Alt’s work on the truck addressed the radiator, headlamps, taillamps and wiring, as well as replacing a coil, battery and the leather seat.
Many old trucks were used until there was little left of them, but thanks to this Little Giant’s past and present owners, this old workhorse was saved, restored and cherished. Alt’s 1913 Little Giant is not the only survivor of this rare truck brand, however. He did some investigating and found that there are three Little Giants in museums and five belonging to individuals, such as himself.
Alt’s product of a bygone era now lives a life on the show circuit and of leisurely excursions. None of his vintage vehicles are knickknacks. Although too primitive to use as regular transportation any longer, Alt noted, “In my county, I have drove the truck 13 miles in one day. It is very easy to drive. Everyone wants to take a ride in it.”
If you like stories like these and other classic car features, check out Old Cars magazine. CLICK HERE to subscribe.
Want a taste of Old Cars magazine first? Sign up for our weekly e-newsletter and get a FREE complimentary digital issue download of our print magazine.
Here’s a little information about the beautiful 1963 ATS 2500 GT Coupe which was on display at the 2022 Concours of Elegance. What a beautiful shape. Lots of chrome. A wonderful looking rear end. We love it. You can see more Concours of Elegance news, reviews, videos and galleries here.
In terms of office-based tiffs, very few can have had such an impact on the automotive world as Enzo Ferrari‘s infamous falling out with key members of his eponymous empire.
Staff relations had been fractious for some time prior to November 1961, but came to head over the influence of Enzo’s wife, Laura, in the company. Sales manager Girolamo Gardini, manager Romolo Tavoni, chief engineer Carlo Chiti and development boss Giotto Bizzarrini issued a written ultimatum demanding her removal. Enzo fired them.
The ousted party soon set up a new company – Automobili Turismo e Sport, or ATS, funded by one of Ferrari’s most treasured customers, Count Giovanni Volpi’s Scuderia Serenissima. The 2500GT was the resulting road car – it had a mid-engined 2.5-litre V8 courtesy of Carlo Chiti and a chassis honed by Bizzarrini. The styling was courtesy of Franco Scaglione, and the body was crafted by Allemano.
This example is chassis 2004, and its first registered owner, Bruce McIntosh, bought it along with a spare 2.5-litre engine in around 1966. McIntosh unfortunately damaged the car, requiring the replacement of the damaged nose with a factory-built component. This work was performed in England by Grand Prix Metalworks, owned by Carl Rosner.
McIntosh sold the car to Rosner, who never really completed the car until the time he decided to sell it, in 1971. It is believed that the car was then briefly in the hands of an unknown enthusiast before being passed to Norbert McNamara, a Californian racer and collector, who already owned ATS chassis 2001, which had been converted to Chevrolet power. He bought chassis 2004 because it came with a spare engine that originally powered his own car.
After McNamara’s death the ATS underwent a two-year mechanical restoration in Costa Rica, completed in time for the 2008 Modena Cento Ore classic rally. After the event, the car returned to Costa Rica and was completely dismantled, with everything rebuilt as new.
Koni rebuilt the dampers, and a new clutch disc was located, while new custom gaskets and rebuild kits for the rare dual-throat 38 IDM Weber carburettors were supplied by Pierce Manifold. A set of special transmission gears were fabricated by the same company that produced the gears for the McLaren F1.
What a beautiful looking car, a rare car and we love it. We hope you love it to.
I was an auto insuranceclaims adjuster with experience in liability, property damage and medical claims in my previous career. It was a tough job. I was often overworked, as claims are a Sisyphean task and you’re never caught up, plus no one likes to chat it up with their insurance guy. I mean, who likes to talk about their recent car accident?
Despite those aforementioned issues, it was a good job because you could often help people at a bad time. It’s also a time to educate them about insurance coverage and the claims process. Like many aspects of daily life, you never think about your auto insurance unless you have to, and the claims process can be daunting.
As a former insurance dude, I tend to be the guy my family, friends and coworkers go to when they a claim and want to know what to expect. I always help as much as I can to make the process easier and relieve any anxiety from an often-traumatic experience.
Not all claims are the same. There are variances on what is covered, the coverage amount and claims handling process. Each claim is unique to the situation and to the insurance company involved. With that in mind, here are some tips, and expectations from the auto insurance claims process.
Make sure you exchange insurance information with the other folk(s) involved and to take pictures of the other vehicle’s license plate and their driver license. This might sound like paranoia, but it’s not uncommon for a driver to skip out after an accident, or never file a claim or police report. People might not answer the phone after an accident but their insurance info, and pictures of their driver license and license plate can help your claims adjuster track down the other driver.
From my claims experience, the police don’t come out for low-velocity accidents, accidents without serious injuries or incidents that occur in parking lots. Obviously your accident is a big deal, but the local police are often over inundated with calls and will advise you to exchange info with the other driver in many instances. If law enforcement comes out, give a statement to the best of your ability, and take pictures of the police report information.
My excessive documentation sounds like a form of distrust, and that might be so, but I worked claims with the simple concept of “If it isn’t documented, it didn’t happen.” Your claims adjuster works for you but can’t take word-of-mouth as facts. Plus, one’s memory can falter, and to have pictures of everything benefits your claim.
I recommend keeping all documents from the claim (police report, insurance exchange forms, etc.) organized in an envelope or folder. This includes notes that you might write while on the phone with the claims adjuster or law enforcement. A claim can be a CYA moment, and your records will help you.
Your initial phone call with the adjuster will likely include going over the facts of loss, injuries sustained and reviewing coverage. Don’t be afraid to ask questions about anything related to the claim. It’s the adjuster’s role and responsibility to inform you of expectations, processes and your coverage.
Depending on the nature of the claim, you may have to give a recorded statement to the claims adjuster from your insurance or the other guy’s carrier. The purpose of it isn’t to interrogate you, but rather to get the facts in a manner that protects you from having your statements misconstrued or altered.
Recordings are more accurate for the facts of loss if there are any disputes. In my personal and professional life, recorded statements benefit you.
The adjuster’s liability decision is based on the information provided to them. This info includes the physical damage from the vehicles and property involved, your statement, the other driver’s statement, statements from passengers and/or witnesses, police reports and if any vehicle involved has a dash cam. Dash cam footage was a rare occurrence in my time, as I had only one claim with dash cam footage. It was one of my easier liability decisions.
Like I mentioned before, this is an overview of the claims process, and each claim is unique to those involved, the incident and insurance.
Take care on the road, safe travels and hopefully you never have to use this guide.
