1933 Ford Roadster Elgin Road Race Car 2724万円(SOLD)

公開日: : フォード ,

Sold for $220,000
75hp, 221 cu. in. L-head vee eight-cylinder engine, three-speed manual transmission, live axle suspension with transverse leaf springs, four-wheel mechanically-actuated drum brakes. Wheelbase: 112″For someone who had cut his teeth racing, who had refined and developed his skills building – and driving – race-winning cars and used racing to establish the name recognition which attracted his earliest backers and investors, Henry Ford’s reluctance to use racing to demonstrate the V-8’s performance and reliability and to feed the publicity machine that promoted Ford’s automobiles is hard to understand.


It may have been that Henry’s earliest efforts were just that, Henry’s. His name got in the headlines. But even that supposition does not hold water, since when the 999 got real fast Henry willingly, even gladly, relinquished the driver’s seat to the fearless Barney Oldfield. He had employed racing to promote the six-cylinder Model K, successfully as it turned out. Its on-track success helped rid Ford of the slow-selling inventory of the luxury Model Ks and paved the way for Ford to devote all its attention to the Model T.

The Model T earned its share of racing victories and tuning the Model T started any number of racers and mechanics down the road of business success, developing the techniques and performance-enhancing parts that filled the fields of many of America’s rural tracks with Model T-based racers. Not least among them were the Chevrolet brothers whose Frontenac 16-valve dual overhead camshaft heads turned the T into a regular winner.

These were not, however, really Fords. They did not endorse the stock Ford’s performance. When the opportunity to do that came along, with the revival of the Elgin, Illinois Road Races in 1933, the field was filled with new Ford V-8s. They not only won the stock car race, they dominated it, and the timing couldn’t have been better. The V-8’s teething problems in 1932 were well known. Elgin gave Ford the chance to demonstrate that the 1933 V-8 was not only powerful, it also was reliable.

Elgin, Illinois, located about 40 miles northwest of Chicago, had held road races from 1910 through 1920 which drew top fields and abundant spectators. Most of the spectators around the 81/2 mile rectangular course, however, did not pay for admission and with increasing speeds crowd control became a problem. The city fathers decided they’d had enough. Enough, that is, until a new city council decided to resurrect the races in 1933. With support from the hometown Elgin National Watch Company and the Joseph Weidenhoff company, a manufacturer of tune-up equipment, and designation by the Chicago World’s Fair as an official “Century of Progress” event, Elgin began recruiting drivers for the renewed Elgin Road Races scheduled for August 26. The payday was serious money and the city fathers were adept at enlisting sponsorship from local companies to pay the drivers’ expenses. Barney Oldfield was recruited as the Official Starter. Captain Eddie Rickenbacker served as an honorary referee.

Elgin lined up the top drivers of the day: Wilbur Shaw, Mauri Rose, Fred Frame, Joe Russo, Russell Snowberger, Ralph DePalma, Lou Moore, Frank Brisko, Bill Cummings, Phil Shafer, Slim Corum and Shorty Cantlon among them.

To give spectators plenty of entertainment two races were scheduled, a “Free-for-all” of big Indianapolis-quality race cars and another race of the same distance, 203.2 miles, for stock cars. Phil Shafer in his Buick special won the afternoon Free-for-all before a crowd of over 35,000, beating Fred Frame’s Miller Duesenberg and Rose’s Studebaker-powered Russell 8 with an average speed of 88.34 mph. Shafer’s payday was $2,500, Frame got $1,250 for finishing second, big money for the day.

But what is of concern here is the morning stock car race for the Weidenhoff trophy. It was filled by a fleet of stock roadsters limited to 231 cubic inches displacement. Most were driven by the same drivers who would compete in the Free-for-all. There was no overt factory involvement, but it does seem a mite suspicious that the field consisted of two Chevrolets, one Plymouth, one Dodge and eleven of the new 1933 Fords with their improved 75 horsepower flathead V-8s bearing sponsorship from a variety of Ford dealers and a few suppliers like the Elgin Piston Pin company. Stripped of fenders, running boards, lighting, spare tires, rumble seats, windshields and anything else extraneous to maximum performance, the roadsters with their top quality drivers promised to put on a show.

They were flagged off in pairs 30 seconds apart at 10:30 (a half-hour late as the course marshals dealt with 81 /2 miles of unfenced crowd.) At the end of 50 miles Fred Frame’s Ford had captured the lead on corrected time with Jack Petticord’s Ford second. At 100 miles it was Petticord in front but he relinquished the lead to Frame at the 150-mile mark and Frame was never headed again, finishing the 203 mile race in 2 hours, 32 minutes 6.1 seconds at an average speed of 80.22 miles per hour, only 8 miles per hour slower than the speed of Phil Shafer’s Indy car in the afternoon’s Free-for-all. The first seven finishers were all Fords.

The Elgin National Watch Company had set up a quarter-mile timing trap on the front straight and caught Lou Moore’s Ford at 100.4 mph with Frame just a tick slower at 100.3. With the gearing of the day their flathead V-8s would have to turn 4,900 rpm to achieve those speeds, an exceptional achievement for a “stock” 1933 Ford V-8.

In fact, spearheaded by Edsel Ford, the Elgin Road Race Fords were ringers apparently built under the supervision of an expert hired for the purpose, Harry Armenius Miller. The project started with a very early production 1933 Ford V-8 roadster which was tested on the roads around Dearborn against competing models from Chevrolet, Plymouth and Dodge. When its competitiveness was demonstrated, ten more cars were built specifically for Elgin.

Ford made ample use of the victory with feature presentation in the September 1933 “Ford News” and abundant newspaper and magazine advertisements. Frame’s ’33 Ford was featured at the 1933 Ford Exposition of Progress where the 1934 Ford models were introduced. The successful publicity that Frame’s Elgin Road Race victory brought to the Ford V-8 may have figured in Ford’s willingness to accept Preston Tucker’s 1934 proposal to have Harry Miller build the fleet of beautifully designed and executed Ford
V-8 powered front wheel drive Millers for the 1935 Indianapolis 500. Unfortunately that project failed to achieve the same result when the ones that were completed in time and succeeded in qualifying dropped out, all due to the same problem: exhaust manifold-mounted steering gearboxes that boiled off their lubricant and seized. Disgusted, Henry Ford ordered that the Miller-Fords be seized and consigned to obscurity. They were not scrapped, however, a fate that even an irate Henry could not countenance for such exquisite machines, and they later emerged to race again.

Elgin had been a great victory but it was not to be repeated as the races were never held again, the old problem of crowd control and no effective way to charge admission dooming North American road racing until the rise of purpose-built road courses after World War II.

Fred Frame’s 1933 Ford Elgin Road Race winner, however, survived, wonderfully intertwined with Ford history.

Frame had taken some practice laps the day before the race and exceeded his Ford’s road holding at Turn 7, crashing into the trees and demolishing his assigned race car. The only alternative was to press the early ’33 development car into service. It was quickly lettered with Cote Motor Company identification, Frame’s sponsor for the race, and captured the victory. After its promotional tour Ford and Cote Motors dispatched it to the West Coast with Frame and his riding mechanic, his brother, where it was rolled at the Mines Field race in Long Beach. It then returned, somewhat the worse for wear, to Cote Motors and sat there until young John Dahlinger (to whom more than one story attributes a close relationship with Henry Ford) spotted it and asked for it to tear around the family’s estate.

It sat in the Dahlinger family barn until Ray Dahlinger was abruptly discharged after Henry’s death. The family, suddenly cut off from Henry Ford’s largesse, began to sell off its assets and the ’33 Roadster eventually emerged from the back of the barn where it was spotted and bought by a friend of John Dahlinger who had worked at the farm, a Mr. Spanicki from Hamtramck. Spanicki was no more successful than John Dahlinger in resurrecting the ’33 Roadster and it sat in his mother’s garage until the late 70’s when his younger brother began to restore a ’34 Ford Pickup. He began to cannibalize the roadster for parts.

It was spotted in 1982 by Ford historian Ray Nacewicz who recognized its importance and acquired it, establishing its history from the unique features which distinguished the very early 1933 Fords, and thus this car, as the Elgin Road Race “mule” pressed into service after Fred Frame crashed in practice. These included the closely-spaced bumper bracket mounting holes, bracket holes for the earliest “skirtless fenders” which were changed very early in production and the closely spaced front motor mounts, features that would have been present only on the development car for the 1933 Elgin Road Race Fords but not on the cars built later for the race.

Completed in 1988, it won its Dearborn Award at the 1988 Early Ford V-8 Club Grand National, then was awarded AACA Senior National First Place later in the year, becoming a Senior Grand National winner in 1990. In 1988 it achieved certified race car status by AACA in Class 24-A, a formidable task for a stock-based car, and bears the certification badge number 33. An AACA President’s Cup winner, its last regular show was over a decade ago at the 1993 Early V-8 Grand Nationals. It has made numerous subsequent appearances as a demonstration car, at times serving as a pre-race pace car at NASCAR Winston (now Nextel) Cup races, and was the model after which Jack Roush patterned his first Great Race entrant, a 1934 Ford Roadster.

The survival and restoration of Fred Frame’s 1933 Elgin Road Race-winning Ford Roadster is a wonderful story, which features a fabulous array of important characters (Edsel Ford, Harry Miller, Fred Frame, John Dahlinger) and historic events. A screenwriter would find ample material in its history for an absorbing movie. Its condition today is sharp, crisp and in all respects ready to resume the show career that began a hiatus thirteen years ago. Whether on concours fields or at historic races the 1933 Elgin Road Race winning 1933 Ford Roadster will be an avidly sought participant and a contender for both judged and people’s choice awards.

There is, outside of the collection at The Henry Ford in Dearborn, no automobile that incorporates more Ford and Ford racing history than this 1933 Ford Roadster, a unique automobile in the truest sense of the word.

75hp、221立方。インチL-ヘッドVEE 8気筒エンジン、3速マニュアルトランスミッション、横板ばねとライブ車軸サスペンションは、四輪はドラムブレーキを機械的に作動します。ホイールベース:112 “ 

レース歴のある車と証明するためにレースに使用するヘンリー·フォードの不本意、彼の初期の支持者や投資家を集めて知名度を確立するためにレースを使用 – と駆動 – 彼の歯の洗練さを持っていたし、自分のスキルの建物を開発したレースを、カットしていた誰かのためフォードの自動車を推進広報マシンを供給するために、V-8の性能と信頼性とを理解することは困難です。 



これらは、しかし、実際にはフォードなかったです。彼らは株式フォードの性能を保証するものではありませんでした。ときに一緒に来てする機会は、1933年にエルジン、イリノイ州ロードレースの復活と、フィールドは新しいフォードV-8Sを充填しました。彼らはそれを支配し、ストックカーレースを獲得しただけでなく、タイミングが良いされていませんでした。 1932年にV-8の歯が生えるの問題はよく知られていました。エルジンはフォードに1933 V-8は、それはまた、信頼性があっただけでなく、強力だったことを実証する機会を与えました。 

約40マイル北西シカゴの位置エルジン、イリノイ州は、トップフィールドと豊富な観客を集めた1920年を通じて1910年からロードレースを開催していました。 81/2マイル矩形もちろん周りの観客のほとんどは、しかし、入学のためと増加速度は制御が問題となった群衆に払っていません。街の父親は、彼らが十分にあっただろうことを決めました。十分な、つまり、新しい市議会まで故郷エルジンとジョセフWeidenhoff会社、チューンアップ機器の製造業者からのサポート、などのシカゴ万国博覧会の指定に1933年のレースを復活させることにしました公式 “世紀の進歩の”イベント、エルジンは深刻なお金を8月26給料日に予定更新エルジンロードレース用のドライバをして募集し始め、市の父親は、ドライバーの費用を支払うために地元企業からの後援を入隊に長けていました。バーニーオールドフィールドは公式スターターとして採用されました。キャプテンエディリッケンバッカーは名誉審判を務めました。 




これらは、(コースマーシャルがフェンシング解除群衆の2分の81道を進むにつれて対処後期として半時間。)10時30分に30秒間隔でペアでオフにフラグが付けられた50マイルフレッドフレームのフォードの終わりに補正時刻の鉛を捕獲していましたジャックPetticordのフォード秒で。 100マイルでそれが前面にPetticordだったが、彼は150マイルのマークでフレームにリードを放棄し、フレームは時速80.22マイルの平均速度で2時間、32分6.1秒で203マイルレースを終え、再び向かったことはありませんでした、唯一の8マイル午後の何でもでフィル·シェーファーのインディカーの速度よりも遅い時間あたり。最初の7つの完走はすべてフォーズました。 

エルジンは、フロントストレートで四半期マイルタイミングトラップを設定し、100.3でちょうどダニ遅いフレームで毎時100.4マイルでルー·ムーアのフォードをキャッチしていました。一日のギアとのマイナスV-8Sは、これらの速度、「ストック」1933フォードV-8用の卓越した成果を達成するために、4,900 RPMを有効にする必要があります。 


排気マニホールドに取り付けられたステアリング:時間内に完了し、予選で成功したものは、同じ問題に起因するすべてのアウトをドロップしたときのV-8 1935年インディアナポリス500のための電力を供給前輪駆動ミラーズは、残念ながら、そのプロジェクトは、同じ結果を達成するために失敗しましたその潤滑油を沸騰し、押収したギアボックス。うんざり、ヘンリー·フォードは、ミラー·フォードが押収し、あいまいに委託することを命じました。彼らは怒ってヘンリーは、このような絶妙なマシンの表情ができなかったことを運命、しかし、廃棄されていなかった、と彼らは後に、再びレースに浮上しました。




レイDahlingerが急激ヘンリーの死の後に排出されるまで、それはDahlingerファミリー納屋に座っていました。家族が、突然、ヘンリー·フォードの気前から切り離さ、その資産を売却し始め、’33ロードスターは、最終的にそれは農場で働いていたジョンDahlingerの友人によって発見し、購入された納屋の後ろから登場ハムトラミック氏Spanicki。 Spanickiは’33ロードスターの復活でないジョンDahlingerよりも成功しなかったと彼の弟は、’34フォードピックアップを復元するために始めたとき、それは70年代後半まで、彼の母親のガレージに座っていました。彼は、部品のロードスターを共食いし始めました。 






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