Traditions By: John E. Aibel

We all have certain traditions we follow. Be it religious, family, or personnel, we follow certain rituals in our lives. I must admit some of the traditions I follow are deeply rooted in my earliest memories.

I am not a great baseball fan and yet I always seem to find the time to watch at least the last game of the World Series. Back in Brooklyn the Dodgers were the only team for me. When they moved to Los Angles my love of baseball left me completely. I watch the World Series but my heart isn't in it. 

And, like baseball, the same applies to football. I admit to watching a pro game or two during the regular season, but I always watch the season-ending Super Bowl. It is, in a word, tradition.

When spring comes along I watch the Kentucky Derby, and not long after this race I have to watch the Indianapolis 500. 

1911 Indianapolis 500

I have followed this race for years. Even before it was shown on TV I would listen to the race reports on the radio, and before that I would read about the race in Speedage magazine.

Bill Vukovich
1953

In the 1950s I remember pictures of Bill Vukovich, Roger Ward, and A.J. Foyt and the wonderful race reports. These guys drove the typical race car of the era, big Sprint cars with Offy engines and usually Kurtis chassis. They did not differ from the cars raced around the country on dirt tracks.

Johnny Parson's Kurtis Offy '270' 1950 Indy winning chassis.

By the end of the decade the cars started to change becoming lower with engines layered over on their sides.  Newer drivers started to appear and we had the likes of Johnny Rutherford, and the Unser family coming along.

Johnny Rutherford

One of the greatest Indy races was held in 1985. I favored Danny Sullivan as he had come from the sports car school of driving. 

I remember listing to the race on the radio, and was stunned when Danny spun his race car one complete revolution while trying to pass Mario Andretti for the lead. To my surprise he hit nothing and kept on going to actually win the race. I sure wish I could have been there to have seen this.

Danny Sullivan's spin in the
1985 Indianapolis 500
Danny went on to drink the milk at the end of the race!

With the TV coverage came the arrival of the great women drivers. Janet Guthrie showed the way for Lyn St.James and all those who have followed. Indy was the last race track to ban women from the infield and pit areas. When Janet appeared these old rules had to change, and fortunately they did change.

Janet Guthrie
1st female Indianapolis 500 competitor

What are some of the Traditions you follow?

Sidney H. Allard By: John E. Aibel

Sidney H. Allard

Sidney H. Allard was a real car guy who just happened to be English. In school he would read the latest "Motor" magazine or a motorcycle mag hidden behind his text books. It would appear to his teacher that he was reading his studies. I remember "Hop-Up" magazine in the States that was purposely made small enough to enable car guys to do the same trick. I, of course, never did such a thing!

Mr. Allard bought a Morgan three wheeler and could not leave well enough alone, so he added a fourth wheel to the car to improve its handling. He drove the Morgan at the famous Brooklyns race track with some success.

After school, Allard's father purchased a Ford dealership for his son. Operating the dealership was not enough of a challenge for Sidney so he bought a 1933 Ford coupe that Ford had entered and raced at the "Tourist Trophy" event. He drove it in competition, and soon had removed the Ford body and installed a Bugatti body on the Ford chassis. Known as CLK-5, this car turned out to be a really successful "Trails Car".

Allard had many requests from friends wanting to buy winning trails cars. This led to Allard building 11 Allard Specials before World War II. Two of the cars were fitted with Lincoln Zephyr V-12 engines and were used as sports cars.

John Aibel in his
pre-war Allard AM-8

One of the cars Sidney built for his father. It was registered as EXO-455 and carried a coach built body that had the look of a Jaguar SS-100. It was beautiful. It utilized the Ford V-8 as did all of the pre-war cars except for the two aforementioned V-12 cars.

It was Allard's father's car that turned up for sale in the Hemmings Motor News one fateful day. Being a devoted fan of all things Allard, and having just sold a lot of silver coin - thank you Hunt Brothers - I was able to buy this beauty.

I owned AM-8 for many happy years. I raced it a lot in VSCCA competition with fair amounts of success.

John Aibel racing hard at Lime Rock Park
in the AM-8 in the
Pre-War Category

It was completely reliable and fast. But it was not a J-2 or J-2X. I eventually sold it to a good friend of mine, and then it was resold and went back to England where it remains to this day.

Thank you Flaggers By: John E. Aibel

                                      

Corner Workers/Flaggers
Cars on Course
VSCCA event at Pocono International Raceway

The first thing all rookie drivers learn is to pay attention to the flagging stations located at critical locations around a race track. The people working these stations are responsible for getting vital information to the race drivers.

Corner Workers
Lime Rock Park
1959

I want to personally thank all of the corner workers for providing me with added safety and security while driving on race tracks. Their professionalism, dedication, and friendliness have had a great influence on my life.

These heroes have informed me as to the track conditions ahead,  of track blockage ahead, of none race vehicles on track, and even to stop a race in progress because of a serious accident. 

I always acknowledged the change in flags displayed to me by raising my hand.

In most cases there where three people at a station, one communicating with race control, one displaying the flag, and one with a fire extinguisher. They would work all day long in the most extreme weather conditions one could imagine. 

The day I was driving my Quantum Saab, and the snow was flying, the flag people were there making sure I was safe.

That eventful day during the Pittsburgh Vintage Grand Prix when my Dellow rolled over, it was the corner works who ran to me and lifted the car off my shoulders, informed other drivers of the incident, and stayed with me until the medical people arrived. Words alone cannot thank these people enough for their bravery.

The next year after the incident, I drove by the station that had come to my aid and I raised my right hand in salute to these fine people, and was repaid by them standing at attention and saluting me back! 

Yes, indeed these are wonderful giving people.

I thank you all again.

Hammering Swords into Plowshares By: John E. Aibel

In England during the 1930s a form of auto competition developed utilizing the local agrarian terrain. They called this competition “Trails”. They were low speed low traction events i.e. mud steep hills and narrow roads. Today in the States we would call this Jeeping. 

In order to maximize traction, the people would build special off road vehicles with the maximum of weight concentrated over the rear drive wheels. Sidney Allard was one of those individuals who constructed some of these specialized vehicles.

After World War II interest in trials continued. Two gentlemen, Mr. Dellingpol and Mr. Low, started to build trails cars using Austin 7 chassis, and English Ford suspensions and engines. These were very successful cars and demand for them increased to the point that the partners decided to go into business of building them in series. Forming Dellow Car Company.  

The Austin chassis which is the bases of these cars became increasing difficult to obtain. The solution to this problem was solved by buying military surplus rocket launches from the government. These launches were tubes made of very good quality steel. The tubes were welded in chassis of the same dimensions as the original Austin chassis.

The resulting Dellow was a pretty little car in the traditional English form. Much like a MG or Morgan, or Singer. With aluminum bodies, dual spare tires on the rear, a hopped up Ford 1172 engine at a very affordable price.

One such car was imported into the States by a Grumman aviation engineer. He was a sports car buff and wanted to race his new car. On arriving in the port of New York during a longshoreman strike it had to return to England. On the next crossing the Dellow did finally get unloaded in New York. By now with all the ocean travel the was now Green!

This gentleman did race the Dellow with some success, and kept it until he passed away. My brother Fred bought a supercharged Dellow from a fellow in Rhode Island. Fred also heard about the New York one owner car. A call to the widow of the owner confirmed she would sell the car to me.

My son-in-law and I drove out to Long Island and loaded the Dellow on the trailer and headed home. We replaced some “O” rings in the oil pump, cleaned the oil pan, had a new fuel tank constructed, new tires installed, and a beautiful British Racing Green paint job applied. This was one great little car. 

John Aibel on the race track at the
PVGP c. 1999
before an unfortunate accident

Unfortunately , I had some bad luck with it during an event in Pittsburgh, PA and had to sell this gem.

And Then There Was the Zinn-Buick By: John E. Aibel

Hinchcliffe Brewery
Paterson, NJ

Over a hundred years ago the Hinchcliffe Brewery, located in Paterson, NJ, bought a Buick automobile to be used to collect money from their customers.  During one of these collection runs the Buick was involved in a serious accident.

Mr. Eugene “Hughie” Zinn purchased the remains of the Buick and proceeded to rebuild it into a race car. He built a new body from the cowl rearward; he changed the carburetor to a Zenith unit and installed a Bosch magneto ignition system.

Zinn entered the car in at least two races during 1914. One race was held at the Signac-Wilkies track and also at the HO-HO-KUS Speedway.  He did not meet with much success at these races.  His showing was so bad that Mr. Zinn reinstalled the lighting equipment and used the Buick as a normal street vehicle.

The car was next sold to a “pimp”, then to a pool hall. It somehow survived two world war scrap drives to be discovered in the 1970’s. 

Mr. Russ Fisher following a lead about an Essex car stored in a garage in Montville, NJ found not only the Essex, but also the Zinn Buick. Fisher purchased both vehicles, and was able to start the Buick and used it to pull the Essex out of the garage!

Fisher sold the Zinn Buick to George Nutting of Nutley, NJ. George started the restoration on the Zinn.  George was able to locate Mr. Zinn still living in New Jersey. Mr. Zinn was reunited with his old Buick after many decades. He was instrumental in the correct restoration of the Zinn-Buick. 

The car went on to take an AACA senior award at the Hershey, Pa National meet held in 1976.

George not only showed the car at auto shows but also drove it on a real race track. In 1977 it was run at the dirt track located in Flemington NJ (now a shopping mall).

I purchased this historic car from George Nutting’s son after George passed away.  I installed a seat belt and rearview mirror so that I could conform to the VSCCA rules for safety equipment.  I raced this car for several years at the Lime Rock Park raceway, and at the revived Philadelphia Grand Prix held at Fairmont Park.

Starting the Zinn was always a blast especially when starting from a cold start. The procedure always collected a crowd of interested enthusiasts.  

The event went like this: Pump air until gas starts to run out of the carburetor, Mag switch” off”, choke ”on full”, Pull crank through four compressions strokes, Mag switch “on”, one good pull on crank and off it would go!

John Aibel driving "whip fast" in the Zinn Buick
Lime Rock Park c. 1980s

On the track the car would go very well. Two minute laps at Lime Rock converts into an average speed of 45 mph. That may not sound fast, however, with tires of maybe 2 ½ to 3 inches wide, mounted on wooden wheels, and sitting up as high as a good size truck made one feel like a real race driver. Add a little or a lot of rain and it felt like a real race car!

John Aibel at a car show
Baltimore, MD
1989

This was one of the most memorial cars I have ever owned.  Buzz Korn is now the owner of this historic car.

Quantum 1 By: John E. Aibel

Brother Fred did it again. We were at Lime Rock for a vintage race, and Fred said he met a fellow who had a SAAB special for sale that he “ice raced”. It ran and came with some spare parts. The price was nominal, and it was eligible to race in our club. 

I arranged to pick the car up the following week. The seller advised that I should go through it before I put it on the track.

I did not know the history of this car at the time, but many of my club members knew how significant this car was. Researching the cars history brought me to the original builder, one Mr. Walter Kern. I had the privilege of speaking to Mr. Kern on the phone, but was never able to talk to him in person. 

Walter Kern in the Quantum 1

Mr. Kern was a nuclear physicist schooled at MIT. He was an amateur sports car racer. He had raced a Fiat powered Siata, and a Porsche in the New England area. Engine oiling problems resulting from the short race tracks in use caused loss of lubrication, and engine damage.

Seeking a cure for this problem he came upon the SAAB economy sedan being sold in the New England area at the time. These front wheel drive economy cars utilized a two stroke cycle engine. Since lubricating the engine was accomplished by adding oil to the fuel, it solved the problem of engine lubrication. 

In Europe SAABs were becoming recognized for their rally success.

Walter was able to enlist the use of an IBM computer, then the size of a room, from his friends at M.I.T. The chassis design was the first ever to be designed with aid of a computer. The resulting chassis was both very rigid and light. A chassis was built to the computer design using SAAB engine and running gear. 

The US representative for SAAB looked favorably on Walter’s design and provided him with some very special performance items not available to the public. The not yet released four speed transmission was one such item.  A minimum aluminum body was built to cover this car.

It was a very successful car right from the first race held on the Thompson race track in CT, taking a first in the 750 cc class, H modified, in SCCA classification. 

Unknown driver taking the checkered flag at Thompson

The Quantum went on to win many races, and won outright not just a class win. 

I am not sure of the history of the Quantum from the time Mr. Kern sold the car until I was able to buy it.

John Aibel wheeling the SAAB Quantum 1
PVGP 1995

The SAAB Quantum 1 at Lime Rock
John Aibel and daughter Candice 

Candice in the Quantum sizing it up!

I raced this car for years both at Lime Rock and the Pittsburgh Vintage Grand Prix. It was the most dependable race car you could imagine. It provided me the opportunity to have a first class seat at these vintage races. I watched beautiful supercharged Alfa Romeo 1750, Jaguar SS-100, Fiat Abarth Zagato Double Bubble coupes, in close high speed racing. The thrill of a life time. The only DNF (Did Not Finish) was when a long screw punctured a tire during a race in Pittsburgh.

I finally sold this great car to SAAB people who are still vintage racing this great car.

The One(s) That Got Away By: John E. Aibel

All collectors I am sure have had an opportunity to purchase a “gem” that would have become the center piece of their collection. This happened to me back in 1967.

In those days the New York Times newspaper was the standard by which all newspapers were compared. We always would get and read the Sunday addition. This kept us informed about books, plays, and the local high school sport scores.

It was the Sport section that I would read first. The Classified advertisements were located in this section. It was here that antique automobiles for sale were published.

I always liked the first series Corvettes, and would keep track of the asking prices for these cars. One Spring Sunday I saw an ad for a Jaguar SS-100 at the unbelievable price of one thousand dollars! I was on the phone immediately, getting direction to the Jag.

I arrived to find the Jaguar in the backyard of a normal home in Wayne, NJ. The owner was unloading the leaves from the cars cockpit.

The huge Lucas headlights were sitting in a cardboard box just taken out from the basement of the home. Obviously the car had been sitting out all winter long, and it looked it.

I fell in love with this car on first sight. The price was really cheap. The only problem was the recent birth of our second son, Kurt. I just did not have the thousand dollars needed to purchase it.
I just had to give up on this purchase. Fred told me that even if I had been able to buy the car I would not have had the money to restore it. He was right of course, but I still feel sorry I could not purchase that Jaguar.

One other near miss was a Cunningham C-3 convertible. Also found in the New York Times, this car was located in Connecticut. This was years after the Jaguar incident, and I was financially in better shape.

I drove up to see this beautiful car, one of about three ever made, again wanting to buy it. This time I was the third person on the list to buy the car, not the first! It sold but not to me.

I would love to hear from other collectors about the items they just missed to add or maybe were able to acquire that would prove to be near invaluable centerpieces of their collections.