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Lance Reventlow. Photo courtesy Wally Parks NHRA Motorsports Museum.
If Lance Reventlow's life were a work of fiction, readers would find the details of his story too fantastic to believe. Born into a family of enormous wealth with ties to nobility, Reventlow would go on to success as a racing driver, race car constructor and entrepreneur. For all his achievements, Reventlow's life was marked by a series of failed personal relationships, and it would end in tragedy at the bottom of a Colorado canyon. While most fans of motorsport know of the story behind the Scarab sports racer, the story behind its creator is even more fascinating.
Born to Woolworth heiress Barbara Hutton and Danish Count von Haughwitz-Hardenberg-Reventlow in February of 1936, Lance Reventlow never knew a normal family life. Raised in a London mansion known as Winfield House (now home to the American Ambassador to the United Kingdom), Reventlow was witness to his father's violent outbursts as well as his mother's increasing drug and alcohol dependency. In 1938, the couple divorced, which lead to a bitter custody battle over young Lance. Hutton ultimately triumphed, and perhaps realizing that she was hardly a mother-of-the-year candidate, soon packed her son off to a series of boarding schools.
Hutton's next marriage, in 1942, was to actor Cary Grant, and though this union would last just three years, it had something of a stabilizing effect on Reventlow, who would remain close to Grant for the rest of his life. It was Hutton's following marriage, to Russian Prince Igor Troubetzkoy in 1947, which would forever shape Lance Reventlow's destiny by exposing him to the world of Grand Prix racing. Troubetzkoy would go on to fame as the first Grand Prix driver to compete in a Ferrari, and would later capture victory in the 1948 Targa Florio. The glamor and excitement of professional motor racing stuck with Reventlow, and by his late teens he was already competing in club racing events near his Hollywood, California, home. Among his circle of friends was actor and fellow racer James Dean, and Reventlow was said to be among the last to speak with Dean before his tragic death in 1955.
Lance Reventlow drives the Scarab F1 car at Riverside, 1960.
Perhaps seeking more prestige or merely more speed, Reventlow abandoned the California sunshine for a season racing a rented Cooper Formula 2 car in Britain. Though he wasn't successful enough to draw the attention of Formula One teams, the experience inspired Reventlow to return to the United States and begin producing a sports racer of his own, picking up where Briggs Cunningham had left off. Reventlow Automobile Incorporated soon occupied a small industrial space in Venice, California, where with the help of chief engineer Phil Remington and designers/builders Tom Barnes and Dick Troutman, the company produced a (very) limited number of sports racers that Reventlow called Scarabs.
The first Scarab, dubbed the Mk I, made its competition debut in early 1958, and by mid-season Reventlow was already racking up wins. The Scarab Mk II, driven by hired gun Chuck Daigh, followed later in the season and posted a win in just its second outing. Over the following year, the drivers recording race wins behind the Scarab Mk II's wheel reads like a "who's who" of late 1950s and early 1960s sports car racing, including names like Augie Pabst, Carroll Shelby, Jim Jeffords and Harry Heuer.
Perhaps satisfied with his success as a sports car constructor, Reventlow turned his attention towards creating America's first Formula One car with the help of engine designer Leo Goossen. The Offenhauser-inspired four-cylinder proved too fragile and complex for the team to manage, particularly with limited pre-season testing, and during Reventlow Automobile's 1960 effort, the squad's lone finish was a 10th place at the United States Grand Prix, delivered by Daigh. Mechanical troubles aside, the Scarab F1 effort utilized a front-engine design at a time when the racing world was witnessing the dominance of rear-engine cars; it was, essentially, obsolete before its first competitive outing.
1958 Scarab Mk II. Photo by Neil Rashba, courtesy Amelia Island Concours d'Elegance.
The Reventlow Automobiles team lacked direction for the 1961 season, with Daigh racing the third car originally built for the team's F1 effort in lesser European series instead of Formula One. Daigh posted a pair of top 10 finishes in the Scarab before destroying it in a racing crash in England, where the car was essentially abandoned. For 1962, the team prepared a Buick-powered rear-engine Formula car, but FIA rule changes made the car illegal in European competition. It was raced once in Australia (where Daigh finished fourth, after battling with Sterling Moss for much of the race), but by then Reventlow had had enough of his efforts to field a successful racing team. A final car, the eighth Scarab constructed, was converted to street use by Reventlow (and even licensed in California), but later sold to John Mecom. Under Mecom's ownership, the Scarab Mk IV would go on to great racing success with drivers A.J. Foyt, Augie Pabst and Walt Hansgen.
Shuttering his operation for the same tax-inspired reason that closed Cunningham's doors, Reventlow leased the building to Carroll Shelby, who also hired Phil Remington to help build Cobras. Reventlow's focus on constructing a winning Formula One car had not only burned through a noticeable portion of his wealth, it had cost him his marriage to actress Jill St. John. By the end of 1962, Reventlow's passion for the sport of racing had dimmed as well, and he turned his attention to other interests such as flying, sailing, skiing and polo.
Two years later, in 1964, the 28-year old Reventlow married 19-year old Cheryl Holdridge, a former Mouseketeer and child actress. Though Holdridge never requested it, the union saw Reventlow hang up his driving gloves for good, and for a while the couple appeared to share a semi-normal married life, largely out of the media's spotlight. As the 1960s came to an end, however, Lance and Cheryl were spending an increasing amount of time apart, with Reventlow spending the bulk of his time in Aspen, Colorado, while Holdridge remained at the couple's house in California. In 1972, while scouting real estate in a canyon outside of Aspen, the plane that Reventlow was flying in as a passenger crashed while cutting a tight turn at low altitude, killing all aboard.
Though Reventlow enjoyed success as a driver, he lacked the focus necessary to become one of the sport's true greats. The same can be said of his efforts building the Scarab sports racer, which was ultimately hampered by its low production volume. "Some people are born with brown eyes; I was born with money," Reventlow once quipped to an interviewer. Perhaps it was that abundance of resource that ultimately proved to be Reventlow's undoing.
Recent
The Ford Mustang started the “Pony Car” revolution back in 1964. It is currently the longest-production nameplate in the Ford portfolio and remains the only car in their lineup. Originally, company officials, including legendary automotive executive Lido Anthony "Lee" Iacocca, predicted around 100,000 models to be sold per year. Instead, over 400,000 units were sold in its first year. Ford was literally “off to the races” with this one!
Originally sharing chassis commonality with the Ford Falcon, it grew into a shared structure with the Ford Pinto, the Fox platform, and since 2005, its own unique stampings. It is characterized by a long hood with a short rear deck design and lots of power under the hood, naturally.
Here is an overview of some of the coolest Ford Mustangs currently offered on Hemmings Marketplace.
1965 Ford Mustang Convertible
Located in Kentucky, this 1965 Ford Mustang Convertible shows beautifully and is attracting quite a bit of attention on Hemmings. It features a 289 cubic-inch V8, a four-speed manual transmission, and Rangoon Red exterior. Refinished in 1999, the owner claims it “runs great and drives extremely well.” Recent work includes new front and rear bumpers, brakes, trunk liner, convertible top, seat covers and u-joints. The engine is believed to be original but the owner states partial VINs were only stamped on the blocks of high-performance engines, so that cannot be confirmed. The Code-5 manual transmission “shifts smoothly” and the “brand-new, power top works great,” according to its owner. Get it before it’s gone: This Mustang has already received a handful of offers.
1965 Ford Mustang Fastback
This immaculate 1965 Ford Mustang Fastback features a sleek exterior and a rebuilt 289 cubic-inch four-barrel V8 engine updated for unleaded fuel. It’s matched to a rebuilt four-speed manual transmission with an upgraded clutch and a new GT exhaust. A rotisserie restoration occurred at 65,000 miles. It now shows 74K original miles on the odometer. All-new upholstery, door panels, dash pad, carpet and sound deadener bring the interior back to “almost new.” This Mustang sports new chrome all around with new Ford front and rear bumpers, gas cap, taillight lenses and more. It rides on Scott Drake Legendary Rims and lives in West Vancouver, British Columbia, Canada. The seller can help arrange delivery at an additional cost.
1968 Ford Mustang Trans Am Tribute Car
Originally built as a C-code Mustang with 302 cubic-inch V8 and air conditioning, this street-legal tribute car has been reimagined as a Shelby Racing Mustang Trans Am coupe. It features many new parts including quarter panels, trunk, floors, shock towers, door skins, fenders and more. Kirkey Vintage racing seats with Simpson five-point harnesses keep you firmly in place, while a quick disconnect racing steering wheel points the way. It’s powered by a NASCAR Craftsman Truck Series 358 cubic-inch V8 featuring Robert Yates Heads, titanium valves and a custom-built Holley 930 cfm road race carburetor by VDL Fuel Systems. No effort was spared in building this car that is as at home on the track as it is on the street.
1970 Ford Mustang Mach 1
This 1970 Ford Mustang Mach 1 is a resto-mod that underwent a rotisserie restoration some years ago. It’s powered by a 351 cubic-Inch Cleveland V8 producing 459-horsepower sent through a Tremec TKO five-speed manual transmission. A Detroit Locker equipped Strange Engineering 9-inch differential with 3.70:1 gearing puts the power to the pavement. The car includes a four-point roll cage, a period-correct AM/FM Cassette stereo, air conditioning, power steering, windows and brakes. The PPG-painted body includes a custom hood scoop and a modified stainless dual exhaust.
2017 Ford Shelby Mustang GT350 R
A Ford Shelby Mustang GT350 R, this limited-edition beauty is one of 49 GT350 Rs available in Race Red for the 2017 model year. With the R designating a “Race spec” model, it complies with various racing competition rules. Power is from a 526-horsepower Voodoo Coyote engine making 429 lb-ft of torque. It’s coupled to a Tremec six-speed manual transmission. Also on board are Brembo high-performance brakes, a MagneRide adjustable damper system and 19-inch carbon fiber wheels. The interior is complete with a pair of Recaro sport seats, the Shelby Track & Electronics Package, and a Voice-activated touchscreen display with navigation and Sync3.
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General Motors was the object of plenty of criticism in the Eighties, much of it deserved as its divisions’ distinctions faded into differentiation by grille and trim alone, the identities of once-proud nameplates blurring into a corporate morass of cost-cutting and badge engineering. There were, however, still designers, engineers and more folks at GM who were legit car guys, doing everything they could to preserve the spirit of a company that not so many years before sold more than half the cars in the U.S.
In the 1980s, GM introduced an all-new Corvette that was light years ahead of its predecessor. It developed the turbocharged Buick Grand National, a quarter-mile-killing hot shot of a coupe at a time when the muscle car was supposedly dead. There were track-focused versions of the Camaro and Firebird. The company also managed to produce the Pontiac Fiero, a mid-engined, composite-bodied, rear-drive sports car that was probably the most exotic production car from GM to that point. This 1988 Pontiac Fiero GT, now offered at Hemmings Auctions, appears to be a highly original example of the final-year model that proved to be the best GM could make it.
An All-New Way to Make Cars
At its introduction in 1983 for the 1984 model year, the Fiero was truly revolutionary, both in in its production as well as the car itself. Just look at some of the specifications of the first American-made, mid-engined two-seater: a plastic body over a space frame; ab engine mounted behind the driver and in front of the rear axle; fully independent suspension; four-wheel disc brakes, full instrumentation, rack-and-pinion steering and even an upshift light on four-speed manual cars.
Pontiac used the term “Enduraflex” to advertise the plastic body panels for the Fiero, but there were actually four different types of reinforced composite plastic used in the assembly of the car: sheet-molded compound for the hood, rear engine cover, upper quarter panels and roof; reaction injection-molded urethane for the front and rear bumper covers; reinforced reaction injection-molded urethane for the front fenders, doors and lower rear quarter panels; and thermoplastic olefin for the rocker panels. Even the pop-up headlamp covers were made of a composite plastic.
Strong Initial Sales
Marketing the car more as a sporty, economical commuter rather than an all-out sports car, Pontiac sold an astounding 136,840 Fieros for the 1984 model year, an impressive figure given a modest goal of 30,000 units. But all was not perfect in the Fiero-land.
Since we are talking 1980s GM here, compromises abounded to keep the cost of the otherwise exotic Fiero down to economy car standards. The only available engine in 1984 was the “Iron Duke,” a 2.5-liter OHV inline-four developed in the 1970s for economy. Even with electronic fuel injection and a 9.0:1 compression ratio, it could only muster 92 horsepower. The four-speed shifter had a reputation for being sloppy. The front suspension had been cribbed from the Chevette and the rear was a modified version of the strut front end of an X-car (Citation, et al.). A spate of engine fires required a recall in 1987 of nearly all 1984 Fieros.
Updates and Upgrades
Fortunately for enthusiasts, Pontiac engineers did not sit still and improvements began with the 1985 model, when a 140-horsepower 2.8-liter V6 was added to the options list, as was a five-speed manual—but only for the four-cylinder models. A slick fastback model joined the notchback version for 1986. Late in the ’86 model year, the Muncie/Getrag five-speed manual became the standard gearbox for the V6 cars. The body got a mild refresh for 1987, and, finally, in 1988, the entire suspension was redone, with revised control arms and steering knuckles up front and a new tri-link rear suspension with struts for the rear. Fatter stabilizers bars were used on both ends.
The road test magazines of the day that had cautiously endorsed the original Fiero while pointing to faults in previous years took no pause in praising the vastly improved car. Unfortunately, despite Pontiac finally getting the car right, much of the wind had gone out of the Fiero’s sales. For the 1988 model year, just 26,402 examples were sold, less than 20% of the 1984 model year. There would be no Fiero in Pontiac’s lineup after 1988.This 1988 Pontiac Fiero GT now listed on Hemmings Auctions appears to be a clean, unmolested example of that final-year goodness. It features the vastly upgraded suspension, the fuel-injected V6 engine and a five-speed manual transmission. It’s also noted as being all original, save for an aftermarket cassette stereo system likely installed when the car was much closer to new.
With just under 73,000 miles on the odometer at the time of submission, this Fiero seems properly broken in but with plenty of miles still remaining to be enjoyed by its next driver. The Bright Red paint still seems to shine in the Florida sun where the seller is offering the car and the black lace alloy wheels show no discernible curb rash in the photos provided.
Take a look at what peak Fiero looks like on Hemmings Auctions and let us know what you think.Keep reading...Show Less
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