mod@tech

Most people don’t go without experiencing their first automobile ride until the age of eight. Most people don’t experience their first automobile ride in a Tatra T77. Andy Simo wasn’t most people. However, he did display the same fondness that most people have for significant cars from their youth, a fondness that led to the no-expense-spared restoration of the early-build 1934 Tatra T77 that Amelia Island will auction this spring.

The T77 is really a car without precedent. Described as the first production car built with aerodynamic principles in mind (if one ignores Rumpler’s 1921 Tropfenwagen), Hans Ledwinka and Paul Jaray’s T77 – a larger and far more luxurious version of the V570 people’s car prototype they built for Czech automaker Tatra – had benefited from development in the same wind tunnels that Zeppelin used to test its rigid airship designs. Scale models showed that the T77’s design could achieve a coefficient of drag as low as 0.245 (about the same as a Tesla Model S), though when it debuted in 1934, its coefficient of drag measured 0.36 (comparable to a second-generation Volkswagen Jetta). Still, compared to its contemporaries, it was radically slippery, and Ledwinka took advantage of its reduced wind resistance to power the large car sitting on a 124-inch wheelbase with a relatively small 2968cc V-8.

Jaromír Czernin-Morzin’s Tatra T77 on its Italian Alps tourPhoto courtesy Million-Dollar-Tatra.com

How important was the Tatra T77?

Nor were the T77’s aerodynamics the car’s only compelling engineering feature. Ledwinka placed that V-8 in the rear of the car, thus negating the need for a driveshaft tunnel, allowing the passengers to sit lower in the car and improving the car’s handling with a lower center of gravity. He also specified a modified version of Tatra’s now-signature backbone chassis that incorporated independent suspension front and rear, hemispherical combustion chambers for the 59hp air-cooled dry-sump walking-beam overhead-valve V-8, extensive use of the same magnesium alloy that formed the body of the long-lost 1935 Bugatti Aerolithe, and – at least for the prototypes and some early production vehicles – a central driver’s position. Its top speed of 90 miles per hour was remarkable, but far more has been made of the influence that the T77 (along with other advanced vehicles of that era) had on Ferdinand Porsche and his air-cooled, rear-engine, streamlined vehicles.

Tatra built just 105 or 106 T77s before releasing the updated T77a with its larger 75hp 3377cc V-8 in 1935 (and then the thoroughly updated T87 in 1936), so the young Andy Simo’s first ride was in an exceptionally rare car. As with many vehicles in Czechoslovakia, particularly luxury cars, many T77s were appropriated by invading forces during World War II and by Communist Party leaders in the decades afterward, leading to a low survival rate and to minimal records regarding the ones that did survive. Of those 105 or 106, just four restored and drivable examples were known to exist. Simo’s now makes it five.

According to the Tatra Museum in Koprivnice, the car, chassis number 23014, was the ninth production T77 chassis. A Czech count, Jaromír Czernin-Morzin, bought it new with the specific goal of touring the Italian Alps as part of a dual-T77 excursion that, according to Simo’s research, turned into an informal reliability test and proto-reality show as the Czech public followed the Tatras’ travails, almost expecting one or the other to drop out due to the challenging mountain passes. Czernin sold the T77 in 1936, and Simo’s research doesn’t pick up its trail again until the mid-Seventies, when its then owner took it off the road and stored it away in a barn in Slovakia. German collector car dealer Axel Schütte then bought the T77 in 2005, displayed it at the Essen Classic Motor Show the year after, and sold it to Simo in 2007.

Just a couple of years after young Simo took that first Tatra ride, he and his family emigrated from their small village outside of Bratislava to the United States. He eventually graduated with a degree in aeronautical engineering from Purdue in 1961 after which, according to his biography, he worked for Boeing, Lockheed, and Martin-Marietta before a career pivot to designing and manufacturing archery products. Along the way, he collected a number of classics but, attributing his interest and expertise in aeronautics to the T77 he once rode in, always kept an eye out for a T77 to restore.

The Restoration of T77 23014

The one that he bought, which featured standard right-hand-drive steering and an optional Webasto sunroof, had indeed required a full restoration, one that would require more than just and engine rebuild and new paint and upholstery. Stripping it down revealed that at some point it had been in a “significant” collision with one chassis component looking as though somebody had welded it back together after stick of dynamite scattered it. Even worse, corrosion and cracking had compromised parts of the backbone chassis and though the original ash framing underneath the body panels remained, it had rotted so severely that much of it had to be replaced.

“So few T77s survived World War II that there was no available cache of parts from donor cars,” Simo wrote.

Nevertheless, in 2012 he had the T77 dismantled and examined before it was 3D scanned both with and without body panels installed to create a detailed CAD model of the wooden body structure. That model, along with the existing wood framing pieces, was sent to a specialist in France who replicated the rotted pieces. In 2016, Simo relocated the Tatra from its first restoration shop to International Auto Restoration in Oak Lawn, Illinois, where Dan McMahon and his team then reassembled the body panels to the wood work and proceeded to fabricate new box sections to splice into the undamaged sections of the chassis. Only two of the car’s original 16-inch steel disc wheels remained with it, so Simo had three new wheels fabricated to the originals’ specifications.

While the timeworn body remained in decent shape overall, it still required a scratch built engine cover, complete with fin, and Simo decided to fill in the sunroof opening rather than contend with the sunroof’s known fitment issues. While remnants of the original interior showed that it had been finished in light tan leather, Simo also chose to deviate from the car’s original specifications with gray leather, which was also available from the factory.

Fortunately, the engine and transaxle remained sound, according to Simo, though a number of components had to be replaced. Without a ready supply of replacement parts, Simo had new pistons, connecting rods, and valves machined, though he somehow located a new-old stock carburetor in the Czech Republic and found a replacement Bendix starter.

Simo, unfortunately, died in May 2017 and never got to see or ride in the completed Tatra. Rather than try to offload an in-progress restoration, his family decided to press on, ultimately finishing the car this past autumn, before putting the car up for sale. “His wife Cherie, daughter Melanie, and son Steven understood Andy’s passion for excellence and his love for this unusual automobile that had such a profound effect on Andy’s life,” according to Million-Dollar-Tatra.com, the website chronicling the car’s restoration.

The Tatra will cross the block as part of RM Sotheby’s Amelia Island auction, that auction house’s last sale at the Amelia Island concours weekend. RM Sotheby’s has not announced a pre-auction estimate for the Tatra, though the URL of the car’s website should give an indication of what the Simo family expects the car to sell for. The RM Sotheby’s Amelia Island auction will take place March 4 at 4171 Amelia Island Parkway in Fernandina Beach, Florida. For more information, visit RMSothebys.com.

Your week is off to a great start because you made the time to check out this week’s Hemmings Auctions Roundup. Thirty-eight new listings ran through our online auctions between Sunday, January 22, and Saturday, January 28, and we saw a sell-through rate of 63 percent. Of the 24 that sold, 6 were post-auction Make Offer listings. View the latest consignments and consider placing your bids after subscribing to the daily Hemmings Auctions newsletter.

1978 Pontiac Trans Am

Reserve: $22,500

Selling Price: $27,300

Recent Market Range: $20,100-$29,500

There’s no end to enthusiasts’ affection for the late-Seventies Trans Am, as this show-quality 1978 coupe proved. It sparked a flurry of comments (34!) and bids (11!) that resulted in it easily surpassing its reserve to sell well. The believed-numbers-matching Pontiac had one repaint with minor blemishes, and proudly sported the model’s trademark bold decals. Its Carmine velour-upholstered interior looked great and all its accessories still worked, although the speedometer was noted to read 5-mph low. This former-museum car’s 180-hp, 400-cu.in. V-8 and automatic transmission operated properly, and tires were reasonably fresh. Ample documentation, window sticker included, sealed the deal.

1951 Austin Atlantic A90

Reserve: $17,000

Selling Price: $26,250

Recent Market Range: $19,100-$21,500

Whether it was the stunning presentation of this Atlantic A90 Coupe that fascinated bidders, or the car itself, the little Austin managed to rocket past its recent market range. What caused the fuss? The reportedly never-rusted Canadian-market two-door came out of single-family ownership and enjoyed an extensive, expensive restoration circa-2000 that left it looking and running great. Minor noteworthy niggles included a bit of paint touch-up, some creasing in the leather seats, and cracks in the plastic steering wheel. A stack of documentation included maintenance records and restoration receipts. Bidders recognized what a special story this rare car represented and acted accordingly.

1928 Oakland Model 212

Reserve: None

Selling Price: $11,813

Recent Market Range: $7,000-$12,000

Few remember the venerable General Motors brand whose junior subsidiary, Pontiac, would outlive it by 79 years. Oakland cars were quietly powerful and enjoyed dignified styling, as this 1928 Landau Coupe demonstrated. It was a previously restored car that was driven, but its 228-cu.in. inline-six engine was immobile at the time of auction from an undiagnosed fuel or timing issue. While it generally presented very well with an intact mohair-upholstered interior, the car was noted to have some flaking exterior paint, old tires, and nonfunctioning lighting. The seller suggested re-lining the brakes before driving this Model 212, too. Despite those demerits, the rare Oakland sold strongly.

2004 Maserati Coupe

Reserve: $23,500

Selling Price: $25,463

Recent Market Range: $20,000-$31,000

While some cognoscente consider the Maserati Coupe to be akin to a four-seat Ferrari gran turismo, the Maserati’s value is a pittance compared to that of an equivalent product from Maranello. This 2004 model appeared nearly new, backed up by the sub-8,000-mile odometer reading; a few paint chips were its only noted exterior flaws. The four-place interior was swathed in medium-blue leather from sill to (and including) ceiling, and all accessories were promised to work. The 385-hp V-8 was mated to a Cambiocorsa automated manual gearbox, and no leaks or flaws were disclosed; the suspension and brakes were likewise up to snuff. The hammer price of this Maserati was a bargain as expected.

2013 Chevrolet Camaro SS

Reserve: $20,000

Selling Price: $25,463

Recent Market Range: $27,500-$42,500

The modern Camaro SS convertible is desirable in its own right, but Richard Petty’s firm, Petty’s Garage, made this 2SS Dusk Special Edition even more special. The 2013 Chevy had been driven a bit over 43,000 miles, but there appeared very little evidence of such. The Blue Ray Metallic paint was called “9.5 out of 10,” the matching top had little wear, and the special Dusk Mojave leather upholstery was “great;” Mr. Petty even autographed the dash. The 6.3-liter V-8 had upgraded parts, was dyno’d at 348 hp, and it and the unmodified automatic ran like new. A lowered suspension and 22-inch wheels were present, but stock parts went with the car. This Camaro offered huge bang for the buck.

1947 Buick Super 8

Reserve: $76,000

Selling Price: $85,050

Recent Market Range: N/A

Street rods and restomods blending vintage sheetmetal with modern performance have enduring appeal, as evidenced by the stout hammer price for this postwar Buick 56-C convertible. Outside of the body, little remained from 1947: the engine was a 2002 GM LS V-8, the transmission a four-speed 4l60E, the suspension featured Ride Tech air components, and the wheels were 18- and 20-inch alloys. The Super 8’s interior was notably updated with leather-wrapped bucket seats, a console, and Vintage Air A/C. Turning heads were the Red Wine metallic paint and black cloth folding roof, with gleaming chrome for contrast. A mere 272 miles were added so far, leaving the winning bidder to hit the open road.

Date: post 1972

Location: Milwaukee, Wisconsin

Source: via Milwaukee Police Historical Society

What do you see here?

In the feature film Hot Tub Time Machine, John Cusack’s character, Adam, and his misguided cohorts unknowingly travel back in time to the 1980s, where the guys have an opportunity to brighten their future by righting some of the poor decisions they made in the past. It’s a well-covered premise that still inspires people to hope and dream that one day time travel could possibly exist.

This machine sounds like something we all could use at one point or another in our lives. Who hasn’t had the hope of possibly going back to correct some of the mistakes that we all have made somewhere in time? To right the wrongs, to dot the I’s and cross the T’s. To try and make our lives profoundly better. You know, to invest in Apple stock or buy a Hemi ’Cuda convertible and stow it away… it really makes you think.

So, what if you could build your own time travel machine, one that could correct some of the choices you’ve made, while also being the “vehicle” of that very mission. Perhaps a car — a muscle car no less — with all the bells and whistles. Well, if you’re Dan Braun of North Hanover, New Jersey, you’ve already figured out a way to make the time-space continuum work in your favor, while having fun along the way.

Photo by Scotty Lachenauer

Dan has found a way of going back, a sort of portal providing the means to access the past while living in the present. That time-travelling experience is brought to him courtesy of his ’68 Ford Torino. Dan decided that, instead of searching for the long-lost Torino he had back in high school, he would just build a better version — one that could hit all the high points of his past ride, while adding more modern parts and pieces to yield something even better.

Even though Dan’s ride of choice was from the musclecar ’60s, the target date for his time warp would be set for a more recent period: the days of cassette tapes and day-glo clothes; those wild and crazy ’80s.

“I’ve been building and modifying cars for as long as I can remember. I have a long list of never-should-have-sold-that-one cars, but my ’68 Torino GT is right at the top of that list,” Dan states. The young gun bought his first Torino back in 1981 when he was still in his teens. “It was my cruiser. Lots of memories with my friends during that time. Then I joined the U.S. Army in ’83 and was stationed in Fort Stewart, Georgia. That Ford made numerous trips back and forth from Georgia to New Jersey over the next several years. I was always partial to that Torino. I loved the size and the fastback look.”

Photo by Scotty Lachenauer

However, like many good things, it soon came to an end. “Life happened: marriage, kids, and a mortgage. I’ve been on my own since I was 17, when my mother passed away; my dad passed when I was 12. I had my 18th birthday in boot camp.” As his adult life developed, responsibilities mounted and sacrifices were needed. “There weren’t any options. I knew I had to do it.” So, in 1988 the Torino was sold off to make way for a more family-oriented ride.

By that time, Dan was out of the regular Army and was serving in the New Jersey National Guard. That decision led to a career in law enforcement as a State Principal Investigator K9. It was during a training session in Tennessee that Dan saw his future ’68 Torino sitting on the side of the road. “I had always regretted selling my first one, so when I saw this car, I stopped and spoke with the owner. It was in bad shape. It did run, but it was nowhere near roadworthy. I was interested in this one as it was an original air-conditioned car. I knew I was going to do a full restoration on it anyway, and I wanted that A/C dash.”

So, Dan left a deposit with the owner and advised him that he would be back the next day. “I drove home to New Jersey that night with a very intense Belgian Malinois. I dropped him off with my wife and asked her to feed the dog while I was gone. My wife has a fear of dogs and told me she wasn’t going to go anywhere near ‘that wolf.’ They did become best friends down the road. But at that moment, I grabbed my trailer and drove 17 hours back to Tennessee to pick up my new trophy.”

Photo by Scotty Lachenauer

Once back home, Dan wasted no time tearing into his new project. “I had a vision and drawings of what I wanted to do.” First to go was the suspension; Dan already knew from previous experience that he didn’t want it to handle like a stock ’68, so a Rod and Custom Motorsports tubular coil-over front suspension and Mustang II rack and pinion were installed.

The new front suspension would require some surgery, as the stock shock towers would have to be removed. But this Torino had suffered years of exposure and would need extensive rust repair — much of the rotten steel in the lower regions was going to have to be cut out and replaced anyway.

“There was plenty of welding and fabrication going on over the weekends,” Dan says of that time. Next were two-inch drop spindles, the installation of Crites full frame rails, and then widened rear wheel tubs for larger tires out back. The rear suspension is made up of an Art Morrison ladder bar three-link, built with adjustable coil-overs and a Panhard bar.

Photo by Scotty Lachenauer

Repairs to the steel to remedy the weathering and other abuses continued. “I welded in new floor pans and I hand fabricated a new cowl and firewall for the car. If this had been a Mustang, I could have gotten anything I wanted and all the parts I needed. They don’t make much for this car, especially not cowls and firewalls. I need a Torino as I don’t fit in Mustangs. I’m six-foot-four and 245. Pony cars don’t work for me!”

The owner finished up the bodywork and prepped it for paint. “That was the only thing I didn’t do on this car. I wanted it done in a shop. My buddy Chris Cather at Island Works in Toms River, New Jersey, laid out the PPG Toxic Orange, after loading it up with an extra dose of pearl.” The color is loud and proud and gets this Torino plenty of attention when it’s out in the light.

The 390 now displaces 445 cubic inches and is topped with aluminum heads and intake from Edelbrock. Photo by Scotty Lachenauer

Dan knew he wanted to have plenty of power under his right foot, so he went straight for a big-block. “It’s a 390 FE with a 4.250-inch stroker nodular-iron crank, 6.700-inch forged rods, and flat-top pistons pushing 12.1:1 compression.” A hydraulic flat-tappet Isky cam controls the valvetrain and Edelbrock aluminum heads complete the assembly, topped with a low-rise dual plane manifold and a Quick Fuel 650-cfm carburetor.

A 7-quart Canton front-sump oil pan keeps this beast well-lubed. The front end was dressed up with a Concept One six-groove serpentine system to mount the accessories, including the A/C Dan wanted when he first saw the Torino. Exhaust is handled by Custom Ford PowerTrain (FPA) headers with Hooker electronic exhaust cutouts, 2 ½ inch pipes with X-pipe crossover, and Flowmaster Super 40 mufflers get the tone that Dan desired. “This engine puts out nice horsepower and torque curves. It’s worked flawlessly so far,” Dan states.

All that power is channeled by a Tremec TKO 600 five-speed manual transmission with an 11 ½-inch Centerforce clutch, Quick Time bellhousing, and a hydraulic clutch setup. A heavyduty custom racing driveshaft with a cradle was installed to handle the output, which twists a Ford 9-inch rear with Yukon axles and Grizzly locker 3.73 gears.

Inside feels factory stock, other than the obvious steering wheel upgrade. But gauges are also updated, and a modern A/C system now blows through factory vents.Photo by Scotty Lachenauer

The interior was nowhere to skimp. “I installed a new harness from Painless to handle everything I needed to add to the Torino.” That list includes a Vintage Air HVAC system, an Iditit tilt column, and Billet Specialties steering wheel, along with a Hurst Competition shifter to get Dan through the gears. As far as the dash goes, the instrument cluster was customized with four-inch Speedhut gauges including a speedometer, a tach, as well as readouts for volts, oil pressure, fuel and temperature. Macs Auto Parts supplied the new upholstery that Dan installed himself.

The car was finished in 2017 and has been featured at the Philadelphia Car Show and on the 102.9 MGK Car Calendar in 2020. It also took first place at the Fairlane/Torino Club of America Dutch Country meet in Lancaster, Pennsylvania.

Dan sums up the build with this thought: “Driving it reminds me of 40 years ago, cruising town in my original ’68. Once I’m in the seat, I am immediately sent back to the ’80s, remembering the great times I had in my favorite ride. I just built this one with a lot more power and better suspension.”

OWNER’S VIEW

It’s a blast to drive; I get it out as much as possible. I love the sound of it. When a newer model car pulls up and revs its motor, I push a button and open the electronic exhaust cutouts. It’s not a trailer queen, and it was built, not bought. I’d like to thank my wife Monica for putting up with me living in the garage after work, on holidays, and on weekends. A shout-out goes to the Asbury Park Circuit for their recognition and awesome Thursday Night meets. Thanks also go out to all the people who’ve helped along the way. —Dan Braun

Photo by Scotty Lachenauer

SPECIFICATIONS–1968 Ford Torino GT

ENGINE

Block type: Ford FE-series OHV V-8, cast-iron

Cylinder heads: Edelbrock Performer RPM aluminum, #6007

Displacement: 445 cubic inches

Bore x stroke: 4.080 x 4.250 inches

Compression ratio: 11.2:1

Horsepower @ rpm: Not tested

Torque @ rpm: Not tested

Camshaft: Isky hydraulic flat-tappet camshaft, .565-in lift, 292 degrees (adv.)

Induction system: Edelbrock aluminum intake, Quick Fuel 650-cfm four-barrel

Ignition system: Pertronix Flame Thrower III electronic distributor and coil

Exhaust system: FPA Ford PowerTrain custom headers, 2.5-in exhaust with electronic cutouts and Flowmaster Super 40 mufflers

TRANSMISSION

Type: Tremec TKO 600 five-speed manual

Ratios: 1st/2.87:1 … 2nd/1.90:1 … 3rd/1.34:1 … 4th/1.00:1 … 5th/0.68:1

DIFFERENTIAL

Type: Ford 9-inch w/ Grizzly locker

Ratio: 3.73:1

STEERING

Type: Rod & Custom Motorsports power assisted rack and pinion

Ratio: 16:1

SUSPENSION

Front: Rod & Custom Motorsports Mustang II type with 2-in drop spindles and adjustable coil-over shocks

Rear: Art Morrison adjustable ladder bar three-link with adjustable rear coil-overs shocks

BRAKES

Front: Wilwood six-piston disc

Rear: Wilwood four-piston disc

WHEELS & TIRES

Wheels: Foose Legend Front: 18 x 8 inches Rear: 20 x 9 inches

Tires: Nitto NT555 Radial Tires Front: 225/40ZR18 97W Rear: 255/35ZR20 97W

PERFORMANCE

Not yet tested

Photo by Scotty Lachenauer