Unsurprisingly, unstoppable off-roading machines tend to come from places with few passable roads. There’s the Icelandic Arctic trucks, the Sherp, and then there’s this 1988 Hagglund BV206 listed for sale on Hemmings.com, an armored all-terrain vehicle developed for the Swedish army. While tracked, it steers not like a tank but instead via its articulating two-piece body, with power sent to both its front and rear units. Because it was designed with low ground pressure, it’s adept at traveling in everything from snow to bogs to sand, and it was even developed to be fully amphibious.

As with many military vehicles, the BV206 was built in several versions to suit a variety of purposes. This one in particular is powered by a Ford 2.8L V-6 and appears to be the armored personnel carrier variant, with seating for more than a dozen people. According to the seller, it recently emerged from a two-year restoration out of a private military vehicle enthusiast’s collection, though there’s no information on its history prior to the restoration, when it was decommissioned, or how extensive the restoration was. Regardless, for somebody who needs to get their entire wedding party to the top of a roadless mountain, there’s probably not much of a better option out there.

Somewhere in or around Hollywood, there’s a scriptwriter whipping up an organized crime flick that requires a period-correct armored car for the gangsters to knock over. No ordinary truck with a plywood prop body will do; no, this needs to be the real thing, thick metal body, gunports and all. Unfortunately, the perfect candidate’s still in a state of disrepair and disassembly, as we see from this 1950 White armored car listed for sale on Hemmings.com. There’s no doubt about this truck’s purpose, given that the seller reports the inner body panels are a quarter-inch thick while the door and windshield glass are two inches thick. If it sounds like little more than a bank vault on wheels, that’s because it is.

Fortunately, the restoration has already been started, with a rebuilt and refinished chassis, a running flathead six-cylinder engine, and tires with Atlas’s shoulders. Unfortunately, those are the easy aspects of the restoration (and they probably weren’t a cakewalk, either). Pretty much everything aft of the cowl necessary to finish the truck will have to be fabricated, probably from materials just as thick and heavy as what’s left of the body. So not only can little of this truck be sourced from swap meets and White experts, it’ll take something more than an off-the-shelf rotisserie and a MIG welder from a big-box store to handle, maneuver, and resurrect the body.

That said, we’ve seen similar accomplishments done with far less. All it takes is dedication and motivation and probably a good infusion of cash from a Hollywood producer who needs that perfect truck.

The herd of racers still aiming to complete Sick Week 2023 continued to thin as the show moved out of Florida and to South Georgia Motorsports Park (SGMP). The home to some of the rowdiest racing you’ll find in the eastern half of the country, SGMP’s full concrete quarter-mile strip was ripe for cars to lay down solid times, and by the end of the first pair of cars, there was no doubt whether the track would hold big-tire, big-power cars as Alex Taylor collected yet another 6.9-second time slip and Jason Sack’s turbo 427-powered Nova clicked off a 7.08-second 196 MPH blast. Pandora’s box was open, and everybody knew that they had the green light to put the killer tune in.

The “Cowboy Up” Nova owned and ran by Jason Sack is a crowd favorite. After a couple of mid-7 second passes, the 7.08@196 MPH pass gives hope that the X-body can possibly see a six-second pass before Sick Week is over!Cole Reynolds

The two Swedish teams continued to wage war. Stefan Gustafsson’s C4 Corvette, with its passenger door patched up after it packed up and left mid-run at Bradenton, set the tone with a 6.99-second pass, but Michael Westberg’s S-10 returned fire with a 6.48-second 218 MPH blast. Gustafsson made a couple more swipes at the tree for a pair of 6.55-second passes before packing up for the drive back to Florida. PFI Speed’s Brent Levistad would take his all-wheel-drive Civic hatchback to a 9.21@153.47 sprint, which was sure to increase the size of the smile on his face. Things seemed bright for everyone, right up until Timothy Blythe’s 1964 Triumph Spitfire lined up next to Andrew Nelson’s 1959 Volvo PV544.

Both of the Sick Week Freaks-class cars certainly had everything going for them. Blythe’s Spitfire, which has competed before, might look sketchier than gas station sushi at the end of the night, but the car was recently retrofitted with an NHRA-legal tube chassis and cage. Nelson’s Volvo is a turbocharged Atlas 4.2L six-cylinder powered affair that had been dancing on the 9-second line so far. But Nelson’s week would end in frighteningly violent fashion. Right about the moment the Volvo crossed the stripe on a 9.128-second 149.25 MPH tear, the tell-tale fog bank that signals “engine has left the chat” erupted.

A couple of seconds later, that fog bank shifted violently to the right before the Volvo pole-vaulted over the track wall in an end-over-end flip with the back end of the car on fire. In a Facebook post, Andrew’s son Calvin posted that while there were some injuries and Andrew was banged up a bit, the safety equipment did its job and that they will be back.

With racers dropping left and right, how many will be able to make the trip to Gainesville Raceway?

Day Three Class Leaders:

• Unlimited: Michael Westberg, 1991 Chevrolet S-10, 6.468@216.55
• Unlimited Iron: Alex Taylor, 1955 Chevrolet 210, 6.999@206.35
• Modified: Brett LaSala, 2012 Ford Mustang, 7.036@213.98
• Pro Street: Clark Rosenstengel, 2010 Chevrolet Camaro, 7.483@193.71
• Super Street: Eric Yost, 1968 Chevrolet Camaro, 7.472@189.68
• Stick Shift: Richard Guido, 1965 Pontiac GTO, 8.773@164.09
• Naturally Aspirated: James “Doc” McEntire, 1968 Chevrolet Camaro, 7.983@154.63
• Rowdy Radials (1/8th Mile): Jordan Tuck, 1993 Ford Mustang, 4.602@171.62
• Sick Week Freaks: Ben Neal, 1987 Toyota Cresta, 8.714@158.78
• Hot Rods vs. Beetles: Larry West, 1941 Willys, 9.970@133.90
• Street Race 275: Jordan Bourdreaux, 2002 Ford Mustang, 8.507@162.56
• Sick Street Race: Dustin Trance, 2005 Ford Mustang, 8.522@159.64
• Pro DYO: Nick Wiegand, 1976 Pontiac Trans Am, 8.569@160.61
• DYO: Jon Moore, 2011 Ford Crown Victoria, 10.047@131.46
• Challenge: Robert Sharp, 2019 Dodge Charger 10.684@123.58

Sick Week 2023 Full Gallery: Day Three

Sick Week 2023 Full Gallery: Day Three

Our neighbor to the north celebrated its 100th anniversary in 1967 and invited the world to its party by hosting Expo 67. The setting of that world’s fair was the Québec city of Montréal, and over the course of six months, more than 55 million people visited the international attraction. One of the most fascinating displays in its “Man the Producer” pavilion showcased two custom built, identical, pearl-white Alfa Romeo gran turismos. The reaction to the cars’ design was so positive that the Italian automaker soon decided to put it in production with minimal changes, even enhancing it with a much stronger, race-derived engine.

The “Montreal Expos,” as this originally unnamed pair are now called, were conceived and constructed in just nine months. A gifted 29-year-old stylist named Marcello Gandini penned a sleek fastback design that Carrozzeria Bertone would fabricate upon Giulia Sprint GT chassis and the cars were powered by 90-hp Giulia 1600 TI twin-cam four-cylinder engines. The harmonious lines of these Alfa Romeo show cars owed inspiration to earlier Bertone projects including the Lamborghini Miura (overall profile and door-glass shape), Alfa Romeo Canguro (vertical vent-slot treatment), and Porsche 911 Spyder (slatted headlamp covers), but the result was cohesive and head-turning.

The enthusiasm for the show cars prompted Alfa Romeo to commission Bertone to create a roadgoing version that would emerge as the honorifically named Montreal. Gandini kept much of his original design, adding legality and usability through retractable covers for the quad headlamps, simplified door glass, and a lift-up rear window that exposed the luggage compartment.

Photo by David LaChance

A flourish not on the show cars was the dummy NACA duct that led a hood bulge necessitated by the special engine below. Sharing design elements with the 90-degree V-8 that powered the Tipo 33 Stradale, the Montreal’s all-aluminum 2.6-liter featured a wet-sleeve, dry-sump design, an 80 x 64.5-mm (3.15 x 2.54-inch) bore and stroke, and a 9:1 compression ratio. Four chain-driven cams actuated two valves per cylinder above hemispherical combustion chambers, and fuel was fed by Spica mechanical injection. The resulting SAE-rated 230 hp and 199 lb-ft of torque were channeled through a ZF five-speed manual transmission to a limited-slip differential.

The Montreal retained the contemporary 105-series platform’s coil-sprung/tubular-shock suspensions with double wishbones in front and a trailing-arm-located live axle in the rear. Intricately finned 14 x 6.5-inch aluminum-magnesium alloy wheels hid disc brakes. Inside the car, gauges were stylish but hard to read, and a folding “+2” rear seat added a bit of practicality.

The production-ready car made its acclaimed debut at the 1970 Geneva Auto Salon, and assembly began the following year. Alfa Romeo supplied Bertone with chassis upon which the Turin-based coach-builder fitted all-steel bodies, installed interiors, and applied paint; the rolling shells went back to Alfa for mechanicals and final assembly.

Inability to meet emissions and safety regulations meant this model was not sold in the country that inspired its creation and name. According to FCA Heritage, just 3,925 Montreals were built through 1977. While none reached North America as new cars, many have been privately imported in the decades since.

Photo by David LaChance

SPECIFICATIONS

Engine: DOHC V-8 with SPICA fuel-injection, 2,563-cc (158.2-cu.in)

Horsepower: 230 @ 6,500 rpm

Torque: 199 lb-ft @ 4,750 rpm

Transmission: Five-speed manual

Suspension: Upper-lower wishbones, coil springs, anti-sway bar/solid rear axle, radius arms, coil springs, anti-sway bar

Brakes: Four-wheel discs

Curb weight: 2,926 pounds

0-60: 7.6 seconds

Top speed: 137 mph

Price new: $7,300 (approximately)

Photo by David LaChance

Just when we think Travis Pastrana has dominated everything on wheels, from jaw-dropping gymkhana stunt driving to motocross and rally racing, the motorsports master jumps on another bucket list dream: to race 200 laps the Daytona 500. He moved closer to this goal by qualifying for the 2023 Daytona 500 this week.

Pastrana has never started a Cup Series race, but he did make 42 starts in the Xfinity Series during 2012 and 2013. In 2013 he also reached four top ten Xfinity finishes, placed ninth at Richmond, and won the pole at Talladega. Most recently, he accomplished five Truck Series starts in 2020. He has proven that he can go fast on two or four wheels, on pavement and on dirt, even during death-defying stunts. When his sponsor, Black Rifle Coffee Company, pushed him to reflect on what he wanted to tackle next, his reply was, “Well… The Daytona 500.”

Being the dream chaser that Pastrana is, he didn’t waste any time. Despite having less stock car experience than others in the field, he strapped in to win his place on Wednesday. Pastrana raced alongside other drivers who dedicated their lives to rising up in the NASCAR ranks. Racing against a 40-car starting grid, he finished second against the six open cars, only to be beat by Jimmie Johnson, seven-time Cup Series champion with 83 wins and 686 career starts, who sped around the track in 50.202-seconds. Pastrana’s time was clocked at 50.802-seconds, topping out at 179.254 MPH in 23XI Racing’s No. 67 Toyota.

As he climbed out of his car after qualifying, the media captured the team’s celebrations. “We just qualified for the Daytona 500! You’re the freaking best!” Pastrana gushed to the crew. “Thank you, thank you! Yes! Hot diggity-dog!”

Pastrana’s new venture will bring many new supporters to the NASCAR playing field. Sunday’s main event will air on Fox, while most of the week will broadcast on FS1.

Dredging up older predictions about the future in automotive form can prove both entertaining and enlightening, and Richard Bartrop suggested another one to look at: the 1967 Triumph XL90. “Presented as the car of 25 years hence, it was almost a dead ringer for a Chevy minivan from 1992,” he wrote.

Indeed, the XL90 looked futuristic and thus nothing like Triumph’s contemporary crop of cars. With its one-box format and heavily sloped front, it did have the look of a Dustbuster U-body minivan—itself often described as futuristic—but it was meant more as a prediction of what advanced technologies might be incorporated into automobiles rather than the look and shape of them. Designed in-house by Triumph engineer Ed Pepall, the XL90 ostensibly included a “sealed-for-life” drivetrain, pneumatic controls for suspension and brakes, “handgrip” steering, ultrasonic windshield cleaning, and automatic guidance and speed control.

Exactly what any of those meant or how practical those features would be is anybody’s guess. As Claus Ebberfeld at viaRetro noted, Triumph’s suggested powerplant for the XL90 was its own 2-liter six-cylinder, an engine that would not easily fit anywhere in Pepall’s design or go more than a few thousand miles without servicing. Then again, if the drivetrain is sealed, then the lifetime of the drivetrain becomes the lifetime of the vehicle, and perhaps the XL90 was (and all cars of the early 1990s were) intended to be far more disposable than vehicles of the late Sixties.

Automation and driver-assist systems have long been fantasies for automotive prognosticators, and given that experimental versions of those technologies appeared in British Leyland demonstration vehicles by 1971, it’s likely those systems were already in development when Pepall designed the XL90. Pneumatic suspension was nothing new either, though perhaps Pepall envisioned a less costly and less problem-prone system than Cadillac’s late-Fifties Air Dome feature.

The windshield cleaning system sounds intriguing. Ostensibly, the windshield would vibrate at a specific ultrasonic frequency that would shake off raindrops and dirt and make windshield wipers unnecessary. Makes sense that a British carmaker would be on the forefront of rain-deflecting technology. To our knowledge, nothing along those lines has been proposed or tried in other concept or production vehicles—windshield wipers are a proven technology, after all—though McLaren claimed to do something similar with the windshieldless Elva and its Air Active Management System which directed a stream of air claimed to protect the occupants of the open-topped car.

Ultimately, the XL90 proved to be little more than idle speculation. While it appeared at the Earls Court Motor Show that year, perhaps more people saw it in a print advertisement in which the company billed it as “the shape of Triumph to come,” claiming that “its ideas are so advanced that many of them are still only sketches in a designer’s notebook. Or experiments in the earliest stages of laboratory research. But all of them could be—and probably will be—the talking points of Triumph cars at the Motor Show of 1992.”

Nobody ever saw the XL90 as a full-size vehicle. Instead, it was a scale model cleverly photographed to look larger. That model today exists in the British Motor Museum in England.