Road checking mark 1976.Click for video 0.5  mb. Ref 1
Short video.

 ..about race cars
B-Ford, Ferrari, Lotus
Link to main site Swedish version

Ferrari Monza 1955 and Björn. Click for video 1.5 mb. Ref 1
 Short video.

Björn Bellander
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Racing cars are like chocolate or even better like suction cookies. You suck and suck till all the best are gone. That means you throw away the envelope paper. One difference with cars are that you can get some money from the old cow. Usually not so much worth. The racing carrier has no feeling for that old mate who helped you so bravely round the racing tracks. Just like an old cow, which cannot produce enough with milk. It should be slaughtered. It is not until after years, that the old owner understands that this nice car should been preserved.  My old Ferrari for instance is today (2006) priced, it is true though renovated for over $1.5 million.
But ... without the money that the old cow got me I couldn't get the next one.

From the very first beginning it was a Fiat 600 1956 in order to take me to school in Strängnäs and later to Revingehed when I made my first 3 months in service.I bought 1959 a Ford 34 cab. from F Westberg at Lidingö priced at 800 Skr. But it showed up to be so bad that it was scraped.
Receipt for Ford 34 Cab. Ref 1Same year, 1959 25/7, I came over, with the help of my brother, a 32 Ford Roadster in Hudiksvall from
Jan-Erik Eriksson for 1200 Skr.

This car was renovated and used for a racing driver course at Karlskoga
Ford 32 in Skillingaryd military training camp. Ref 1
Ford 32 in Skillingaryd military training camp. Ref 1

1960 and for race driving at Skarpnäck, later for going to Skillingaryd, military training camp, for my service. It was sold to a lorry driver in Stockholm who at once broke the rear axle gears.
Now I had money to by a
Austin Cooper spring 1962. It was lowered just like Picko Troberg´s car. Then I weared some tires at the race track of Stockholm, Skarpnäck, and Karlskoga.
This nice little Cooper was left for change to a Triumph Herald 1962 at Wohlin Cars, situated at "Söders Heights". It was quickly change after one month!

MG Midget 1962. Ref. 1
MG Midget 1962. Ref. 1
... to a MG Midget , 1962 20/12, at Hans Osterman. Without knowing so much about racing.
Lotus 15 testing tour outside Gustavsberg. Ref 1
Lotus 15 testing tour outside Gustavsberg. Ref 1
I trimmed this car and drove some times at Skarpnäck and Karlskoga in the SSF racing serie in Sweden without any greater progress.
1963 16/9 I bought a Lotus 15 from Wohlin Cars. The MG Midget was sold at the same time for 7000 Skr. The Lotus was sold to Bengt Ramén 1965.
A TVR Grantura came from Kronegårds Motor 1965. This was sold 1966 6/4 to Ulf Carlkvist. 
Now I needed a transportation car and bougth a used Morris Minor model 1958.

Ferrari Monza 750/860 at Skarpnäck Click for video 1.8 mb. Ref 1
Ferrari Monza 750/860 at Skarpnäck. Ref 1

Ferrari Monza was bought from
Åke Jansson Nov 1965. Morris Minor disappeared as part payment á 800 Skr. A Ferrari for totally 3800 Skr. Anyway I had to get a transport car. It became
Diva Valkyr DV7 at Karskoga. 1967. Ref 1
Diva Valkyr DV7 at Karskoga. 1967. Ref 1
a used Volkswagen type 1 1961. This I kept for some years but later sold. The Ferrari (s/n 0584M, reg. no B72243, A39913) was loaded on ship 24/8 1968, for Dan Marguiles, for 1000£, in England.
At once a Diva Valkyr DV7 was bought November 1968 from Erling Kongsfeldt Denmark, and was sold 6/9 1970.
At once a Diva GT10F came into my hand and was sold after engine damage in a race at Falkenberg. After this my racing in life was over and from now I had only eyes for to be a racing organizer in my
Sport Car Club and SSK.

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From Karlskoga paper 1966. Kanonloppet Ref 7

Ferrari 750/860 Monza
Renovation 1

Ferrari Monza 1955. Click for video. 1.6 mb. Ref 1
Short video.

After all buying and changing the bank, my mother, started to grumble. "Now you must come to an end". Brother Jan who all the time had supported me in all my car buyings, was a go ahead about the Ferrari. The car was parked, smashed, at Valhalla Road near by Harald Kronegård´s Motor Sales. Jan had got information about this car from an ad which Åke Jansson had in Road & Track. The ad was put in before the smash. Jan got a quick loan, 3000:-, from mother in law and together with my
Swedish ID paper for Ferrari Monza. Ref 1
Swedish ID paper for Ferrari Monza. Ref 1
Morris Minor we had it. He owned also an Allard K2 in which I had money so he got the Allard and I got the Ferrari. How we transported the Ferrari home to Gustavsberg neither of us remember.
The car had crashed badly with an Opel Kapitän and was then parked at the free parking area in the middle field of Valhalla Road Stockholm. Right front wheel had taken the smash force and also the right front fender. The body was one unit in aluminum,. It was out of the question for us to have this fixed by an competent person. We could not afford that. We started to get the front part of the chassis in order.

Guss garage. Ref 1
Guss garage. Ref 1
In the old grocery shop Betsede Gustavsberg, where Guss (Jan) had his workshop for roll bars. We were crawling on floor, drawing straight lines, constructed 90° angles, we bent and cracked till we found everything was satisfactory. From all my old bills I can see that we bought heavy quantities of gas from AGA.
We had of course dismantled the engine in order for control. The first thing that showed up was that the clutch, which consisted of 3 al disks, was worn out and therefore to thin for the depth of the balance wheel. We had a mechanical workshop to turn and mill 2 new ones and one was mended by riveting a new al plate together upon the old. This al disk had an outside gear teeth that fitted inside the depth of balance wheel. Between these there were 2 steel plates with inner gear teeth. No one hade any friction plates.
Transmission case showed up a crack, why it was dismantled strictly cleaned with thinner and tighten with armed plastic (AP) without glass reinforcements. It became a good mending for it didn't gave me any problem. A special thing about the gearbox and final unit. It consist of 2 straight grounded gears, one in the gearbox and one in the rear unit.
A control of crankshaft showed evident tracks that white metal had gone from upper and lower bearing-halves. The crankshaft was in good order. Now you should know that it was not so easy to separate the crankshaft. The engine had a top and cylinder block in one unit. Almost as a Bugatti. The crankshaft was mounted in it's own casting, which was bolted together with crankshaft clamps and cylinder casing. This casting was centered by cylinder pedestals and was sealed for water by rubber o-rings. It was a nervous job. All screws and bolts had odd threads, fine M5, M7, M9, M11 and normally a waved thin washer.

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Sportvagnen och Vi. Pit at Karlskoga 1966. Ref 1

Ferrari 750/860 Monza
Renovation 2

Ferrari Monza 750/860 at Velodrom Karlskoga 1966. Ref 7
Karlskoga velodromen.

We got new Vanderwell bearings from England. Connecting rod bearing was standard Alfa Romeo. Besides we were at Elmhorn-Troberg Racing Service in Stockholm, and ordered new Borrani spoke wheels (1, 2, 3) after a surface of a section by the rudge coupling and brake drum, as I had drawn. The new rim had measure for Dunlop R7 6.50-15 M and had to be built offset out because of the large diameter brake drum. All this Bo Elmhorn fixed with Italy. For safety we also ordered new connecting rod bearings, but got new connecting rods instead. Very nice to look at but we couldn't afford. They were sent back. Here we also understood that the outer wheel bearing (SKF 3202 type). A double row bearing must be fresh and healthy to be able to do it's job.
New brake lines around of course. The experience from my B-Ford made that we mounted Mintex M20. They were good only if you drive them in carefull running in.
The engine was remounted again, with longtime knocking for new gaskets and new o-rings were mounted. Doing this you couldn't see if the crankcase casting was in right position when carefully and slowly slid on the cylinder pedestals. An o-ring could have crawled off! I didn't dismantled the pistons. Everything went well.
After turning the matter of controlling the sodium filled valves over and out, I understood that I never dare to loosen the hairpin springs. I dropped it. Although later I had to draw a new valve pusher because the roller needles had failed and destroyed  the pusher and camshaft nock. The main thing was a 10 mm axel 20 mm long on which a roller carried in needles Ø1.2x7 mm. I could buy new needles but to long so I grounded them by hand with a clay peg. The camshaft nock was regrounded by Nisse Hedlunds Mechanical workshop (known for trial mc-engines) and a new the pusher unit. I was very nervous about my pusher drawing
Roskilde race 1967. Click for video. 2.3 mb. Ref 1
Roskilde race 1967. Click for video. 2.3 mb. Ref 1
because it had so many H7, p6 and m6, which I had no experience of. But everything went well even this time. Don't thank me thank God. A new cooler was manufactured with the old one as model. Battery was put on floor in passenger compartment. Just to come closer to the starter engine. Also the needles in the Italian universal joints were changed.
The original steering wheel must have been destroyed in the crash, I don't remember, but anyhow I mounted a new Nardi steering wheel. This was ordered from Elmhorn. A signal button was turned in nylon and upon this I glued a Ferrari pimp. I can recognize, this steering wheel is still mounted 2006, and also the signal button. A direction indicator was mounted with a seven pole relay, as the brake and light lamp thread had to work together.

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Ferrari Monza 1955 and Björn photo from 1967. 1.2 mb. Click for video. 1.2 mb. Ref 1
Short video.

Ferrari 750/860 Monza
Renovation 3

Olle Leufvén starter Skarpnäck. Click for video. 1.4 mb. Ref 1
Short video.
Well, how did we manage the right hand fender? Saw the negative mould in strip forms and turn them around, and then mould them together. Now start grinding. Truly speaking Jan did this work because I was no good helper. Now we hade a negative right fender. In this we mould a new right positive one. Then after much grinding, this was mould into the rest of the al plates from the original right fender. It became quit good. No one could imagine that this car was a plastic aluminum hybrid.
We had discussed colors and it became dark bleu on the contrary to my recommendation. Jan determined the color of the slightly offset laying speed stripe. I can understand that today a car that is going to be put in a safe box must be Italian red. It was not necessary in the sixties because I should race. The color combination and the painting was very nice.
A small roll bar was in built in the head rest. Though one can see at photos that almost whole of my head is above.
Now we had come so far that a test drive was of current interest. The engine started perfect and I rolled slowly out on Aspviks Road. Raised the speed just a little, while my heart banked. This happened during the month of July 1966. Suddenly the front end started to vibrate. The car was unable to steer. Happily I could quickly reduce speed to about 20 km/h and rolled slowly back to workshop. Our strength was on decline and everything was down. But after a discussion we came to the solution that the caster angle leaned to much backward. It should be near 0°. This was a

Ferrari front 1966. Click for video. 1 mb. Ref 1
Ferrari front 1966. Click for video. 1 mb. Ref 1
Ferrari Monza, Allard K2, Maserati 200S at Karlskoga 1966. Ref 1
Ferrari Monza, Allard K2, Maserati 200S at Karlskoga 1966. Ref 1
experience from our Hot Rods where we also had to lean the king pin forward. On the 32 Ford it was easy. But this was a Ferrari where whole front end was dependent on the front frame upright system.
Of course, because of the smash with Opel, the two front part oval frame tubes had been bent upwards so the caster angle became wrong. How to solve this. If it had to be done in the proper way, the body must be dismantled and the frame tubes be bent back. An impossibility for us. No, saw just as we had done with our Hot Rods, a wedge in the frame tube, letting the front end fall down as much as necessary. This is what I  call free thinking. Some following work of course but nothing compared the other alternative. This operation can still be seen (2006) at the car where it stands for selling at Bonhams & Brooks. How? You see the stabilizer with its lifting device to raise the front end and cooler became positioned lower than the body.
At last new test drive and now everything was good. Well lower speeds the front end was a little uneasy, but in higher speeds it stabilized noticeable. This was due to that we put toe in only at 3-4 mm.

Aston Martin. Ref 7
Aston Martin. Ref 7
Everything was ready just in time for the historical Cannon Race at Karlskoga raceway. Jan fixed with the organizer that we were allowed to come. It was I with the Ferrari, Jan with his Allard and Olle Leufén with his Maserati 200 S. We came to Karlskoga wonderful unaware of what kind of adversary we had from England and except any experiences in our cars. Jan and I had Håkan Hallin and Eje Öberg as mechanics and helper for security.
It was a wonderful day and we went around in a glorious intoxication of happiness among Maseratis, ERA:s, Bugattis and other distinguished car marks. It should be a fantastic race.

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Start race Roskilde 1967. Ref 1

Ferrari 750/860 Monza
International and Swedish history

Ferrari petroltank. Click for video. 1.7 mb.  Ref 1
Short video.

But what about the history of my Ferrari? From the exhibition at Osterman Marble Halls 1966, I have still the information plate which someone has done. A scanned picture of the info text an the link s/n 0584M, unveil the following Swedish history. The car is in fact a Ferrari 857 Sport Scaglietti Spyder according to the register. Read this website bout it's NewZealand time.

Aboyt Ferrari Monza. Ref. 1

Translation of above

Ferrari 750/850 Monza

A classic Ferrari which has been driven in several Swedish and foreign races, mainly by John Kvarnström. From the beginning it was an ordinary 750 Monza, but during a competition at Råbelövs race track outside Kristianstad for some tenth years ago it was wrecked so badly that it was not able to repair. A rescue expedition was sent to Italy in order to get new parts. But any new parts was not accessibility, though they had a 850 Monza without engine and gearbox, which had been ordered by Peter Whitehead. The mechanical components from the 750 Monza were installed and again there was a competitive race car. Present owner Björn Bellander has done a fantastic renovation work and has done some racing during 1966. Among his success is a second place at Canon Race Historical Class. The engine has a cylinder volume of 3000 cc and leave 280 hp. Top speed is 200, but can be enhanced to 250 by changing rear gearing. Gearbox is non synchromesh with 5 gears. It is mounted just in front of rear axle, which is of DeDion type. Empty load is 800 kg.

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Ferrari 3 litres Monza. Click for video. 1.4 mb. Ref 1
Short video.

Ferrari 750/860 Monza
Canon Race 1966

Placing of spare tire. Click for video. 1.4 mb. Ref 1
Short video.

But back to Cannon Race. I have lots of pictures from it, when Håkan Hallin was so far-seeing that he called Karlskoga paper if he could get or buy? pictures that they had taken from the race.
At the training driving I didn't feel anything special as I had no press on me. I had almost forgot my brother's presence. Everything in mind was to drive. Despite I didn't take the time training 100% serious I got 3rd time. This after the Lotus 16, the last front engine car from Chapman, and a Connaught. When so the competition should start on best public time Sunday. Pity that there were no interest from television at that time for racing. Then my two kneecaps were jumping jazz when I was lining up on the grid. This was a phenomenon that always happened me in every race start. As soon as the start flag has fallen it was over.
 Lining up on grid. Ref 7
Lining up on grid. Ref 7

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Ferrari ready for start 1966. Click for video. 1.8 mb. Ref 1
Short video.

Ferrari 750/860 Monza
Canon Race start 1

Ferrari changing tire. Click for video 2.9 mb. Ref 1
Short video.

In the pit at Karlskoga 1966. Lance Photo Ulf Karlsson. Ref 8

Well first lining up in the pit. Everything was very serious and exciting. When I then rolled out I understood that my starting position was perfect. To the left in second line and first curve was to the right. I had just to drive straight forward, no need to make any crowding and then continue for another 20 laps or 60 km, which was the stipulated driving length.

 On starting grid just before start. Ref 7
On starting grid just before start. My car no, 21. Ref 7
 Hannuman. Ref 8
Hannuman. Ref 8

Björn Atterberg, also the national superintend man from Swedish authority, came forward to me and said in my ear "Take it easy in the beginning"! Yes, Yes I answered and leaned my head back. You shall always look at people speaking to them. That's a thing polite people do. But this time with a bad result because my helmet visor hit Atterberg's head.

I got an airbrushed painting from a friend at my work. He had got it from the artist Jan Wadling (+4624078075). He is very good at air brush decorating cars. This is on paper from the photo on this side. This painting has got the best place in my house.

Painting by Jan Wadling 2004. Ref 1
Painting by Jan Wadling 2004. Ref 1

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Ad in Road & Track. Ref 1

Ferrari 750/860 Monza
Canon Race start 2

High speed curve at Skapnäck 1967. Ref 1

Lining up. Ref 2
Lining up. My Ferrari to the right. Ref 2
second before start. My knees were trembling. Ref 2
Second before start. My knees were trembling. Ref 2
I succeded with a good start and my knees forgot to trembleOn the way. Ref 2
I succeded with a good start and my knees forgot to trembleOn the way. Ref 2
Here you see Jans Allard and behind Olle Leufvén in Maserati 200 S. Ref 2
Here you see Jans Allard and behind Olle Leufvén in Maserati 200 S. Ref 2

By luck I forgot it at once. Everybody revved their engines. I knew that the Ferrari with its al-clutch had a demand of rear wheel rotation so I press the accelerator extra. Everybody went away, even I, with Atterberg´s word in my head when approaching first curve. I didn't press my car and I think several ran me over.

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Bugatti typ 35. Kanonloppet 1966. Ref 7

Ferrari 750/860 Monza
Canon Race Competition 1

Maserati 250 F. 1966. Ref 7

The English ran like mad in the beginning about 5 to 10 laps. Then they started to be tired in their arms and the oil leakage started to make them uncertain. The ERA drivers went on two wheels and Maserati 250 F slouched as time went. I found a good line to follow in the curves after "Trösen". It was like being on tenterhooks before I reached the straight before "Velodrom". Here I started to take back what I lost and felt further more satisfied. I could though not gear with toe and heel, mostly in spite of to little training. Besides I had my oil on the floor after some laps.

Exit out of hairpin Karlskoga. Ref 2
Jan still is closing up the first laps, something I didn't recognize at all. Exits the hairpin curve. New beginner only looks straight ahead. Ref 7
Entrance to pit bend. Peter Spiro in front. Ref 2
This shows the first curve after hairpin and the Maserati is going into the long pit bend and the long audience straight. Ref 7
 Entrance to Velodromen.Ref 2
Entrance to the Velodrom, which is taken away 2006. Here one had to keep out as long as possible and the choose track where the car has the best steering. High or low it depends. Ref 7
 Exit out of Velodromen. Ref 2
Here you see my choice while the white ERA tries to go high up. May be good, anyway I ran him over later. Ref 7

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Skarpnäck hairpin 1967. Ref 1

Ferrari 750/860 Monza
Canon race Competition 2

Skarpnäck hairpin 1967. Ref 1

This was depending on that the oil tank was situated to the right behind and over my feet and the pedals. It's ventilation together with splashing caused that I got an oily floor. This matter was later simply solved with a BP plastic can and a pipe which was led into it.  The problem with oil, I of course didn't realized but it was slippery for my feet. Braking was most difficult before "Trösen" and "Velodrom". In the last I didn't feel I found the best track and the Ferrari was jumping around every time. But the other drivers had the same problem so for the race it didn't matter. Now after 10 to 15 laps I started be warm and drove over several English. I think they were more tired than I. Lotus 16 had spun off and left in front of me the Maserati 250 F and Connaught, the first F2 car with direct injection 4 cylinder engine from 1952. After a while behind the Maserati I got an opportunity to drive over him when he hesitated after "Velodrom". Now hell I thought and pressed the pedal sliced over and directly came a bit ahead.

 To second place. no 16 Peter Spiro Maserati 250 F. No 14 W Black Akfa Romeo 8C Monza Ref 7
To second place. Here is my opportunity when Maserati no 16, Peter Spero, hesitate because he has a car in front and I am just behind closing his possibility to drive over. Then I went like a train.. Nr 14 is one lap behind.
 Maserati 250F Charles Lucas. Ref 8
This Maserati no. 1 was owned by Chales Lucas, owner at that time of the Lotus factory. This Maserati is legendary as it has been driven by J-M Fangio to it first F1 Victory. The car is also no. 2 of three built light weight Maserati 250 F. The difference was a slight shorter wheelbase.
 Trying to take Peter Spero, but he had better power out of the curve, but I took him later. Ref 7
Trying to take Peter Spero, he had more power out of the curve, but I took him later. Ref 7

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No 8 Derrick Edwards Aston Martin. Ref 7

Ferrari 750/860 Monza
Canon race taking the flag, afterwards

Painting by Jan Wadling 2004. Ref 1

Now I was hunting the Connaught, the green speed monster, that counts. I surely understood that I could not reach him but anyway I drove as fast as I was able to. I have always wondered what the speaker said when no 21 started to near the leading car. The race ended with me coming about 100 m behind him in goal. As long bit as from exit of pit bend to the flag. Very pleased with myself I took the goal flag with a satisfied smile behind my visor and an uncertain waving with left hand. It was like a victory. I ended second totally and also second after handicap.

I cannot remember that any Swede came along for gratulation of my success. Although I still see the Englishmen coming saying something like "Now you have done your future". In the happiness and intoxication after the race I thought that a "race contract" was almost ready. Another one came and lift his head, showing his spitting opening between front teeth saying  "What an awful tires". To pronounce the word "tire" in real English way is only possible for a driver from England. The truth is that we Swedes didn't drive after there regulations and that prescribed tire dimension should be original. This was of course the cause of my success.
Then we packed and went home. Jan, who came 4th drove his car and I had mine on a trailer. We had not been informed that it was a prize ceremony at Karlskoga town hotel in the evening. Some weeks after this I got two silver candle holders. This I always look at with a unforgettable smile. My best race ever was my first even without any F1 contract.
These 2 program with its content of competitors are a memory which lay close to my heart. Click on them and you come to a shower to see what they contain.
This is what Karskoga paper wrote about Canon Race 1966. In the paper of "Sportcars and we" there was this picture and text and from Motoryear 66-67 (ref. 7) this link is worth reading.
Invitation to Canon Race Karlskoga 1966.Click to see contents. Canonrace program. Click to see contents.

Former First

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Brooklands England
Bugatti 2000
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Bynanders Car MC
Car sport museum Karlskrona
Chaparral carmuseum
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Dalén musem
Eds Motorcycle museum
Enoch Thulin Landskrona
Falkoping MC Museum
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Grafors Collection
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Outbordmuseum Varb.
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Robot Museum Sweden
Regnsjo, SAF cars
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ScaniaVabis museum
Sinsheim museum 2000
Sinsheim museum 2018
Skokloster car museum
SSK Boxcar
Storvik Odds and Ends
Svedino car & airplane
Soderhamn Air Force
Sparreholm museum
Sagen Technical museum
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Swedish Air force museum
Swedish submarines
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Technical museum Helsinb
Technical museum Stockholm
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Volvo Industrial museum

Other sites
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Trainmuseum Sweden
Vasteras Airmuseum
Hagfors Industrimuseum
Karlskrona Marina

Ferrari front 1966. Click for video. 1.1 mb. Ref 1
Short Video.
B-Ford 1932. Ref 1
B-Ford 1932. Ref 1
Diva Valkyr DV7 at Karlskoga. Ref 1
Diva Valkyr DV7 at Karlskoga. Ref 1
Lotus 15. Skarpnäck.Click for video 2.9 mb. Ref 1
Short video.
TVR Grantura 1962. Ref 1
TVR Grantura 1962. Ref 1
Pictures from the following owners have been used in with the appropriate allowance:
Reference 1: © Björn Bellander  bjorn.bellander(at)
Reference 7:©  Karlskoga tidning 1966
Ref. 8 is Ill. Motorsport Lance Photo Ulf Karlsson.
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Best in resolution min 1024x768. No. of colors 256.
Videos are tested in Windows Media Player and Nero Player.

© Copyright Björn Bellander 2006-