Control mark 1967. 0.6 mb. Click for video. Ref 1
Control mark 1967. 0.6 mb. Click for video. Ref 1

Stockholms Sportvagnsklubb
Link to main site Swedish version Back
Click on link above for access to main site.
Text and pictures Björn Bellander

Ferrari Monza 1955 and Björn, photo from 1967. 1.3 mb.  Click for video. Ref 1
Ferrari Monza 1955 and Björn, photo from 1967. 1.3 mb. Click for video. Ref 1
Update
2021-06-09

©Copyright
You will see much of  my Ferrari. A race car that was the "ultimate for me". But let us start from the beginning. For the 5 years celebration of SSK-series I was asked to write an article about Stockholms Sportvagnsklubb 1974.
8-pages supplement to SSK-series paper 1975. Click for enlargment.  Ref 1
8-pages supplement to SSK-series paper 1975. Click for enlargment. Ref 1
In the beginning of my membership I  How
Ice driving. Ref 1
Ice driving. Ref 1
Björn at ice driving 1970. Ref 1
Björn at ice driving 1970. Ref 1
Björn taking the checkered flag with his Hot Rod. Ref 1
Björn taking the checkered flag with his Hot Rod. Ref 1
SSK and the race series started. It is on place to give this article a return. Click to get a better zoom so you can read.made a normal member's life. I tried to use what the club offered for my member money. In the 50th there were club meetings and driving on ice in the winter
and... Well that's all. It was not any racing until I had put my Hot Rod B-Ford 32 together and started to drive on the local track in Stockholm. At this time it was a place named Skarpnäck. There I raced for several years ahead. With this car I was superior over all other race cars, except the professionals of course. This was the beginning of 1960. They overtook me at the

Björn with his MG Midget 1961. Ref 1
 Björn with his MG Midget 1961. Ref 1
end of the first straight, till this place I was always the first one. I had not the same brakes. With this car I also graduated for my race license
Björn and Bo Elmorn at Roskilde Ring Denmark. 0.4 mb. Click for video. Ref 1 
Björn and Bo Elmorn at Roskilde Ring Denmark. 0.4 mb. Click for video. Ref 1
1959. My teacher was my idol Björn Atterberg (honorable member of SSK). He owned a BMW 328. Later I bought a MG Midget. A wonderful car. Bo Elmorn (honorable member of SSK nr 1) high member of BMC Sweden was my teacher once at Skarpnäck. But now enough about cars. You can read more about them under My cars.
Within the Sport Car Club I became both secretary, treasurer, editor for the club paper, responsible organizer and racing leader. I didn't like to be a treasurer. I made my job. But I didn't lend money out of the cash box which seems to be frequent nowadays.

Olle Leufvén starter at Skarpnäck. 1.4 mb. Click for video. Ref 1
Olle Leufvén starter at Skarpnäck. 1.4 mb. Click for video. Ref 1

Sportvagnsklubben and Skarpnäck

Björn, Erling price cermony at Skarpnäck.0.9 mb. Click for video. Ref 1
Björn, Erling price cermony at Skarpnäck.0.9 mb. Click for video. Ref 1

Olle Leufvén 1982. Ref 1Olle Leufvén, (honorable member of SSK), was almost a class mate in the gymnasium in Strängnäs. He studied the Latin line and I went for biology. Without knowing it we met later at Skarpnäck. At that time he was secretary with Albin Jansson (honorable member of SSK nr 1) as chairman and Sven Nilsson on paper as race leader, in the board for Stokholms Sportvagnsklubb. Everybody was interested in racing, except perhaps for Albin who hade been in the led when the former MG-Club started. MG Club became later Stockholms Sportvagnsklubb. One of the famous members was also Björn_Erik Lind. Well known for book writing about MG-cars.
Bo Elmhorn Marcos at Skarpnäck. Bo driving.  Ref 1
 Bo Elmhorn Marcos at Skarpnäck. Bo driving. Ref 1
No one had  potent enough for car for racing. Olle was racing leader and editor together with Gunnar Elmgren,
(honorable member of SSK) He had already at that time moustache. We lost the club local, that was situated in the pub room of the Osterman marble halls when they got a new board. We tried to do it a teenager coffee house in the corner of Skarpnäck. It was not popular. Instead we tried a restaurant at Djurgården, Ulla Winblad, Djurgårdsbrunns Inn and last Gamlingen in the basement of Stampen Old Town. Other well known driver that met at Skarpnäck were Erling Carlsson, a driver that might have gone far instead he became a fighter pilot, Bo Elmhorn, Richard Cederlund, Kay Honkanen, my brother Jan Bellander, Mats and Odd Lundkvist, Jan Roslund, Bo Kasby,
 Peder Lundgren. Ref 1
Peder Lundgren. Ref 1
Sven Flärvall, Peder Lundgren, Nils Björk, Sten Hjalmarsson, Knut Johansen, Freddy Kottulinsky, Hans Radefalk, Picko Troberg, Jan Agrén, Kjell Wallin, Christer Nordlund, Lars Nordahl, Robin Shorter, Bill Taube, Hasse Wallberg och Dick Biström. Many of these persons
Kjell Wallin Lotus 23 B Karlskoga or the one that SportCars build?. Ref 1
 Kjell Wallin Lotus 23 B Karlskoga or the one that SportCars build?. Ref 1
had a significant influence on the development of SSK years that followed. They didn't forced
their opinion on SSK. Instead through their way of using the possibilities SSK as a club gave them, made a good impression on others.
It was extremely good to have access to Skarpnäck raceway. The only race track at that time except for Karlskoga of course. Other clubs that were active there was  model airplane clubs and dog clubs. It was not specially crowded when we booked days at the community office. Today I can drive past the place, with sorrow in my heart, where the hairpin curve once was situated.
I had close contact with some of the active drivers in the club while I followed others with distance interest. I should be able to write memories from some of them.


Christer Nordlund Skarpnäck. 0.9 mb. Click for video. Ref 1
Christer Nordlund Skarpnäck. 0.9 mb. Click for video. Ref 1

Sportvagnsklubben, Skarpnäck and drivers 1 (3 pages)

Robin Shorter, Lennart Lindén. Hairpin at Skarpnäck race track. 1 mb. Click for video. Ref 1
Robin Shorter, Lennart Lindén. Hairpin at Skarpnäck race track. 1 mb. Click for video. Ref 1

Erling Carlsson who was sergeant pilot, or on training for this profession, at this time. He had tremendous reflexes and feeling for how to drive fast. He started with a Lotus Europa. He also had the knowledge how to trim both engine and chassis. He became one of my most difficult adversary. I can also say that my racing career ended when he overtook my Ferrari at the straight after pit curve at Karlskoga 1967 with his Ginetta G4. At that time I had reach as far it was possible for me with this 1955 860 Ferrari. More about this under headline My Cars. Erling bought later a Diva GT10F in which he drove a shorter time. After this car his racing time ended.
Richard Cederlund  drove many different cars. In first place Porsche and Ferrari. He was the name behind Cederlunds Punch so money was no problem. He had also some classic cars MG TC and Ferrari 330. This TC was handed over to my brother for renovation and some of the wooden stuff was done by Nordbergs Chassi works in Stockholm. Richard bought Carl-Gunnar Hammarlunds Porsche Abarth Carrera, with which he frequently raced in SSK. He kept his cars for the children but they were not interested. Besides several of the cars disappeared in his divorce. At partition of the estate the rest of his cars were sold.
Jan Bellander,
(honorable member of SSK), drove Allard for several years. He
 Jan at Roskilde Ring.0.4 mb. Click for video. Ref 1
Jan at Roskilde Ring. Baqck of head is Håkan Hallin. Ref 1
bought it from Valle Norrman. It was parked along his workshop in Stockholm, with a press ethics over. What he paid I don't remember.  Although it was equipped with Ardun engine and 2 carburetors. The car Snow white (Snövit) was equipped with eight and it was only Bo Ljungfeldt who manage to drive it. This was mostly due to that he always had pedal at full speed, so it was not important how the carburetors were synchronized.
Jan Bellander Allard K2. 1.4 mb. Click for video. Ref 1
 Jan Bellander Allard K2. 1.4 mb. Click for video. Ref 1
This Allard which was a K2 model had the curious split front beam. The car got a too high centre of gravity comparing to the wheel centre. This was the course that the car raised in the curves and scrubbed all rubber from our Michelin tires, racing tires were not available at that time. This was solved with a dropped beam which was warmed down even more. Now the Allard was a hard adversary. Some time before Valle died Jan went to his place to show his former race car. Valle was though so sick that he only could look at it through the window. Jan bought later a Allard J2 from Bengt Ramén in parts. This was the car he kept for a long time. More about Jan´s Cars under his headline.


Sten Hjalmarsson, Erling Carlsson Skarpnäck.1.2 mb. Click for video Klicka för video. Ref 1
Sten Hjalmarsson, Erling Carlsson Skarpnäck.1.2 mb. Click for video. Ref 1

Sportvagnsklubben, Skarpnäck and drivers 2

Jan's Elwa Buick Ex. Paulsson Skarpnäck. 1.8 mb. Click for video. Ref 1
Jan's Elwa Buick Ex. Paulsson Skarpnäck. 1.8 mb. Click for video. Ref 1
Kjell Wallin, big man within BMC, MGA, MGB, which he continued up to today. He has his own workshop ELWA MOTORS, in Stockholm. He drove MGA with different kind of engines. The last one was the Twin Cam.
Kjell Wallin MGA TC. 3.1 mb. Click for video. Ref 1 Kjell Wallin MGA TC. 3.1 mb. Click for video. Ref 1
For a while he tried a Lotus 23B,but had no success against similar cars. I bought my MGB from Kjell. A curious buy which I entered into was that we had to reassemble the car. Everything went well and the MGB function was good. Although it had a too low rear gears. It was for racing and I went for the street. Ove Kasby and Bosse*) were the Kasby brothers. They started to import Hot Rod stuff.
Bosse Kasby at first time a Chevy in Sweden at Skarpnäck race track. Ref 1
Bosse Kasby at first time a Chevy in Sweden at Skarpnäck race track. Ref 1
I bought most of my parts for the B-Ford 32 from them. Among all a 3-carburetors inlet top part, dropped front beam and adapter for the 3 gear box from Ford. Their highest interest was racing with American cars. Though they had big trouble with scrutinize and official acceptance. Also to fulfill MS (the organizer) expectations and to keep all connoisseurs away, but they managed to be approved in a SM--race at Skarpnäck. They had bought heavy tires and pressed the speed to a maximum directly. But al-ah Ove was perhaps to eager in the first bend and went straight through all the straw package. It was spectacular. The firma Bomac Racing did not survive long time. Today Ove lives in Ireland and runs an inn. Bosse, the other brother is still in Sweden.
Sven Flärvall came some times to Skarpnäck. He was a car mechanics with his own workshop? The car  he drove was an old Nordic Special equipped with 100 hp ford engine. He had no progress on track mostly due to that he didn't supported the car. I saw this car at Barkarby on a trailer 2003. Obviously it was for sale. This car was raced already 1948 at Skarpnäck with Sven Karlsson behind the wheel. May be Karlsson from Enskede changed name. Sten Hjalmarsson, and Lennart Lindén,

Lennart Linden Ginetta G4 1000 cc Formel 3 engine. Ref 1
Lennart Linden Ginetta G4 1000 cc Formel 3 engine. Ref 1
drove Austin Healy Sprite with LM-front and the cut end
Sten Hjalmarsson Sprite. Ref 13 Sten Hjalmarsson Sprite. Ref 13
according to professor Kamm. Sten was a calm driver and never got excited. Nils Björk drove Anglia, with his mechanic Jan-Erik Falk, but like Erling Carlsson changed to Diva GT10F when the competition got to strong. Lennart Lindén went from Sprite over to Ginetta G4 with 1000cc formula 3 engine. Lennart Lindén´s most exciting run was at Karlskoga. He went through "Tröskurvan" all the way round on the straw packages.
Knut Johansen had a Porsche 356, but couldn't afford in the long run. He was a member of arrangers at SSK and together with Jan Agrén organized the SSK exhibition at Osterman Marble Halls. Later he opened a petrol station in Sköndal. Knut came in conflict with SSK and ended his active life with SSK. At this time his race career had already ended.
Freddy Kottulinsky and Hasse Radefalk (honorable member of SSK) are both

Hans Radefalk? Falkenberg Porsche 904 GTS. Ref 1 Hans Radefalk? Falkenberg Porsche 904 GTS. Ref 1
known for two things. Freddy who was a international F3-driver had quarrel with the national authority and they withdrew his license. Instead he got a Finnish one and continued as nothing had happened. Hasse Radefalk, who was a car dealer, had a Porsche 904 GTS. Crashed into Nenne Paulsson (Elva Porsche) at the road racing track at Falkenberg. Nenne was badly hurt and became no more healthy.

*)Bosse Kasby died 10/11 2017.

Dick Biström, Mantorp 1972. Ref 1
Dick Biström, Manatorp 1972. Ref 1

Sportvagnsklubben, Skarpnäck
and drivers 3

Hasse Wallberg. Ref 1
Hasse Wallberg. Ref 1

Jan Agrén drove Lotus Seven and was a very good driver. He hanged always in my back but could never overtake me.
  Jan Agrén at Karlskoga 1967. 1.4 mb. Click for video from Roskilde. Ref 1
Jan Agrén at Karlskoga 1967. 1.4 mb. Click for video from Roskilde. Ref 1
Like all boys who were good drivers he had no possibility to support his car. He had to leave it to someone else. In this case it became my brother Jan. As you can see on picture he always needed more hp. Always problem with money, but everybody wanted him to join because he was a nice person. He reached as far as it was possibly with a Seven. I had several tuff race fights with him and my Ferrari. Janne got in conflict with SSK and ended his active life with SSK. At that time his race career in SSK already had ended.

Mats Lundkvist is (still) a true enthusiast who loves BMC, Minotte and Clubman sports racing. He had a serious car accident which almost ended his life. He was one of the boys around Christer Nordlund and Rolf Hedersted. They build a race car according the SSF regulation as SSK wrote. These car types was named Minotte and Bodola. The builders were mainly Rolf Hederstedt, Jan Carlsson and Kjell Bodin. Mats father pursued a printing works, often drove SM- competitions with a Lotus Elite. From him I bought a Lancia Coupe. Sorry to say but it was totally rusty so I sold it to an "expert" guy in Sala. He could get a new body from Italy. He said...
Jan Roslund who has member number 11 in SSK. This means the oldest paying member. The 10 before him are honorable members. Janne was an odd person. He moved to Västerås where he took over his father's machine firm. Later it was sold and he continued to work at Kanthal Hallstahammar. Janne was the one and only? who converted a Mercedes 190SL with a Buick Al-V8. Mercedes engineers from Stuttgart became interested of this car because of Jan's contacts with Anders Philipsson. They demanded to be alone when looking at it. Janne later sold it to Thomas Isaksson at Frösåker Sweden, who after some years sold it to a Chalmers student in Gothenburg. After this the car disappeared in the Swedish garage jungle.
Picko Troberg (honorable member of SSK) is the real big mentor for the club. He has given support to the club in every difficult situation. For ex. we were allowed to hire office place by him at Surbrunnsgatan and he let us cooperated with Motor Show in Jönköping. This saved the whole SSK-series. He did in all run his international competitions driven with a SSK-license. I remember very well his formula car that was hanging on one of the walls in his office room. It was difficult to keep the tire pressure. He is, if any, worth his honorable membership.
Gunnar Elmgren
, (honorable member of SSK, +19/1-07) a well known person, earlier president of SBF and SSK, was the one that together with Olle Leufven  (honorable member of SSK), kept the club living during the middle period before SSK series and Robin Shorter (honorable member of SSK) took over. Gunnar drove now and then Lotus Super Seven and Olle had practilly no time to keep his Volvo Osca and Maserati 200S running.
The Maserati was later sold to England. Gunnars big contribution was that he with his contacts fixed the first SSK-exhibition at Ostermans Marble Halls 1965. This gave money which was used for the SSF races. A true story about Gunnar is the following. At a visit in my brothers workshop he had his Seven. We talked about everything and time went on. At last he went home and my brother and I continued with our work. After an hour a knock knock on the door and there Gunnar was standing with the steering wheel around his neck. We were of course shocked, but went away and fetched the wrecked car a few km from us. I am sorry I didn't had any camera to photo Gunnar with the steering wheel and the dropped moustache. A memory for ever.


Björn and Ferrari 850. Bengtsfors 1967. Ref 1
Björn and Ferrari 850. Bengtsfors 1967. Ref 1

Sportvagnsklubben and SSF going for
SSK-serien 1

Jan and Elva Olds. Bengtsfors 1967. Ref 1
Jan and Elva Olds. Bengtsfors 1967. Ref 1

Within the club there was a spirit of development. We wanted to have a cooperation with the other sport car clubs in Sweden. SVKG, Skaraborg, MGCC and Denmark. These clubs were a bit anxious about SSK. They thought that we should take over. After much work we succeeded to write a regulation that everybody was happy with. The main thing was kg/hk and was not build upon homologated cars. With this figure we decided to start with four classes A to D, and form 6.99 to over 11,49. I had a lot of car books for almost all years and models and marks. With this I put together a list of cars as a ground for kg/ps. To this the driver got additions for new cam 15%, special top 20%, raising of compression 10% and so on. In the beginning it was very "ruff", but it showed to have a very good function. The most important
 Start has just gone. Björn Jan, Dagobert Swensson 1967. Ref 1
Start has just gone. Björn Jan, Dagobert Swensson 1967. Ref 1
thing was that all sorts of cars could race. Look further in Sportvagnen och Vi 1964-1, 65-1, 2, written by Olle Leufvén and Gunnar Elmgren.
In the name of SSF, SSK has arranged race at Skarpnäck, Karlskoga, Falkenberg, and Bengtsfors. In addition SSK has entered at race by SVKG and MGCC at Ring Knutstorp. Ring in Denmark before the track was closed. 1966-67 were the most
active years within this part of racing.

Lining up at Bengtsfors -67. Ref 1
Lining up at Bengtsfors -67. Ref 1
There was also 2 races at
Roskilde. I remember Roskilde best for my race long fight with my Ferrari  Monza and Bo Elmhorn in his Marcos GT.
Bo Elmhorn at Skarpnäck racetrack. Click for present owner's website.
 Bo Elmhorn at Skarpnäck racetrack. Click for present owner's website.
 
 Jan Agrén Björn at Roskilde. He was so close. 1967
Jan Agrén Björn at Roskilde. He was so close. 1967
It was a tremendous fight where he several times came up beside me but was prevented in every curve. Later in the race Jan Agrén came up behind me but had no time to overtake med. He had earlier in the race made a mistake. At Ring Knutstorp I had my MGB which was bought by Kjell Wallin, BMC specialist. This car was not a concurrent to others and I was far down in the field. At Knutstorp I was later several times there together with SSK-series. Bengtsfors was an experience with a fight between my brother and me. He, in his Buick-Elwa, ex Nenne Paulsson Porsche, and I in the Ferrari. The Buick Elwa was of course fully rebuilt. Today I think that he was playing a bit with me, let me have the lead for a while and then overtook me as easy as you can think, just for excitement. Karlskoga was the race where Erling Carlsson showed that the time had come when I was not a winner any more.


Banner for Sportvagnen och Vi 1966
Banner for Sportvagnen och Vi 1966

Sportvagnsklubben and clubpaper
Sportvagnen and Vi -1

Banner for Sportvagnen och Vi 1970
Banner for Sportvagnen och Vi 1970

The physical evidence for paper "Sportvagnen och Vi" are 3 n:o from 1964 and 1965. Although I red an article written by Lars Strängborn (honorable member of SSK) at SSK 30 years. Olle Leufvén and Gunnar Elmgren did this paper spontaneous. The paper was distributed with 2 edition 1964 and 1 edition 1965, then the will to write was over. The paper was revived 1966 under the eager work of Jan Agrén. No less than 7 numbers were distributed to the members. Now in A5, 4 or 8 pages. 1967 Magnus Alvan took over with 4 n:o, and 2 n:o 1968. 1969 Jan Agren was on duty again with 5 n:o. Björn Bellander (honorable member of SSK) took over 1970 with 3 n:o and 1 double n:o. 1971 Björn and Olle Odsell shared the work with 4+2 double n:o. 1972 Next editor was Torbjörn Ahlström and he produced 4  single and 2 double n:o. 1973 P-G Johansson in Södertälje with 4 n:o and 2 double n:o. The same for 1974 with 3 single and 1 double n:o. 1975 no paper was distributed. 1976 Olle Odsell (honorable member of SSK) started a long period. You can see him as mr Sportvagnen och Vi, with 4 n:o. 1977 Olle wrote 2 n:o. 1978 2 n:o. 1979 2 n:o. 1980 both Olle and Björn Bellander wrote 2 n:o totally. 1981 Björn was of the opinion that 10 years are enough. His time within SSK was over and Göran Andren took over with 1 single and 1 double n:o. 1982 Göran Andrén continued as editor with help from Olle Odsell with 3 n:o. 1983 the paper got a new name and was called Info instead, 4 n:o by Göran and Olle. 1984 3 n:o by Göran and Olle. 1985 Tege Tornvall wrote together with Göran Andren, 4 n:o. 1986 Göran and Tege, spontaneous, 5 n:o. 1987 Göran with 3 n:o. 1988 did Spotvagnen och VI its last year from Göran Andren with 3 n:o. It may have come some more n:o during these years, but this is what I have taken care of. See further under calendar page.

Next  Former Last


Olle Odsell and Erik Emanuelsson and ? SSK bes. laughing at the number of scrutineering officials at Kinnekulle. Ref 1
Olle Odsell and Erik Emanuelsson and ? SSK bes. laughing at the number of scrutineering officials at Kinnekulle. Ref 1

Sportvagnsklubben and clubpaper
Sportvagnen and Vi - 2

SSK:s insiders on picnic outside a car museum Kinnekulle. Ref 1
SSK:s insiders on picnic outside a car museum Kinnekulle. Ref 1

The race competitions were developed so much that several of the club members felt that it was to expensive and serious. SSF disappeared to the other sport Car Clubs and a down period came to Sportvagnsklubben. It was time for new ideas and moves. The rule to restrict the racing to sport cars did not function any more. The production of sport cars that was suitable for racing were limited. Now SSK were lucky for what we had, the people that had been active and the man with right ideas. Robin Shorter started with 2 invitation races at Mantorp Park 1970. Look further in SSK-series.
When I after 30 years read all these club papers, I found that the concentrations for special reportage didn't survive more than some n:o. The editor had no more to write about. Those n:o that described SSK's activities survived longer because it was always something to write about. They survive as long as the editor had time to follow the races in place. The investment and A4 paper in 2 colors was not lucky. This kind of information revived at internet, if you search for sskracing, you get lot of hits. Today 2006 the club part, as the older members remember, is sleeping and SSK-racing has taken over. This despite that SSK-racing is a fully owned company by Stockholms Sportvagnsklubb.
The list of members has been produced mainly by the editors of club papers during the following years. 1964-65, 1970-1983, 1985-86, 1987-88, 1989. Any list of members is not scanned when it is not allowed to put such a thing at internet.
An opinion, as to end up, is that the simple information on papers which I and other editors produced, is nothing compared to the amount of information you can get over internet.


Lining up at Kinnekulle. Ref 1
Lining up at Kinnekulle. Ref 1

Sportvagnsklubben and calendar
for Sportvagnen and Vi
 

Officials at work at Mantorp. Ref 1
Officials at work at Mantorp. Ref 1

Here is a link list to different n:os of Sportvagnen och Vi. This is for all calendar lovers.
Click on the links and a picture shower will be shown. Go back with return or backspace. All Spo & Vi are now able to be seen on internet. Note only in Swedish.

Separate lists before 1965
1964-1
1964-2
1965-1
1966 Jan, Feb, April, June, Aug, Okt, Dec.
1967
Jan, Sept, Nov, Dec.
1968 Maj, Okt.
1969 Jan, Feb, March, May, Sept.
 

1970 it was decided that SSK-series should begin 1971.

Two enthusiasts that "made the SSK-series". Robin Shorter and Björn Bellander. Ref 1
Two enthusiasts that "made the SSK-series". Robin Shorter and Björn Bellander. Ref 1
1970 April, Maj-June, Nov,  Dec.
1971 Jan, Feb, March-April, May-June, Okt.
1972 Jan-Feb, March, April, May-June, Okt.
1973 Jan, Feb, March-April, May-June, Okt, Nov, Dec.
1974 Jan, Feb, March, April-May.
1975 n:o was made
1976 Jan, March, July, Nov.
1977 April, Nov.
1978 Aug, Nov.
1979 Aug, Nov.
1980 April, Nov
1981 Feb, Mars-Apr.

The following acc. to Ref. 19

1982 nr 2, 3, 4
1983 nr 1, 2, 3
1984
nr 1, 2, 3, 4
1985
nr 1, 2, 3, 4
1986
nr 1, 2, 3 , 4 ,5
1987
nr 1, 2, 4
1988
nr 1, 2+3

 
 


In the autumn 1980 Bo Pettersson took gradually over the responsibility for SSK-series after my 10 years as head leader. 1981 all post went to him. The picture under was put in my last n:o of SpoVi nov 1980. Note that it is Lars Söderholmen on the picture.
 




 

Good bye from Björn. Ref 1
Good bye from Björn. Ref 1

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Pictures from the following owners have been used in bjorns-story.se with the necessary allowance:   
Reference 1: © Björn Bellander  bjorn.bellander(at)telia.com
Reference 13: © Sten Hjalmarsson
Reference 19: © Stockholms Sportvagnsklubb
Website deals with Stockholms Sport Car Club Sweden
cover 9 pages.
© Björn Bellander 2006 - 2013