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A steel-tub replica of the original Lindner-Nocker aero lightweight
(rebodied by Malcom Sayer). This photo was taken at Dunford's in
England prior to paint and shows what the shape looked like to some
of the air molecules. In 1963, Jaguar borrowed John Combs' GTO and
compared it with the Jag in the MIRA full-scale wind tunnel. I gave
my copy of that report, together with my other research, to the
Boulder Colorado Cobra museum, but you can probably find the report
on the internet.
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I purchased the car from Simon Dunford who runs Dunford Cars. When
Lynx Cars went into bankruptcy (from which they emerged), Dunford
hired many of their fabricators and began to produce the
Linder-Nocker replicas just as Lynx had. This was Simon Dunford's
personal car, their demonstrator and the car used in their
advertisements.
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These first five photos were taken in England in Dunford's shop.
The dry sump oil tank in the photo's foreground (left side engine
compartment) is not operational as the engine was a wet-sump, but
it was the correct tank. Otherwise, the car was awfully close, with
magnesium wheels, and the bodywork rivets matching the original's,
rivet for rivet. I had Dunford convert the car from RHD to LHD
which was probably a mistake, given the amount of driving I would
do, and the originality of the RHD.
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This was a very comfortable car to drive and I took it on a
500-mile round trip from Phoenix to Bisbee, Arizona. I parked it
outside the hotel and it hailed, fortunately not hard enough to
create a million little dents. I reached over 140 mph on the
highway from Bisbee to Sierre Vista ,crossing the San Pedro river,
but the uneven road surface and my old-style bias belted racing
tires let the car move around at speed. The 3.8 litre motor revved
higher than the 4.2 but didn't have the torque.
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The original also had this line of rivets on both sides of the
bodywork. The underside was pretty clean and the entire car was
beautifully done, though with the inevitable sorting problems. I
soon found I didn't need so many cars -- I couldn't drive more than
one at a time, but they all needed work. My dream had been to
assemble first-class replicas of all the GT III cars of the '63-65
period, but I found I had better things to occupy my time.
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I took this from the roof of our carport after I had completed a
revegetation of much of our yard. This photo shows the sharp drop
off of the Jag's tail area which Brock felt was excessive -- it
would cause airflow separation. This is why cars like the Cobra
coupe and Ferrari LM chopped off their tail -- the Kamm tail. There
is a great photo of the original Lindner-Nocker aerodynamic
lightweight on page 174 of the book.
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Paul Sewell put together these excellent drawings of the Jag Aero
Coupe, using photoshop, inspired by the drawings in the book. I did
not have sufficient photos of the Linder-Nocker car to ask Larry
Honegger to pen four-views as he did for the Cobra roadster and
coupe, the GTO I and II, the LM and the GTB Special. Paul Sewell
also created a large poster with color scale side-views of all the
FIA GT and Prototype cars of this era. Pretty Awesome.
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