Unrestored Pre-War Ford V8-60 Midget Racer
Built, raced, restored. This is the story of most race cars. By the time restoration begins, bodies are replaced, engines are upgraded, and the soul of the machine is often lost. The dents are smoothed away, the patina erased, and what once told the story of courage and competition becomes only a reflection of what it used to be. Rarely is a car taken off the track and put away, left untouched to remain exactly as it was when the last checkered flag fell. This is that rare occasion.
Midget racing officially began in 1933 at Loyola High School Stadium in Los Angeles. It was a sport born from the Great Depression—an era when people had little money but endless determination. Young racers scavenged through scrap yards and garages, building homemade cars from whatever they could find. With only a few dollars, some creativity, and a lot of nerve, they could build something fast. These early midgets were raw, dangerous, and thrilling: single-seaters with lightweight aluminum bodies, handbrakes mounted outside the car, an in-and-out gearbox between the driver’s legs, and only a gas pedal on the floor.
By 1934, Australia had caught the fever, and by 1937, New Zealand joined in, where they called them speed cars. The first tracks were converted bicycle velodromes, wooden ovals that soon gave way to the dirt tracks that would define the sport for decades to come. For those who could afford it, factory-built Elto (Evinrude) midgets with two-stroke engines or Offenhauser-powered cars gave a competitive edge, while the rest made do with whatever could be bolted together. By the late 1930s, midget racing had spread across the country, with venues like Angella Park in South Prairie, Wisconsin, and the Chicago Amphitheatre drawing packed crowds and brave drivers.
When the Second World War began in 1942, racing was put on hold. But after the war, returning veterans were eager for excitement, and midget racing, along with hot rodding and sports car racing, surged to new heights. The sport evolved—there were now quarter, half, three-quarter, and full-sized midgets. The smallest were powered by single lawnmower engines and meant for children, but the danger was real at every level. Affordable mail-order speed parts and fiberglass body’s meant even backyard mechanics could build competitive machines. Ford flathead V8s roared again on local tracks, now enhanced by new cams, carbs, and quick-change rear ends.
The car presented was built by Jimmy DiMarco. Jim DiMarco was born in 1920 and served in the Second World War with the Air Force in both Africa and Europe, working as a crew chief on P-47 and P-51. He later moved into flight instruction and earned his instrument certification in twin-engine planes. His first car he built was also a V8-60 powered Midget and this one presented was the second car he built. His third car was Offenhauser powered which was auctioned off in 2021 by Mecum Auctions. In his long career which he finally gave up in his 60s he won races at Veterans Stadium in Bayonne, New Jersey, and captured the season championship at Menands Raceway in Albany, New York. He also scored victories at Freeport, New York; Morristown, New Jersey; Yellow Jacket Stadium in Philadelphia; and Islip, New York. In national standings, he finished 8th in NASCAR points in 1954 and 9th in ARDC points in 1952
The car was hand-built in around 1939 in Garfield, New Jersey, with the assistance of Bill Scarince, also a midget racer. The car has a hand-formed aluminum body over a hand-built rail frame. The car used a 1937 Ford V8-60 HP engine fitted with a “Pop” Green cam—Pop Green lived in Paterson, New Jersey, at the time. The engine uses a thermal siphon cooling system instead of water pumps, saving approximately eight horsepower. It ran on a six-volt dry cell battery powering the ignition, mounted above the engine on the radiator support rods. Instead of the more expensive quick-change rear end popular during that period, this car used a custom-built Curtis quick-change in/out box, which provided the same benefit and was considerably cheaper. The rear axle was from a Model A and fitted with safety hubs.
The car originally had mechanical brakes—one-wheel rear brakes on the left side only, as the car used a locked rear axle. When the car began running on asphalt later in its life, it was converted the system to hydraulic brakes. As was typical for the time, there were no brakes on the front axle. The front axle was originally from a Ford Model A but problems were encountered with breakage of the ends of the axle. To remedy this, the second owner, Peter Benn modified the axle by grafting on Willys axle ends.
It is believed the car was first raced in late 1939 by Jimmy DiMarco, carrying the number 98. The car and number were purchased by Peter Benn in 1940, who raced it at the Tri-City Stadium in Union, New Jersey, before World War II. In 1948, Benn brought the car to the Louisville, Kentucky area and began racing at tracks across Kentucky, Indiana, and Tennessee. The car competed regularly at the Sportsdrome in Jeffersonville, Indiana, and also raced at Evansville, Bowling Green, Nashville, Tennessee, and Nashville, Indiana. The car held the track record at the Bowling Green Fairgrounds at the time the fairgrounds track was torn down.
The car was involved in two serious accidents during its competition years. It was wrecked at the Jeffersonville Sportsdrome in 1948 when the car rolled over, leaving Benn with a broken collarbone. Later, at a track in Osgood, Indiana, a track service Jeep entered the circuit in the wrong direction while responding to a crash and struck the midget almost head-on. The Jeep came up over the right side of the car, causing significant damage. Evidence of that impact can still be seen where the frame was later patched.
The car remains 100% complete, missing only the windscreen that was fitted when running on dirt tracks. It also includes its original trailer, in the same condition it was in when it left its last paved-track race in the mid-1960s. After its final race, the car was parked on its trailer and remained there, being removed only once in the early 1970s for an exhibition lap at the Jeffersonville Sportsdrome. Since the car was not being raced, Peter had given up the number 98 and when the final exhibition drive was made at the Sportsdrome, the number 23 was stenciled on the car as that was the number Peter used on his 'Crosley' stock car.
The car’s condition speaks for itself. It is a true time capsule—exactly as it was when it last competed more than sixty years ago. The asphalt and grease still cling to its underside. The original stickers, race numbers, and faded lacquer paint remain untouched. The dents in the oil pan could only have come from genuine racing, and still shows a hint of its original paint beneath the grime. The cockpit is fitted with original prewar gauges and even a Saint Christopher plaque on the dash—the only “protection” between the driver and a potential rollover.
Included with the car are original photographs of the DiMarco Special in its early years, showing the builder and owner sitting in the car. One image shows it being towed on its original trailer, the same one included with it today. Another photo shows the aftermath of the Jeffersonville rollover accident, with Benn still inside the car. Also included is an original trophy won by the car.
The car is not currently running, though the engine still turns freely. Its current owner made the deliberate decision to preserve the car exactly as it is, believing that any restoration or tampering would risk erasing its authenticity and story. The next owner may choose to recommission the car for display or preserve it in its untouched condition.
This car is ideal for those who appreciate genuine history and originality. It has been displayed at the Milwaukee Concours and at a local show, where it was towed behind a 1933 Ford Panel Truck. For more than ten years, it has been kept in a heated private museum, preserved as a complete piece of American racing history. Because of its remarkable condition and authenticity, the opportunities for future display and exhibition are limitless.
The car will be submitted to Bring a Trailer in the upcoming days. The pre-submission price is $30,000.
1955 MG TF 1500
In the summer of 1954, MG introduced the TF 1500 — the final version of the beloved T-Series — as a stopgap to boost sales before launching the all-new MGA. The TF 1500 came equipped with an upgraded 1466cc engine producing 63 horsepower and wore distinctive “1500” badges along the hood. Just 3,400 were built between mid-1954 and 1955, making this the rarest and most refined of the T-Series line.
This 1955 example is in excellent condition and shows what a proper TF should look like. It is finished in birch gray with a red interior — a correct factory color combination, though it is unknown if it is original to this specific car. This car presents beautifully overall, though it does show minor chips and scratches in the paint. The brightwork is in good condition with only light pitting and minor scratches, but no dents or rust. The body shows no signs of ever being involved in an accident and is both dent-free and rust-free.
The interior and top are in excellent shape. The passenger-side seat bottom was replaced in the past year, and the driver’s seat has no rips or tears. The passenger seat back does have a small split. Included with the car is the full set of side curtains, all free of rips or tears. The top has no stains or tears but in photos does have one sagging strap on the inside, which will be fixed by the current owner.
The car runs and drives well. In November 2024, the engine was gone through by the current owner with new bearings, tappets, gaskets, and seals. A professionally inspected used camshaft was installed in the engine. Photos of the rebuild process — including plastigauge checks and engine repaint — can be sent over. While the engine was removed, a new clutch and release bearing were installed. The original engine is numbers-matching to the car, with engine number 1742, which is visible on the data plaque. A modern oil filter attachment has been added to the oil pump for easier servicing, as well as a PerTronix electronic ignition.
Other recent work includes four new tires purchased in 2022, and a rebuilt front end with new polyurethane bushings and a hardened sway bar. The brakes have also been fully serviced with new brake cylinders, master cylinder, brake hoses, and shoes. A new old stock gas tank was sourced and installed during this time as well. The current owner added accessory horns on the front, which are louder than the originals — these are bolt-on and can easily be removed if the next owner wishes to revert to stock.
All of the gauges work, as do the lights and headlights; the only exception is the low fuel warning light, which is not hooked up to the sender unit. The headlights installed are Hella H4's, which shine much brighter than other brands.
There is a port on the side of the water inlet for a heater, but no heater is installed since the car is driven only in warm weather and was a dealer option. The water inlet is the hardest part to source, so having it makes adding a heater easier if desired.
The car comes with a clean Illinois title in the owner’s name and is currently located in Antioch, Illinois, just south of the Wisconsin border.
SOLD!
1931 Rolls-Royce Phantom II Continental Lancefield Gurney and Nutting Sedanca Coupe
Description- This car has history dating back to new, including being driven in the 1931 Monte Carlo Rally. Contestants would travel from different parts of Europe and converge in Monte Carlo at the end of the rally. That year, Donald Healey won the event driving an Invicta.
The original owner of this Phantom II was the managing editor of the weekly magazine Today’s Cinema (published from 1928 to 1971) and also a theater owner. He would regularly drive the car from his home in West Sussex to London—about 45 to 50 miles—where his office was located. A 1995 article by the previous owner mentioned that the car had timers installed for the lights, which was likely due to a law at the time requiring parked cars in London to remain lit overnight. This suggests the original owner often stayed late in the city.
During a restoration, bullet holes were discovered in the door—believed to be from a .445 Webley. It’s thought that after the car was shot at, it was taken to Gurney Nutting where it received new fenders, triple door hinges for added strength, and a fixed one position top. Originally, this was a full drophead coupe. It’s possible the owner wanted to change the look of the car to avoid being recognized, or simply decided to modify it while repairing the damage, since it needed paint and bodywork anyway.
Interestingly, the man who restored it claims aka embellished, fabricated, assumed the original owner was driving the car when it was shot at, causing him to crash and prompting the body changes—but there was no real evidence of a serious wreck.
The father of the current owner had the car from 1962 until his passing in 2012—owning it for 50 years—and drove it an estimated 150,000 miles. Today, the car shows 192,000 miles.
This Phantom II is equipped with interesting and unusual features for a Rolls-Royce. The small driving light and headlights are made by Marchal. The door pulls, window crank knob, and escutcheons inside are all ivory (sorry to the elephants for that one). To get more ventilation in the car you can open up the top of the windshield. The car is also equipped with Andre components, including hydraulically adjustable shocks, an Andre bumper, and Andre-Hartford shock absorbers.
This car still wears its original 1931 license plate, as British cars keep their plates through ownership changes.
SOLD! - $150,000