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Arnolt
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In the automotive industry, S.H. Arnolt Inc. of Chicago and Warsaw, Indiana, sold four different manufacturer's cars with Bertone bodies during the period 1953 to 1968.
Key Information
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Stanley Harold "Wacky" Arnolt was a Chicago industrialist, who began importing foreign cars in the 1950s to the United States. Though sold as American cars, the cars were true hybrids, with British mechanicals, Italian bodywork, and U.S. sales and distribution, as well as in some cases final assembly and body work. S.H. Arnolt Inc. was a licensed automobile manufacturer in the State of Illinois.
A fortuitous meeting with Bertone at the Turin Auto Show in 1952 resulted in four collaborative efforts between Arnolt and Bertone, involving running gear and engines from the British car manufacturers MG, Aston Martin, Bentley, and Bristol.
Arnolt-MG
[edit]
The Arnolt-MG is a four-seater Bertone-bodied car based on the MG TD chassis and XPAG 54hp engine. The car was styled by Giovanni Bertone, his son Nuccio, and Giovanni Michelotti. Of a planned production of 200 cars, 103 have been documented as built between 1953 and 1954 (67 coupés and 36 convertibles). Out of this total, the whereabouts of 36 are unknown and three are known to have been scrapped.
The initial price was $3145. In 1954, MG informed Arnolt that it could no longer supply chassis and engines due to demand for its own complete cars (as well as the replacement of the TD by the TF), so Arnolt began looking for a larger-engined car.
Arnolt-Aston
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An attempt to build a Bertone-bodied Aston Martin DB2/4 roadster and sell it as an Arnolt-Aston was stopped by Aston Martin after three cars were built. There were three Arnolt-Astons designed by Bertone's fresh new designer - Franco Scaglione (chassis numbers LML50/502, LML 50/505 and LML 50/507). All looked very much like Scaglione's subsequent Arnolt-Bristol, having sharply creased fender lines, and were open cars without hardtops. There were four additional Bertone Astons that were commissioned at Arnolt's request and went through Arnolt's hands. These four cars are sometimes mistakenly referred to as Arnolt-Astons, but are not. These were 3 roadsters and 1 coupé. All of the seven Arnolt-Astons still exist. One article refers to a possible eighth car, perhaps destroyed in the Chicago fire at Arnolt's factory. The cars were fitted with Aston's 125 hp, 2580 cc engine.
Arnolt-Bentley
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Arnolt also had Bertone design and build a Bentley, which resembles a larger version of the Arnolt-MG Coupé because it was also penned by Giovanni Michelotti who was working for Bertone at the time. This car was commissioned for S.H. Arnolt as a personal car. Bertone built the body on a 1953 R Type Continental chassis. The car was fitted with monogrammed flasks and glasses, and a special cosmetics compartment for Mrs. Arnolt. The car was originally painted gold and fitted with tan hides.
Arnolt-Bristol
[edit]
Arnolt then negotiated with Bristol Cars Ltd in the UK for the purchase of 200 of their 404-series chassis and the 1971 cc, six-cylinder 130 hp engines from the earlier 403 model. Arnolt needed to find a new chassis source to meet his obligation to Bertone, in whom he had invested heavily, after MG proved unable to fill the original order for 200 cars.[1] The chassis Bristol supplied were sent to Carrozzeria Bertone where they received a highly aerodynamic body with a flowing design that allowed the minimal hood height to clear the cars' three single barrel Solex 32 carburetors. The bodies were designed by Bertone's new designer/aerodynamicist, Franco Scaglione (soon to be famous as the designer of the Alfa Romeo B.A.T. concept cars). The very tall Bristol engine created problems for designing a sleek-looking sports car. Franco Scaglione handled these with particular genius - first by incorporating a hood scoop to lower the surrounding sheet metal, and then by incorporating sharply creased fender lines out over the wheels to draw the eye's attention away from the unusually tall peak in the hood. A few design changes were requested by S.H. Arnolt.
Arnolt created a racing team for the Sebring 12-hour race, and in 1955, at their first attempt, the special lightweight cars finished first, second and fourth in the Sports 2000 class, winning the Team Trophy, a feat which was replicated in 1956 and 1960. The following year they took second and third in class. In 1957 the team withdrew after Bob Goldich's fatal accident on the first lap of his first stint in the car co-driven by Wacky Arnolt,[2] while a privately entered Arnolt Bristol finished fifth in class.[3] 1960 brought a final class win, finishing 1st, 2nd and 3rd in class, and placing 14th, 22d and 39th overall.[4]
The cars were available in four body styles: competition—a stripped road racer; bolide—a slightly better-appointed road racer; deluxe—a better-appointed version of the bolide (side windows and convertible top, instruments mounted in a housing in front of the driver, glove box set in the dash); and coupé, with pop-up headlights. At least one open car was subsequently fitted with a removable hardtop by S.H. Arnolt. Prices as per a 1956 factory letter were $3995 for the competition model, $4245 for the bolide, $4995 for the deluxe and $5995 for the coupé.
Factory options for the Arnolt-Bristol included a front sway bar, remote shifter, 11-inch Alfin drum brakes, convertible top, bumpers, Borrani KO steel wheels (nine sets were sold, and one car was sold with Borrani wire wheels) and several different rear end gear ratios. A special racing fuel tank was installed in some of the race cars but was never offered for sale to the public. Late in 1959 and 60, the 12-inch bell-shaped Bristol drum setup was offered, and in 1961 Bristol front disc brakes were offered to retro fit to the Arnolt-Bristol. The majority of the cars had steel bodies, with aluminum trunk and hood.
The cars came with an owner's manual, spares manual and shop workbook, as well as a spare wheel and tire and complete tool kit. Additional items such as Arnolt key fobs, neck ties, ice buckets and Arnolt logo head scarves were available from the company. A wide variety of promotional literature, including brochures and postcards, was also produced.
All of the cars were originally sold with Bristol BS1 MkII six-cylinder engines; some have subsequently been fitted with other engines.
All Arnolt-Bristols were built between January 14, 1953, and December 12, 1959. The majority were built in 1954 and 1959. A total of 142 cars were produced, of which 12 were written off after a factory fire. The fire-damaged cars were used as a source of spares by Arnolt in later years. The total production included six coupés, and two aluminum alloy-bodied cars. One of the cars was originally right hand drive: the rest were all left hand drive. One of the cars never received a body, and was used as a rolling chassis for auto shows. This chassis is still in the possession of the Arnolt family.
Approximately 85 of the cars are still known to be extant, in conditions that vary from needing complete restoration to concours quality.
Despite the racing successes, the cars did not sell well.
Some of the cars did not sell until after 1960, and the last car to be sold, fitted with four headlights, remained unsold until 1968.
Common Misconceptions regarding the Arnolt-Bristol
[edit] | This section may contain original research. (February 2018) |
A number of published sources have contained errors on the production numbers of the Arnolt-Bristol. In part, this may be because some authors production or sales figures have been compared to existing copies of the S.H. Arnolt sales ledger. It is important to note that this ledger only records sales of the cars in the United States. As a result, European sales were not included. One result is that several sources claim only three coupés were built, when there were in fact six: one was sold in France and the other two in Spain (the chassis numbers of all of which are recorded in the Bristol Owner's Club registry). At the Paris Auto Show in 1955, an up-and-coming actor, Lee Marvin, saw the Arnolt-Bristol coupé and purchased it. In later years, Marvin would win the Oscar for Best Actor, and after his death, his ultra-rare Arnolt-Bristol Coupé (the only Arnolt ever built with the coved front fenders that would also appear on the Corvette later in its C1 production run) sold at auction for $451,000.
A second misconception is that the Arnolt-Bristol cars were originally fitted with any engines other than the Bristol six-cylinder. All Arnolt-Bristols were originally sold with the Bristol engine; S.H. Arnolt did not fit any other engines. In later years, thanks to the spacious engine compartment, a variety of larger engines such as American V8s have been fitted to individual cars.
A third misconception is that S.H. Arnolt built the cars. The Arnolt-Bristol was built in Filton as a powered chassis; the body was fitted by Bertone in Italy, and only final assembly, fitting of options, prep work and (occasionally) paint and upholstery changes were done in Warsaw, Indiana.
References
[edit]- ^ Melissen, Wouter (2008-11-17). "1954 - 1961 Arnolt-Bristol Bolide Roadster". Ultimate Car Page. Archived from the original on 2016-03-03.
- ^ "1957 Sebring 12 Hours from Bob Ballenger" Champion Motorsports April 3, 2008. Retrieved on April 12, 2008.
- ^ "1957 Sebring 12 Hours" Team DAN World Sports Car Championship. Archived 2015-09-24 at the Wayback Machine Retrieved on April 12, 2008.
- ^ "Sebring 12 Hours 1960" Racing Sports Cars . Retrieved on April 12, 2008.
External links
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Arnolt
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Founder and Background
Stanley H. Arnolt
Stanley H. Arnolt, born Stanley Harold Aranoff on April 28, 1907, in Chicago, Illinois, was an American industrialist and automobile importer known for his innovative ventures in the automotive and marine industries.[1] Raised in a family of bookbinders in Chicago's Hyde Park neighborhood, Arnolt developed an early interest in engineering and mechanics. He legally changed his surname to Arnolt in 1936, adopting the style "Stanley H. Arnolt II."[2] During the Great Depression, Arnolt pursued engineering studies, aspiring to enter the automotive manufacturing sector. In 1932, he founded the Arnolt Corporation in Chicago with just three employees, initially focusing on producing automobile lubricating equipment. By 1939, he relocated operations to Warsaw, Indiana, acquiring the former Star automobile plant and expanding into marine products, including the rights to manufacture the lightweight Sea-Mite inboard engine, which was one-third lighter than competitors. This engine's development led to his nickname "Wacky" Arnolt, stemming from an eccentric 1938 publicity stunt where he crossed Lake Michigan in a small boat powered by the Sea-Mite engine, from St. Joseph, Michigan, to Chicago's Navy Pier to demonstrate its reliability.[2][3][7] Arnolt amassed a fortune during World War II through wartime production contracts, supplying the U.S. government with thousands of Sea-Mite engines adapted for military landing craft, patrol boats, and aircraft starter units, alongside precision-machined components such as bomb racks and fuel lines for bombers. Postwar, he supplied aluminum components to major clients like Sears Roebuck for consumer items such as campers and boats. Postwar, he pivoted to the automotive market, establishing Autocessories in Warsaw to produce aftermarket parts for MG vehicles and becoming the largest U.S. importer of British cars, including models like the MG TD and Morris Minor. His passion for sports cars drove him to open a Chicago dealership specializing in British imports such as Jaguar, Rolls-Royce, Aston Martin, and Bristol. Known for his flamboyant personality—often dressing in a Stetson hat and cowboy boots while claiming to stand 6'2" (though reportedly 5'10" with lifts)—Arnolt was described as a forward-thinking showman and engineering genius who built an international industrial empire.[2][3][7] In the early 1950s, Arnolt ventured into vehicle design and assembly, collaborating with Italian coachbuilder Carrozzeria Bertone to create distinctive Arnolt-badged models on British chassis, including the Arnolt-MG, which helped rescue Bertone from financial distress. His efforts produced over 250 custom sports cars between 1952 and 1963, emphasizing performance and unique styling. Arnolt's involvement extended to motorsport, with his creations achieving class victories at the 12 Hours of Sebring race multiple times under driver René Dreyfus. He passed away on December 26, 1963, at age 56, after which the Arnolt Corporation ceased operations.[2][3][7]Early Business Ventures
Stanley H. Arnolt, born Stanley Harold Aranoff in 1907 in Chicago to a family of bookbinders, pursued engineering studies during the Great Depression, aspiring to establish a major manufacturing enterprise.[2][8] In 1932, at age 25, he founded the Arnolt Corporation in Chicago with just three employees, initially focusing on automobile lubricating equipment and outboard motors to capitalize on emerging recreational boating trends.[7][9] A pivotal opportunity arose in 1939 when Arnolt acquired the manufacturing rights to the Sea-Mite, a compact 1,000 cc, four-cylinder, 20-horsepower flathead inboard marine engine originally developed by the Waukesha Engine Company for sailboats, obtained through a bankruptcy settlement for a nominal sum.[3][10] That same year, he relocated the company to Warsaw, Indiana, to access lower-cost labor and proximity to manufacturing resources.[3][9] The Sea-Mite proved viable for small pleasure craft, and Arnolt famously demonstrated its reliability by crossing Lake Michigan in a 12-foot open boat powered solely by the engine.[11] During World War II, Arnolt shifted production to support the war effort, supplying the U.S. government with thousands of Sea-Mite engines adapted for military landing craft, patrol boats, and even aircraft starter units, alongside precision-machined components such as bomb racks and fuel lines for bombers.[2][12] This government contracts significantly expanded operations, employing hundreds and establishing Arnolt as a reliable defense supplier.[3] Postwar, with military demand waning, Arnolt diversified into consumer goods, leveraging aluminum fabrication expertise gained from wartime production. The company manufactured lightweight aluminum products for retailers like Sears Roebuck, including cookware and household items, as well as recreational vehicles such as the American Explorer camper trailers and So-Lite aluminum boats.[2] Additional lines included Arno-Craft marine hardware fittings, Arno-Lite portable spotlights for boating, and novelty items like the heavy-based Arnolt "Club Smoker" ashtray designed for railroad dining cars.[2][8] By the late 1940s, Arnolt also ventured into boat trailers and experimented with machinery like the unverified "Hercules" home-shop drill press, building a foundation in light manufacturing that funded his later entry into the automotive sector.[9][13]Company Operations
Arnolt Corporation Overview
The Arnolt Corporation was established in 1939 by Chicago industrialist Stanley H. Arnolt in Warsaw, Indiana, initially focusing on manufacturing diverse products such as marine engines, furniture frames, and aircraft components.[3][11] The company expanded into the automotive sector in the early 1950s, importing an eclectic mix of British and Italian vehicles to the United States market, which was underserved by European sports cars at the time.[14] By 1953, Arnolt transitioned into vehicle production, leveraging its import operations to create bespoke, Arnolt-badged automobiles that combined British chassis and powertrains with Italian coachwork.[15][11] A pivotal collaboration began in 1952 when Arnolt met Nuccio Bertone at the Turin Motor Show, leading to an agreement where Bertone would design and fabricate bodies for Arnolt's projects, effectively rescuing the Italian firm from financial distress through a substantial order for MG-based cars.[16] Over the next 15 years, the corporation produced more than 250 such vehicles, including models based on chassis from MG, Aston Martin, Bristol, and Bentley, all assembled at its Warsaw facility.[11] These limited-production sports cars emphasized lightweight construction, elegant styling, and performance, with notable examples like the Arnolt-MG (103 units) and Arnolt-Bristol (142 units) achieving success in international racing events.[3][15] Arnolt's automotive endeavors ceased around 1968 following the founder's death in 1963, but the company's legacy endures through its role in bridging American enterprise with European craftsmanship, producing rare collector vehicles that highlighted innovative cross-continental partnerships.[3] The Warsaw plant, a key site for these operations, stood vacant for decades before facing demolition in 2021.[3]Collaboration with Bertone
The collaboration between Stanley H. Arnolt and Carrozzeria Bertone began in April 1952 at the Turin Motor Show, where Arnolt, an American industrialist and MG importer, encountered prototypes of Bertone-rebodied MG TDs displayed to attract British manufacturers. Impressed by the elegant coupés and convertibles, Arnolt immediately ordered 100 units of each variant for the U.S. market, committing to 200 total vehicles on MG TD rolling chassis shipped from Abingdon to Turin. This contract, finalized shortly thereafter, provided crucial financial stability to Bertone, which was struggling amid postwar steel shortages, inflation, and a decline in demand for bespoke coachwork.[16] Bertone's craftsmen, under the direction of Nuccio Bertone, hand-formed steel bodies with aluminum components for the Arnolt-MG series, designed primarily by Giovanni Michelotti. Production commenced in late 1952, with MG delivering chassis until May 1953; ultimately, 67 coupés and 36 convertibles were completed between 1953 and 1954, falling short of the initial order due to market challenges and supply issues. These cars retained the MG's 1,250-cc XPAG engine producing 54.4 horsepower, paired with a four-speed manual transmission, and were priced at $2,995 for coupés and $3,145 for cabriolets upon U.S. arrival. The Arnolt-MG not only marked the first major series production for Bertone but also established Arnolt's model of importing British mechanicals for Italian styling, blending Anglo-Italian aesthetics for American buyers.[17][16] Building on this success, the partnership expanded in 1953 to include other British marques, transitioning Bertone toward higher-volume manufacturing while leveraging Arnolt's import expertise and financial backing. For Aston Martin, Bertone bodied seven DB2/4 chassis under Arnolt's commission between 1953 and 1954, including competition-oriented spiders and a single elegant coupé (chassis LML/765), all designed by Franco Scaglione with crisp lines, dramatic creases, and a wraparound rear window. Intended as the start of a larger run, the project was curtailed when Aston Martin ceased chassis supplies, limiting output to these prototypes showcased at the 1957 and 1958 Turin shows. Similarly, a single one-off 1953 Bentley R-Type Continental sedan (chassis B43LSP) was created for Arnolt's personal use, featuring a custom four-door body by Bertone that deviated from the standard fastback coupé design, emphasizing luxury with unique interior compartments.[18][19][20] The most prolific extension was the Arnolt-Bristol, launched in 1954 after MG production ended, utilizing 142 Bristol 404 chassis (139 roadsters including 85 Competition/Bolide and 54 DeLuxe models, and 3 coupés) through 1959, with final deliveries in 1968. Scaglione's design addressed the tall inline-six engine with a central hood scoop and creased fenders, yielding a race-inspired silhouette powered by Bristol's 1,975-cc unit producing 140 horsepower. Over 80 examples survive today, underscoring the durability of these collaborations. Overall, the Arnolt-Bertone alliance produced approximately 250 vehicles across these lines, propelling Bertone from near-collapse to a capacity for mass-producing tens of thousands of units for marques like Alfa Romeo and NSU, while cementing Arnolt's reputation for innovative, cross-continental automotive ventures.[15][18][21][22]Vehicle Models
Arnolt-MG
The Arnolt-MG was a limited-production sports car developed through a collaboration between American importer Stanley H. Arnolt, Italian coachbuilder Carrozzeria Bertone, and British manufacturer MG, utilizing modified MG TD chassis fitted with Bertone-designed bodies.[16][2] The project originated in 1952 when Arnolt, who imported MG vehicles to the United States, encountered two bare MG TD chassis bodied by Bertone at the Turin Motor Show; impressed by the Italian styling, he placed an order for 200 units—100 coupes and 100 convertibles—to help stabilize Bertone's finances during a challenging period.[16][23] Production began later that year, with the cars assembled at Bertone's Turin facility using chassis shipped from MG's Abingdon works in the UK.[2] The design of the Arnolt-MG featured sleek, enclosed bodies that transformed the open-top MG TD into a more sophisticated grand tourer, with hand-formed aluminum panels for the hood, doors, and trunk lid over a steel frame, providing a lightweight yet rigid structure.[16][2] Attributed primarily to Franco Scaglione at Bertone, with some sources crediting Giovanni Michelotti for the body lines, the styling evoked a compact Ferrari-like aesthetic, including a low-slung profile, integrated fenders, and small rear seats that made it a nominal four-seater.[23][16] Both coupe and convertible variants were offered, with the convertible retaining a folding top and the coupe featuring a fixed roof; interiors used leather upholstery and shared some MG components for familiarity.[2] The higher center of gravity compared to the standard MG TD, due to the added bodywork, resulted in a curb weight of approximately 2,200 pounds, only about 300 pounds more than the base roadster.[16][2] Mechanically, the Arnolt-MG retained the MG TD's underpinnings for simplicity and cost efficiency, powered by the 1,250-cc XPAG overhead-valve inline-four engine producing 54.4 horsepower at 5,200 rpm, fed by twin SU carburetors.[23][16] A four-speed manual transmission, independent front suspension with coil springs and A-arms, live rear axle with leaf springs, and four-wheel drum brakes completed the setup, delivering modest performance with a 0-60 mph time of around 20 seconds and a top speed of about 85 mph.[16] Optional upgrades included a 1,500-cc XPEG engine for improved power, a supercharger, and Borrani wire wheels, though few examples received these modifications.[2] Priced at $2,995 for the coupe and $3,145 for the convertible by 1955, the cars incorporated eclectic details like Vespa-derived parking lights to reduce costs.[2] Only 103 Arnolt-MGs were ultimately produced between late 1952 and May 1953—67 coupes and 36 convertibles—falling short of the initial order due to MG halting chassis supplies that month, possibly to prioritize other projects like the upcoming TF model.[16][2][23] The final cars were delivered as late as November 1956, and while not extensively raced, one served as the official pace car for the 1953 Ohio Sesqui-Centennial Races.[2] Today, over 65 examples are believed to survive, contributing to their status as rare collectibles, with recent auction values ranging from $60,500 for a coupe to $176,000 for a convertible.[23][16]Arnolt-Aston
The Arnolt-Aston models were a limited series of custom-bodied Aston Martin DB2/4 chassis commissioned by Chicago industrialist Stanley H. Arnolt and crafted by Italian coachbuilder Carrozzeria Bertone. Following Arnolt's successful collaboration on the Arnolt-MG in 1952, he sought to expand into higher-end British sports cars after meeting Nuccio Bertone at the Turin Motor Show that year. In late 1953, Aston Martin supplied five sequential DB2/4 rolling chassis (numbered LML/502 to LML/506) to Bertone for rebodying, with two additional chassis (LML/762 and LML/765) following in 1954, resulting in a total production of just seven vehicles. These cars represented Bertone's early postwar efforts to secure major contracts, helping the firm avoid bankruptcy by demonstrating its design capabilities to prestigious marques like Aston Martin.[24][25][26] The lineup featured diverse body styles, all emphasizing Italianate elegance on the British mechanical foundation of the DB2/4, which had been introduced by Aston Martin at the 1953 London Motor Show as an evolution of the DB2 with added rear seating and a 2.6-liter Lagonda straight-six engine producing 125 horsepower in standard form. Three spiders (LML/503, LML/505, and LML/507) were designed by Franco Scaglione, Bertone's chief stylist, using lightweight steel bodies due to aluminum shortages; these minimalist open-top designs lacked side windows and powered a detuned 2.9-liter version of the engine rated at 140 horsepower for enhanced performance, with LML/503 and LML/507 being competition-oriented and LML/505 a more luxurious road version. In contrast, two luxury convertibles (LML/504 and LML/506), styled by Giovanni Michelotti, incorporated folding canvas roofs, more refined interiors, and the standard 2.6-liter engine for grand touring comfort. The Indiana convertible (LML/762), a two-seater in grey, was completed in late 1954 and showcased at the Paris and New York Motor Shows, while the sole coupe (LML/765) adopted a sleek fastback profile as a prototype originally intended for French industrialist Henri Pigozzi but ultimately sold in 1955 and displayed at the 1957 Turin Motor Show.[24][25][26] Racing played a key role in the Arnolt-Astons' legacy, particularly with the competition spiders, which added approximately 90-100 kg from their steel construction but prioritized aerodynamics and track readiness. LML/507, for instance, was campaigned by American racer Phil Stewart in 1954 and later by outboard motor magnate Carl Kiekhaefer from 1955 to 1958 in events like the Sebring 12 Hours. Bertone had hoped the DB2/4 project would lead to styling the subsequent DB4, but Aston Martin awarded that contract to Touring Superleggera instead. Today, surviving examples underscore their rarity and collectibility; LML/507 was restored by specialist Heinz Stamm and continues to race, securing a class victory at Brands Hatch and competing 11 times in 2017 alone, including at the 2019 Spa Classic.[24][25][26]Arnolt-Bentley
The Arnolt-Bentley was a one-off luxury sedan commissioned in 1953 by American industrialist Stanley H. Arnolt from Carrozzeria Bertone in Turin, Italy, for his personal use. Built on the chassis of a Bentley R-Type Continental (chassis number B43LSP), it represented a rare collaboration between the British marque and the Italian coachbuilder, distinct from Arnolt's more prolific production-oriented projects like the Arnolt-MG. Unlike those models intended for broader sales, the Arnolt-Bentley was not designed for commercial distribution but served as a bespoke showcase of Bertone's styling capabilities applied to a high-end grand tourer platform.[27][28] Styling for the car was handled by Giovanni Michelotti during his tenure at Bertone, resulting in a high-waisted, four-door sedan body that echoed the proportions of an enlarged Arnolt-MG coupe while incorporating aristocratic elements suited to Bentley's heritage. Key design features included a narrowed version of the iconic Bentley grille to enhance the sleek profile, suicide-style rear doors mounted on a single piano hinge for easier access, and a luxurious interior finished in wood paneling, leather upholstery, and bespoke amenities such as twin fold-down trays for rear passengers—one equipped with flasks and glasses, the other holding custom compartments for cosmetics and perfume tailored to Mrs. Arnolt's preferences. Before delivery to Arnolt, Bertone displayed the completed car alongside examples of the Arnolt-MG at the 1953 Paris and London Motor Shows, where it garnered attention for blending British mechanical sophistication with Italian flair.[27][28][29] Mechanically, the Arnolt-Bentley retained the Bentley's standard 4.5-liter inline-six engine (later enlarged to 4,887 cc in the D-series configuration), producing approximately 158 brake horsepower, paired with a GM Hydra-Matic four-speed automatic transmission—a relatively advanced feature for the era that complemented the car's grand touring intent. However, Arnolt reportedly found the vehicle's performance underwhelming, citing issues such as overheating in hot weather at low speeds due to the restricted airflow from the modified grille and a "sloppy" shifting feel from the transmission. These shortcomings led him to sell the car shortly after acquisition, after which it passed through a series of owners, underscoring its status as a rolling symbol of mid-20th-century elite automotive taste.[27][28] As the sole Bentley bodied by Bertone, the Arnolt-Bentley remains a unique artifact in automotive history, highlighting the experimental cross-cultural partnerships that defined Arnolt's ventures. Its survival and current ownership by collector Neil Henry in Schaumburg, Illinois, preserve a direct link to the coachbuilding innovations of the 1950s, though its one-off nature limits broader impact compared to Arnolt's other collaborations.[27]Arnolt-Bristol
The Arnolt-Bristol was a limited-production sports car developed by the Arnolt Corporation in collaboration with Bristol Aeroplane Company and Carrozzeria Bertone, primarily targeted at the American market.[22][30] Initiated in 1953 after Arnolt's earlier Arnolt-MG project faced supply issues with MG chassis, the model utilized Bristol 404 underpinnings, with chassis shipped from England to Bertone in Turin for bodying before final assembly in Chicago.[15] Designed by Franco Scaglione at Bertone, it featured a distinctive roadster body with inset headlights, sharply creased fenders, and a central hood scoop to accommodate the tall engine, blending British mechanicals with Italian styling flair.[15][30] Mechanically, the Arnolt-Bristol employed a Bristol 404 chassis with a 96-inch wheelbase, box-section construction, transverse front leaf spring suspension, and a live rear axle.[30] It was powered by a tuned 1,971 cc inline-six engine derived from the prewar BMW 328 design, producing 130 horsepower through three carburetors, paired with a Bristol 403 four-speed gearbox and drum brakes.[30][15] The steel body weighed approximately 900 kg, with alloy panels for the bonnet and boot to reduce weight, and options included a stark Bolide roadster or a more refined Deluxe version with added trim.[22] A rare fastback coupé variant was also produced in very limited numbers.[30] Production ran from 1954 to 1959, with Arnolt ordering 140 Bristol chassis but ultimately assembling 142 vehicles: 130 roadsters, three coupés, and nine other variants including aluminum-bodied racers.[22][30] Priced at $3,995 for the roadster and $5,995 for the coupé, the high costs of transatlantic shipping limited sales, and twelve cars were lost in a 1960 Chicago warehouse fire, leaving around 85–130 survivors today, mostly in the United States.[22][15] Later models incorporated center-lock disc wheels for improved performance.[30] In racing, the Arnolt-Bristol proved competitive in sports car events, particularly through factory-supported efforts.[12] At the 1955 12 Hours of Sebring, it secured a class win in the under-2.0-liter production category with a 1-2-4 finish, earning the team trophy.[12][15] It repeated class success in 1956 with second and third places, achieved a 1-2-3 sweep in 1960 (also winning the team prize), and notched multiple Sports Car Club of America (SCCA) class victories, including six in nine races during 1960.[12][22] Notable drivers included Freddie Wacker, who tied for the 1954 SCCA E-Modified Championship.[12] Despite these achievements, racing interest declined after the 1957 death of teammate Roy Cherry, and production ceased as Bristol shifted focus.[22]Racing and Achievements
Competition Models and Events
The Arnolt Corporation focused its racing efforts primarily on the Arnolt-Bristol models, developing specialized variants for competition. The Arnolt-Bristol Competition was a bare-bones barchetta designed exclusively for track use, featuring a shortened Bristol 404 chassis, lightweight aluminum bodywork by Bertone, and a tuned 2.0-liter inline-six engine delivering over 130 horsepower for enhanced performance in sports car races.[31] This model prioritized minimal weight and aerodynamics, with a small windshield and no unnecessary road-going features, making it suitable for endurance and sprint events. Complementing it was the closely related Bolide variant, which offered slightly more equipment like improved seating while retaining the same mechanical specifications and racing intent; both were built in limited numbers starting in 1954 to compete in international sports car series.[32] Later, some Deluxe roadsters were adapted for racing, particularly in SCCA national competitions, where their robust construction allowed for reliable class contention.[33] Arnolt's racing program debuted at the 1955 12 Hours of Sebring, where the team entered three Bolide models that finished first, second, and fourth in the S2.0 production class, securing the team trophy with overall positions of 18th, 25th, and 29th after completing 154, 151, and 148 laps respectively; drivers included S.H. Arnolt with Bob Goldich, alongside team entries by Panks/Erickson and Dreyfus/Grier.[34] The following year, at the 1956 Sebring event, Arnolt's team placed second and third in the 2-liter division (S2.0 class) with finishes of 13th (Ballenger/Stewart, 158 laps) and 17th (Peterson/Boynton, 154 laps) overall, despite challenges like accidents affecting some entries including the Arnolt/Goldich car (DNF after 77 laps).[35] Additional successes included a class win at Watkins Glen in 1955, driven personally by S.H. Arnolt, highlighting the cars' agility on road courses.[32] The team also campaigned in SCCA national events throughout the mid-1950s, achieving multiple class podiums and establishing the Arnolt-Bristol as a competitive underdog against larger manufacturers.[33] The program faced a setback at the 1957 Sebring race, where leading driver Bob Goldich, who had co-driven with Arnolt to strong results in prior years, suffered a fatal accident early in the event, prompting the team to withdraw its remaining entries.[36] Arnolt continued competing personally, including piloting a sports car in the 1959 Florida International Grand Prix at Daytona, underscoring his commitment to the sport.[37] By 1961, the team returned to Sebring with three Deluxe models, achieving a complete class sweep in GT2.0 with finishes of 21st, 23rd, and 24th overall (1st, 2nd, and 3rd in class after 166, 164, and 163 laps), driven by pairs including Goldman/Durbin, Seaverns/Gary, and Payne/Cuomo.[38] These results at major endurance races like Sebring, combined with SCCA outings, cemented the competition models' reputation for reliability and speed in under-2.0-liter categories, though production ceased around 1961 as Bristol withdrew engine support.[39]Notable Victories and Drivers
The Arnolt-Bristol Bolide achieved significant success in sports car racing during the 1950s and early 1960s, particularly in endurance events where its lightweight aluminum body and Bristol 1971cc inline-six engine provided competitive advantages in the under-2.0-liter classes. The model's racing debut came at the 1955 12 Hours of Sebring, where factory entries secured a class victory in the Production 2.0-liter category (S2.0), with John Panks and Ernie Erickson finishing first in class and 18th overall in their Bolide (154 laps), followed by second in class for S.H. "Wacky" Arnolt and Bob Goldich (25th overall, 151 laps), and fourth for René Dreyfus with George T. Grier (29th overall, 148 laps).[34][32] This performance highlighted the Bolide's reliability and handling on the demanding Sebring circuit, outperforming several European rivals in their displacement category.[30] The model's racing legacy continued into 1960 at Sebring, where an aluminum-bodied Bolide won its class (GT 2.0), finishing 14th overall (Goldman/Durbin, 169 laps), with a teammate placing fourth in class (22nd overall, Johnston/Seaverns/Bradley, 165 laps); another entry finished 39th overall but did not place in class (DNF after 99 laps).[40][41] These victories underscored the Arnolt-Bristol's prowess in American endurance racing, though participation waned after 1960 due to shifting priorities.[39] Key drivers associated with Arnolt's racing efforts included team principal S.H. Arnolt, who co-drove multiple entries and competed personally, often partnering with Bob Goldich, a skilled amateur racer whose career ended tragically in a fatal accident during the 1957 Sebring race while piloting an Arnolt-Bristol.[36] Other notable pilots were Panks and Erickson, whose consistent Sebring results established the model's reputation; Dreyfus, a veteran Grand Prix driver adding experience to the team; and later entrants like Goldman, Durbin, Johnston, Seaverns, and Bradley, who contributed to the successes.[34][42] Arnolt's hands-on involvement as both entrant and driver fostered a tight-knit operation focused on class competitiveness rather than outright wins.[22]Legacy
Production Totals and Survival Rates
The Arnolt venture produced a limited number of vehicles across its model lineup, reflecting the niche market for custom-bodied British chassis with Italian styling. Overall, approximately 254 cars were built between 1953 and 1960, though exact figures vary slightly by source due to incomplete records and one-off prototypes. The majority were Arnolt-MGs and Arnolt-Bristols, with far fewer Arnolt-Astons and a single Arnolt-Bentley. Production was constrained by supply issues from British manufacturers and Arnolt's focus on quality over volume.[11]| Model | Production Total | Notes |
|---|---|---|
| Arnolt-MG | 103 (67 coupes, 36 convertibles) | Built 1953–1954 on MG TD chassis; planned for 200 but halted by MG supply shortages.[2][43] |
| Arnolt-Bristol | 142 (including 12 destroyed in a 1957 Chicago warehouse fire) | Built 1954–1959; variants included Bolides, Deluxe roadsters, and coupes on Bristol 404 chassis. Effective completed units: 130.[43][29] |
| Arnolt-Aston | 3–8 | Built 1953–1954 on Aston Martin DB2/4 chassis; figures vary, with estimates including up to 6 coupes and 2–3 spiders. Production ceased after legal objections from Aston Martin.[44] |
| Arnolt-Bentley | 1 | One-off 1954 prototype on Bentley R-Type Continental chassis, built as Arnolt's personal car.[43][29] |