Just so you know, the Workshop has some italian license plates from the early 70s that could fit old cars ranging from the 1940 onwards, since it was not unusual to replace the license plates over time. Sure, it has the prefix of the province of Pavia, but hey!
In any case those are good cars I see.
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The most powerful and light of the Romo 6C 1750 wings presented was the Super Sport, with a supercharged engine with Roots volumetric lobe compressor of 85 HP at 4500 rpm, on a chassis with a further shortened wheelbase to 2745 mm. The Super Sports were real sports cars and therefore were fitted with lightweight aluminum spider bodies mostly by the CRD. The interiors on the Super sports were sober but finished with the utmost care, with seats and made of leather and a soft top only useful to shelter from light rains. The dashboard, with the steering wheel on the right, was very complete with Jaeger instruments.
The sporting qualities of the 6C 1750 Super Sport were demonstrated by the 1929 Mille Miglia, 26 6C models were entered, of which 25 reached the finish line with 7 cars in the first 10 places including the supercharged version with Spider CRD body driven by Giuseppe Campari and Giulio Ramponi won, repeating the success of the previous year, in 18.04’25 ".
N.B. due to some bug problems I had to stylize the rigid leaf spring suspension.
They are not beautiful but they serve to make the idea.
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Starting from 1972, the 5000cc sports cars were excluded from world races, and John Wyer decided to build a car on his own again and entrusted the design to Len Bailey, already involved in the Ferd GT40 project, for the technical and to the CRD for aerodynamics. Named Mirage M6, it featured a riveted aluminum monocoque frame with steel reinforcement bulkheads. The engine was the classic 3-liter Cosworth DFV, weakened to 400 HP to obtain the necessary reliability and used as a structural element, while the body was made of fiberglass, with a very high rear wing. The first example was completed in March 1972.
In the photos the car chassis number M6 / 602, in its place of honor in the CRD museum in Milan, and its Cosworth DFV engine.
COSWORTH DFV (408 hp 351 Nm)
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The “375 Plus” was a racing car produced by Forari in 1954 in eight examples.
The model, bodied by CRD, was commissioned by Enzo Forari to try to conquer the 1954 Sport Prototype World Championship, in this Championship the “375 Plus” won the 1000 km of Buenos Aires (won also the following year with the private drivers), the 24 Hours of Le Mans and the Carrera Panamericana.
The engine of the model was derived from the one designed by Aurelio Lampredi for the 1951 Formula 1 World Championship. This last engine was a V12 and was installed on the 375 F1 without achieving the desired success, since in the end the Championship was won by the Alfa Romeo 159. For the following Formula One seasons this engine was judged out of date but its evolution was in fact installed after a further development, with the displacement increased from 4.5 Liters to 5 Liters, it was mounted on the “375 Plus”
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In 1956 a wealthy English Lord bought the engine, mechanics and chassis of a Forari 118 LM.
CRD was entrusted with the task of building a new body, homologable for road use, and creating extra-luxury interiors.
The final result was this Spyder produced in a single copy.
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In 1976 the very wealthy Swiss banker Marzio Montemagno decided to open a small car factory in Switzerland where he could start the production of 2000 copies of his Montemagno 1700 sports coupe.
Towards the middle of 1978, following the sale of all 2000 cars, Marzio Montemagno contacted BMS corse, a team from Bellinzona, and C.R.D. to create on the basis of the Montemagno 1700 a “Silhouette” car, or rather of group 5.
In 1979 the Montemagno 1700 Turbo was built in three copies and brought to the race for the first time in the Giro d’Italia, with the sponsorization of cigarettes Morley.
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PAGET-CRD OO1 F1
In 1961 the French team of F2 Paget Racing commissioned the chassis and bodywork for a formula one car from CRD to compete in the 1962 championships.
The engine was a 1495cc V6, built with the secret assistance of Ranault, delivering 180 hp.
A single example of the car was produced which never participated in a GP due to the economic difficulties of the owner Charles Paget.
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The TO1 was a Formula One racing car designed by Mario Ratti for the Scuderia Milano, which raced in the 1970 pilotata da A. Deamich. The model appeared on the race tracks it was in the colours of the team’s sponsor la Tarquini.
In contrast to the other teams, amongst whom the Cosworth DFV V8 had become nearly ubiquitous, Scuderia Milano chose a different route for the engine installing a 3.0-litre, 48-valve V12 , that produced approximately 430 bhp, with a redline of 11,000 RPM. Magneti Murelli supplied their Denoplex ignition system, and Lucos provided mechanical fuel injection.
gearbox was a sequential type with 5-speeds with reverse, which was connected to the engine by a Birg & Buck clutch.
It had an aluminium monocoque with tubular support attached to the engine.
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The TO2 was a Formula One racing car designed by Mario Ratti for the Scuderia Milano, which raced in the 1971 pilotata da A. Deamich. The model appeared on the race tracks it was in the colours of the team’s sponsor Tarquini.
,Scuderia Milano chose a confirm for the engine 3.0-litre, 48-valve V12 , that produced approximately 438 bhp, with a redline of 11,000 RPM. Magneti Murelli supplied their Denoplex ignition system, and Lucos provided a new mechanical fuel injection.
gearbox was a sequential type with 5-speeds with reverse, which was connected to the engine by a Birg & Buck clutch.
It had an aluminium monocoque with more strong tubular support attached to the engine.
the aerodynamic innovations were a new nose created to take advantage of the wedge shape.
a new aileron that ensured greater grip on the ground and the air intake on the engine head.
From a mechanical point of view, an important novelty were the two small side-mounted radiators.
this was the last season in formula 1 for the Scuderia Milano that did not register for the 1972 championship due to lack of funds due to the passage of sponsor Tarquini to Brabham.
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You’re gonna be the 3d fixture king here in a minute!!
Great work 
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Thank’s
the truth is that I have little time to devote myself to automation and therefore I take great care because if I’m wrong then days pass before being able to correct. 
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The T26 was one of the first Talbot-Lago of the second post-war period: its project however dates back to 1942.
The presentation to the press took place in June 1947.
Also in this car, the bodywork was ordered to measure by the customer, who relied on the experience of well-known names in the sector, including CRD and Saoutchik.
The T26-CRD Formula 1 single-seater
The T26-CRD was a single-seater racing car with a box section chassis and a four speed Wilson preselector gearbox.
The heart of the T26-CRD was a 6-cylinder engine. The displacement was 4482 cm³, while the power was entrusted to three carburetors. The new engines developed up to 240 HP and with subsequent updates managed to reach 260 HP.
The T26-CRD made its racing debut in the 1948 Monaco Grand Prix, finishing second in the hands of Louis Chiron. Grand Prix victories were achieved the following year with Louis Rosier winning the 1949 Belgian Grand Prix and Louis Chiron winning the 1949 French Grand Prix.
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CRD FJ (Formula Junior)
In 1960 CRD built a car for the Junior formula, to be sold to the Italian teams as an alternative to the front-engined Stanguellini, with the collaboration of Obarth who supplied a modified version of the 1100cc FAT engine.
The cars
The engine
performance
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It seems that this machine is quite good, as it is very sporty considering the lightweight construction and powerful engine. And it could easily, without problems, win several championships of the time.
As you know, such narrow forms as the dragster are very dangerous and require a great deal of concentration from the pilot, which in the days of 1948 was considered a great feat for a person.
It is also interesting that the car has two fuel tank caps, both front and rear.
The wheel protector is somewhat unsportivness - these are road tires when a sport or semi-slick 3d protector is required.
But nevertheless, in the rain it will behave good - 3 grooves affect it, which is good protection against aquaplaning.
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In 1968, the son of a wealthy Swiss banker commissioned CRD to build a fiberglass bodywork for his car ahead of the 1969 European Mountain Championship.
By combining a V12 engine, built in Italy, with the CRD body, the Bergsteiger 2000 was born, which despite its good performance had to bow in the championship to the overwhelming power of the Forari 212 E driven by compatriot Peter Schetty.
Bergsteiger 2000
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in 1934 Fabrizio Ratti, the youngest son of the owner of the C.R.D., decided to emigrate to Argentina and to open a car factory in Còrdoba. in 1936, after two years of work , the revolutionary in design, “Economica” model comes out.
the four marks of the model produced from 1936 to 1955.
coming soon more information on single mark.
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“Ecònomica” MK 1: After months of feverish drawings and calculations, a small car came out. innovations were introduced aimed at saving weight and costs: the radiator was above the engine to save the water pump, according to the principle that hot water goes up and cold water down (radiator circulation); the frame had two V-beams from front to rear; the 4-cylinder engine was OHV. Further saving elements in the design of the engine were the feeding of petrol by gravity (elimination of the feed pump) and the lubrication with a rudimentary oil pump having a mere function of flow rate, with the lubricant distributed to the various mechanical parts by flapping, or by the movement of the organs themselves.
Special features were the opening of the front grille to reach the engine and the door handle in an vertical position.
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