Pátio do Gasômetro, Brás, 1915, São Paulo, Brasil

Pátio do Gasômetro, Brás, 1915, São Paulo, Brasil
São Paulo - SP
Fotografia

Estação da Luz, 1897, São Paulo, Brasil

Estação da Luz, 1897, São Paulo, Brasil
São Paulo - SP
Fotografia

A foto retrata trabalhadores do transporte por carruagens das pessoas que chegavam na Estação da Luz.

Pudim de Leite Condensado, Brasil

Pudim de Leite Condensado, Brasil
Receita

Texto 1:
Pudim é uma delícia e uma boa opção de sobremesa para qualquer ocasião. Mesmo sendo famoso pela praticidade, ainda assim, muita gente erra no preparo.
Veja como desenformar, acertar na textura e na calda do doce mais amado do Brasil!
1 - O pudim deve ter furinhos ou não?
Isso é questão de gosto. É a temperatura do forno que determina a presença ou não dos furinhos. Para um doce com textura lisinha, leve-o ao forno a 180 ºC, por 1 hora e meia. Para a sobremesa aerada, cozinhe a 220 ºC, também por 1 hora e meia.
2 - Como evitar o cheiro forte de ovo?
Bata a mistura por 2 minutos no liquidificador. Ela ficará homogênea e sem cheiro.
3 - Para a calda, posso trocar açúcar refinado por açúcar demerara? 
Sim. Mas fique atenta ao tempo de derretimento do açúcar e à cor do caramelo, que variam. Derreta o açúcar e desligue o fogo assim que começar a amarelar, porque com a forma quente a calda continua cozinhando e pode amargar.
4 - Por que fazer o pudim em banho-maria?
Para que ele asse de forma lenta, atingindo a textura bem cremosa. Além disso, o método evita que a calda queime e amargue. Encha a assadeira com 2/3 de água para que não seque. Se secar, adicione mais água já quente para finalizar o cozimento.
5 - O pudim não endurece, o que acontece?
Além do tempo correto de forno (pode haver pequenas variações de tempo dependendo de cada aparelho), é essencial respeitar a proporção dos ingredientes e o tempo de geladeira indicado. O doce deve ser desenformado somente depois de completamente frio.
6 - Como evitar que se forme uma crosta na hora de assar?
Cubra a forma com papel-alumínio, sem encostar na massa.
7 - Como desenformar o pudim sem quebrá-lo?
Desenforme-o somente depois de gelado. Passe uma faca sem ponta ao redor da forma para soltá-lo mais facilmente. Depois leve a forma para uma das bocas do fogão, por alguns segundos, até que a calda amoleça. Então, vire o doce no prato de servir.

Texto 2:  
É inegável: o pudim de leite, com furinho ou sem, faz parte da memória afetiva dos brasileiros. É lembrança da casa da avó, com aquela calda espessa de açúcar e doçura sem fim. Tradicionalmente, o pudim como o conhecemos vem da herança portuguesa e é feito apenas com leite, ovos e açúcar, mas as receitas caseiras costumam usar leite condensado. As versões clássicas podem ser tanto cremosas e sedosas quanto com furinhos, com defensores de ambos os lados, no estilo biscoito ou bolacha.
Ingredientes:
Calda:
1 xícara (chá) de açúcar.
Pudim:
1 leite condensado (lata ou caixinha).
2 medidas (da lata) de leite líquido.
3 ovos.
Modo de preparo:
Calda:
1 - Em uma panela de fundo largo, derreta o açúcar até ficar dourado.
2 - Junte meia xícara (chá) de água quente e mexa com uma colher.
3 - Deixe ferver até dissolver os torrões de açúcar e a calda engrossar.
4 - Forre com a calda uma forma com furo central (19 cm de diâmetro) e reserve.
Pudim:
1 - Em um liquidificador, bata todos os ingredientes do pudim e despeje na forma reservada.
2 - Cubra com papel-alumínio e leve ao forno médio (180°C), em banho-maria, por cerca de 1 hora e 30 minutos.
3 - Depois de frio, leve para gelar por cerca de 6 horas. Desenforme e sirva a seguir.
Dicas:
É essencial que o pudim seja preparado em banho-maria para que asse de forma lenta e controlada, para atingir a textura ideal.
Para que o seu pudim não forme furinhos, verifique se a temperatura do forno está regulada conforme indicação da receita. Leve a forma ao forno na grade superior, longe da chama.

Nota do blog: Data e autoria das imagens não obtidas.

Paisagem (Paisagem) - Benedito Calixto

Paisagem (Paisagem) - Benedito Calixto
Coleção privada
OST - 29x79 - 1893

Fazenda Monte Alegre, Brotas, São Paulo, Brasil (Fazenda Monte Alegre) - Benedito Calixto

Fazenda Monte Alegre, Brotas, São Paulo, Brasil (Fazenda Monte Alegre) - Benedito Calixto
Brotas - SP
Coleção privada
OST - 47x100

Fazenda do Pinhal, São Carlos, São Paulo, Brasil (Fazenda do Pinhal) - Benedito Calixto

Fazenda do Pinhal, São Carlos, São Paulo, Brasil (Fazenda do Pinhal) - Benedito Calixto
São Carlos - SP
Coleção privada
OST - 90x230 - 1900

Fazenda Boa Vista, Bananal, São Paulo, Brasil (Fazenda Boa Vista) - Johann Georg Grimm (Atribuição)

Fazenda Boa Vista, Bananal, São Paulo, Brasil (Fazenda Boa Vista) - Johann Georg Grimm (Atribuição)
Bananal - SP
Coleção privada
OST - 74x144 - 1880

Ferrari 750 Monza Spider by Scaglietti 1955, Itália

Ferrari Monza Spider by Scaglietti 1955, Itália
Fotografia

260 hp, 2,999 cc DOHC four-cylinder engine with two Weber 58 mm DCOA/3 carburetors, dry-sump lubrication, five-speed manual transaxle, independent front suspension with unequal length A-arms and coil springs, de Dion rear axle with transverse leaf springs and trailing arms, and four-wheel hydraulic drum brakes. Wheelbase: 88.6 in.

From the start of post-war competition, Enzo Ferrari quickly established his young company’s position at the very top of international competition. Whether in open wheel grand prix or sports car racing, the cars carrying the yellow shield became the weapon of choice for both professional and talented amateurs who wanted to see themselves at the front of the grid and in the winner’s circle. Alberto Ascari led the way for Ferrari by winning the Formula One World Championship title two years in a row, in 1952 and 1953.

Ascari’s winning car was the Ferrari 500, powered by a Lampredi-designed four-cylinder twin overhead camshaft engine. The benefits of the strong low-rev torque on tight and twisty tracks led the factory to fit this engine into their next sports racing cars, the Ferrari 625 and the larger displacement 725. As was often the case, a choice of displacements was offered to best suit the competitive situation, so the next development was a two-liter 500 and a three-liter 750. The chassis that they were fitted to became the 500 Mondial and 750 Monza. Boasting simple, lightweight frames and bodies, and weighing approximately 1,700 pounds, they provided impressive and winning performance.

Notably, the Monza has become known for innovation in engineering. The model boasted a five-speed transaxle paired with a de Dion independent rear axle assembly. This design delivered more advantageous weight distribution and better traction, both of which were key to extracting maximum performance on rough road surfaces, as encountered on many of the leading long-distance and hill climb events.

It is particularly unusual to find an example of such an important sports car that has outstanding period competition history and more recent vintage event history while still retaining its original engine and body. This 750 Monza is one such rara avis.

Chassis 0530 was the 18th Monza built, and it was sold new in March 1955 to Count Luigi “Lulu” Chiaramonte Bordonaro, of Palermo, Italy. Interestingly, the extensive history prepared by noted Ferrari historian Marcel Massini indicates that the Count actually purchased the car on a credit of 2,200,000 Lira from Ferrari, with an agreement it would be paid back no later than August 1960. Obviously Ferrari considered the Count to be a worthwhile driver to showcase their new car.

Bordonaro got to work right away, and on April 4th, he entered the XV Giro di Sicilia. The Count fulfilled the promise soon afterwards with an overall victory at the Corsa al Monte Pellegrino on April 11, 1955, and a 2nd overall finish at the Trapani-Monte Erice Hill Climb on May 22, 1955. He then ran the Monza in the Targa Mugello on June 5, 1955, finishing 2nd overall. More racing followed in 1955, with seven recorded entries in all. Bordonaro continued to campaign the car during 1956, once again winning overall at the Corsa al Monte Pellegrino and racing at other events, including the 1956 Targa Florio.

Chassis 0530M ran again at the Targa Florio in 1960, this time driven by Baron Bernardo Cammarota-Domenico Tramontana, who was obviously impressed enough with his “test drive” that he bought the car in April of 1961. The next year, “Nembo,” as Autofficina Giorgio Neri & Luciano Bonacini was known, sold the Monza to its third owner, well-known gentleman racer Carlo Eduardo Leto di Priolo. He placed the car in the museum at the Autodromo di Monza on loan, rather fitting for a car that took its name from that track in celebration of its first victory. This car remained on display in the museum for a decade, and in 1973, it was sold to the UK into the hands of Alastair Walker, of London.

Mr. A.J.M. “Dries” Van der Lof, of the Netherlands, purchased the Ferrari in 1975 and entered it in vintage events, including the International Historic Races at Zandvoort in 1978. Next, it was sold to José Segimon, of Spain, in 1979, who kept the car in the UK, where it found its next owners in the early 1980s, who ran the Monza in the 1982 Mille Miglia Storica. In 1984, John Graham Foulston, owner of the Brands Hatch, Oulton Park, Cadwell Park, and Snetterton racing circuits, bought the Ferrari. He ran the Monza in a host of international events, including bringing 0530M back to Sicily for the historic Targa Florio, as well as the Nürburgring Oldtimer Grand Prix. His daughter, Mary, retained the car following his death in 1987 and drove it in the 1988 historic Targa Florio in October of that year. She later sold the car in 1994, after 10 years of family ownership.

By 1996, chassis 0530M was owned by Mr. Stan Zagorski, of New York, who sold it in 2000 to Giuseppe Scalvenzi, of Brescia, Italy. Scalvenzi made the Monza a regular feature of the Mille Miglia Storica, running every year from 2001 to 2010. Scalvenzi used the car in other major events, including Le Mitiche Sport a Bassano and the Coppa d’Oro delle Dolomiti. It was then sold to the vendor in 2012.

The 750 Monza represents an important piece of Ferrari competition history, and this particular example is to be especially prized for its continuous history, matching-numbers engine, original body, and superb level of presentation and preparation. Chassis 0530M is pictured in La Cronoscalata del Monte Erice by Benedetto and Giuseppe Lo Duca (Trapani-Monte Erice) and Bolidi di Notte, Storia della Dieci ore di Messina by Nino Minutoli. Historical documents include copies of early Italian registrations (Automobile Club d’Italia) from Palermo and Milan, as well as numerous period photographs.

It is those who have been fortunate enough to drive a 750 Monza who enthusiastically praise its balance, handling, and forgiving nature. It is a car that flatters good drivers and greatly rewards excellent ones. The fact that the next owner can also take this Ferrari back to the very roads on which it triumphed when new is even more exciting.

Fonte: https://rmsothebys.com/en/auctions/MO13/Monterey/lots/r168-1955-ferrari-750-monza-spider-by-scaglietti/293846

Ferrari 750 Monza Spider by Scaglietti 1955, Itália

Ferrari 750 Monza Spider by Scaglietti 1955, Itália
Fotografia

260 bhp, 2,999 cc DOHC inline four-cylinder engine with two Weber 45 DCO/A3 carburettors, five-speed manual transaxle, independent front suspension with transverse leaf springs, De Dion rear axle with parallel trailing arms and semi-elliptic leaf springs, four-wheel drum brakes, and a tubular steel frame. Wheelbase: 2,250 mm

In early 1954, Ferrari began offering racing customers the 500 Mondial Spider, which was essentially a sports/racing version of their World Championship two-litre, four-cylinder grand prix car. During this period, Maranello was increasing experimentation with different displacements of Aurelio Lampredi’s four-cylinder engine design, trying 2-litre, 2.5-litre, and 2.9-litre variations. At the Grand Prix Supercortemaggiore at Monza on 27 June 1954, where a three-litre formula was imposed, Ferrari entered two racing spiders with the 2.9-litre engine, one with traditional open Pinin Farina coachwork (0444M) and the other wearing streamlined Scaglietti spider coachwork (0440M) in the style of a 166MM that the coachbuilder had re-bodied for Dino Ferrari (0050M).

Finishing 1st and 2nd overall, these two cars proved the potential of a three-litre, four-cylinder motor, and Ferrari quickly engineered a true 2,999-cubic centimetre version of the engine, as the race-entered, F1-derived 735 actually only displaced 2,941 cubic centimetres. Starting with chassis number 0440M, the 2nd place finisher at Monza, 31 examples of the 750 Monza Scaglietti Spider were produced, and the model remains one of the most esteemed of Maranello’s 1950s sports racers.

Chassis 0498M, approximately the eighth car built, was one of the earliest Monzas sold to the United States, and it was acquired new by Chinetti Motors in early 1955. The Scaglietti-built Spider, finished in white paint with a blue nose band, entered the fourth edition of the 12 Hours of Sebring on 13 March 1955, where it was driven by Piero Taruffi and well-known Ecurie Bleu scion Harry Schell to a 5th overall finish.

This Monza was sold a short time later to George Tilp, of Short Hills, New Jersey, and then it began its association with one of the most important Ferrari drivers of all time, the legendary Phil Hill. At this point, Mr Hill was still primarily competing in European sports racers on the early SCCA circuit, and he was only a few short years away from his important triumphs at Le Mans and in Formula One. On 4 July 1955, Mr Hill took 1st place at Beverly, Massachusetts, and almost four weeks later, he placed 2nd at Seafair. Hill drove the car to another chequered flag on 11 September, at the Road America 500 at Elkhart Lake, and he roared to a 2nd place finish at Hagerstown, Maryland, on 9 October. This car’s relationship with Mr Hill concluded with another 2nd place finish at the Governor’s Trophy race during the Nassau Speed Week on 9 December.

Sometime in the late summer of 1956, the Monza was acquired by Jack Hinkle, of Wichita, Kansas, and was driven by Paul O’Shea to two 3rd place finishes at Montgomery, Alabama, on 19 August and 19 September. Mr Hinkle himself then took 2nd place at Coffeyville on 7 October.

In early 1957, 0498M, finished in light yellow, was purchased by A.D. Logan and entered in the third annual Frostbite Races in Fort Worth, Texas, where it was photographed and later depicted in Willem Oosthoek’s 2011 book, Sports Car Racing in the South. Logan soon installed engine number 0578M, a 3.5-litre, four-cylinder motor from one of the four 857 Sport examples that he had sourced from Luigi Chinetti. That stronger powerplant would prove to be quite competitive. Under his ownership, the car was campaigned at the first Gran Carrera Lafitte in Galveston Island, Texas, where it placed 1st overall in both the prelim and feature races, with Ray Jones behind the wheel.

In one of its final outings under Logan’s ownership, 0498M was campaigned at the Mansfield Labor Day Sports car races in Mansfield, Louisiana, from 31 August to 1 September 1957, with one of Logan’s other cars, a 500 TRC. The 750 Monza was entered in Race 7, and a John S. Smith was listed as the driver. However, to sports car racing aficionados, it was easy to see who was actually in the driver’s seat.

Carroll Shelby had raced with Logan and Jones previously, and he knew both men well. Since Jones and Shelby were much faster than Logan, Logan was perfectly happy to give up his seat if Shelby didn’t have a car to race in. As a result of Shelby becoming a professional driver, he was no longer able to compete in SCCA events; therefore, he took up the pseudonym of John S. Smith to get around this rule, which was often disregarded in the South.

With Shelby at the helm, the Monza quickly tore away from the rest of the field at the outset of the race and came close to lapping the entire field. Having annihilated the competition, Shelby pulled into the pits with two laps remaining, allegedly with engine trouble, allowing Jones to win in Logan’s 500 TRC.

At that time, this car was already offered for sale by Logan, and was it was purchased later that month by Edwin D. Martin, of Columbus, Georgia. His first outing in his new purchase was at the Recional Sports Car Races at Ford Pierce, Florida, from 28–29 September 28-29, where Martin placed 4th overall. Chassis 0498M remained competitive throughout 1957, finishing 1st overall at Galveston, taking place from 9–10 October, and with several top-five finishes following the remainder of 1958.

The Monza continued to campaign the sports car tracks of the American South during the next few years, whilst it was in the ownership of Chuck Nervine, of Fairhope, Alabama, in 1960. The following year, Nervine installed a Chevy V-8. However, by that time, it was clear that the Monza was finally past its racing prime. So, in 1963, it was sold to a Tulane University student who soon married and moved to his wife’s hometown in Texas. The car, officially owned by Jim Hinson, sat outside a barn on his mother-in-law’s farm in Azie, Texas, for the next 30 years.

The Ferrari was discovered as a barnyard find in 1994, by Rick Grape of nearby Fort Worth, and it was subsequently purchased and sold to collector Terrence Healy, of Brisbane, Australia, in November 1998. Mr Healy commenced a full restoration, which continued when the car was sold in 2004 to the consignor, who retained Geoff Smith, of Bellbrae, Victoria, to oversee the renewal of the car to the best mechanical and cosmetic presentation. Since the original body had suffered significant corrosion from three decades of exposure to the elements, the consignor decided to commission the fabrication of new coachwork in the Scaglietti spider style. Measurements were taken from the original coachwork, as it still retained its original shape. A correct three-litre, four-cylinder Lampredi motor, engine number 006 (from a 625 monoposto grand prix car), was acquired from Tom Wheatcroft, the rescuer and owner of British circuit Donington Park.

Chassis 0498M, now finished in Rosso Corsa, is nicely presented and ready to return to the track. It claims very strong race provenance, having been piloted by the great Phil Hill and Carroll Shelby, and it is eligible to continue racing in to events like the Mille Miglia and the Le Mans Classic. This Ferrari is also accompanied by the remnants of its original Scaglietti coachwork, which displays fascinating and rare slanted front wing vents and rear wing brake cooling ducts. This 750 Monza is one of just 31 examples constructed, and one of far fewer with such notable racing history, and it should attract the fancy of any enthusiast of 1950s Ferraris and early SCCA competition. Without equivocation, it is a sensational example of one of Ferrari’s most important four-cylinder racing cars.

Fonte: https://rmsothebys.com/en/auctions/pa14/paris/lots/r107-1955-ferrari-750-monza-spider-by-scaglietti/180951

Bristol 400 1948, Inglaterra

Bristol 400 1948, Inglaterra
Fotografia