Showing posts with label John. Show all posts
Showing posts with label John. Show all posts
Wednesday, 24 February 2016
Thursday, 6 October 2011
Booby Prize from Wide Track Country - Pontiac Firebird
In 1954 vice president of engineering at General Motors Oliver K Kelly called Packards head of Research and Development John DeLorean to offer him a choice of jobs across the five divisions on General Motors. DeLorean who at the time also had the choice of moving to Studebaker with whom Packard had just merged settled on becoming assistant to chief engineer Elliot 'Pete' Estes at Pontiac.
By 1963 John had become chief engineer at Pontiac, and Estes had become general Manager when they together with engine specialist Russell Gee and chassis engineer Bill Collins convinced the GM management to let them offer a $296 performance package on the Pontiac LeMans Coupé and Convertible body stiles that included a 325 hp 6.4 litre / 389 cui V8 motor normally found in the full size Pontiac Catalina and Bonneville models, from whence the 'Wide Track' strap line was born and named it GTO a name John picked up from the Ferrari 250 GTO.
The Pontiac GTO with initial production limited to 5,000, by a disbelieving Pontiac Sales Manager Frank Bridge, was an instant hit with Ronnie and the Daytonas, the youth market at which it was aimed and GM Management. The GTO was responsible for transforming the image of the brand from an 'aunties car' to a youth orientated performance brand with over 32, 000 units built in 1964.
As the GTO was launched John DeLorean moved on to the development of the Pontiac Banshee a concept car to compete with the Chevrolet Corvette which was killed by GM's top management. DeLorean seen as Pontiacs golden boy was promoted to head of the entire Pontiac division and given the consolation task of turning the Chevrolet Camaro into a Pontiac Pony Car with the proviso that there could be no alterations to the sheet metal except to the front and rear panels.
By incorporating a signature Pontiac split grill with built in bumper at the front and a version of the rear strip lights seen on the two Banshee concept cars the Pontiac Pony car was easily distinguishable from it's Chevrolet sibling, Having failed to acquire the Banshee naming rights from rocket scientist Eugene F. Lally, who had successfully raced a Corvette powered special of the same name, for less than ¢50 per car, the name Firebird which had been previously used by GM on three seriously out landish gas turbine concept cars, was eventually adopted for the Pontiac pony car.
The absence of marker lights, Federally mandated in 1968, and the E suffix on the registration plate confirm this as most likely one of the five variations of the 1967 model line up.
The Ram Air bonnet / hood suggests this car had the top of the range 6.6 litre / 400 cui motor installed when it left the factory.
Just over 100,132 1967 Firebirds are thought to have been manufactured of which 9,980 were convertible.
Thanks for joining me on this Wide Track Country edition of 'Gettin' a lil' psycho on tyres', I hope you will join me again tomorrow. Don't forget to come back now !
By 1963 John had become chief engineer at Pontiac, and Estes had become general Manager when they together with engine specialist Russell Gee and chassis engineer Bill Collins convinced the GM management to let them offer a $296 performance package on the Pontiac LeMans Coupé and Convertible body stiles that included a 325 hp 6.4 litre / 389 cui V8 motor normally found in the full size Pontiac Catalina and Bonneville models, from whence the 'Wide Track' strap line was born and named it GTO a name John picked up from the Ferrari 250 GTO.
The Pontiac GTO with initial production limited to 5,000, by a disbelieving Pontiac Sales Manager Frank Bridge, was an instant hit with Ronnie and the Daytonas, the youth market at which it was aimed and GM Management. The GTO was responsible for transforming the image of the brand from an 'aunties car' to a youth orientated performance brand with over 32, 000 units built in 1964.
As the GTO was launched John DeLorean moved on to the development of the Pontiac Banshee a concept car to compete with the Chevrolet Corvette which was killed by GM's top management. DeLorean seen as Pontiacs golden boy was promoted to head of the entire Pontiac division and given the consolation task of turning the Chevrolet Camaro into a Pontiac Pony Car with the proviso that there could be no alterations to the sheet metal except to the front and rear panels.
By incorporating a signature Pontiac split grill with built in bumper at the front and a version of the rear strip lights seen on the two Banshee concept cars the Pontiac Pony car was easily distinguishable from it's Chevrolet sibling, Having failed to acquire the Banshee naming rights from rocket scientist Eugene F. Lally, who had successfully raced a Corvette powered special of the same name, for less than ¢50 per car, the name Firebird which had been previously used by GM on three seriously out landish gas turbine concept cars, was eventually adopted for the Pontiac pony car.
The absence of marker lights, Federally mandated in 1968, and the E suffix on the registration plate confirm this as most likely one of the five variations of the 1967 model line up.
The Ram Air bonnet / hood suggests this car had the top of the range 6.6 litre / 400 cui motor installed when it left the factory.
Just over 100,132 1967 Firebirds are thought to have been manufactured of which 9,980 were convertible.
Thanks for joining me on this Wide Track Country edition of 'Gettin' a lil' psycho on tyres', I hope you will join me again tomorrow. Don't forget to come back now !
Wednesday, 28 September 2011
Worth Getting Up At Dawn For - Volvo 480ES
One day in April 1987 I spent the day at Donington Park where Volvo Concessionaires officially introduced the '87 model range to members of it's dealer network. This was the first opportunity many of us would have to drive the much anticipated Volvo 480ES.
Unlike Volvo's previous coupé the P1800 which was based on an existing Amazon platform, the 480 was a completely fresh front wheel drive design by Robert Koch, John de Vries and interior by Corien Pompe. The 480 platform would then later be used for the 440 hatchback and 460 saloon variants.
The car bristled with idea's new to Volvo including a Porsche tuned transverse 90 hp engine and front wheel drive, engine management by Electronic Control Unit, digital dash instrumentation, and a Lotus tuned suspension that gave the car staggering road holding.
By the time the car was launched the pop up head lights were not strictly necessary as the European Laws that had required them to meet a minimum head light height had been repealed, however this change in the law came so late the design remained unchanged.
During the course of the day I had the opportunity of driving the car around the Donington Park Circuit with a racing instructor at my side and I simply could not drive the car anything like fast enough to explore it's road holding potential, it went every where I wanted it to go safely regardless of the speed I was doing.
Some weeks later I was given the 480 ES, seen here, for a week in exchange for getting up at some improbably early hour to go and drum up some business at New Covent Garden Fruit Vegetable Market in Central London.
From 1986 to 1995 80,463 Volvo 480 ES, Turbo and 2 litre / 122 cui variants were manufactured at the former DAF works at Born in the Netherlands.
Thanks for joining me on this New Covent Garden edition of 'Gettin' a lil' psycho on tyres' I hope you will join me again tomorrow. Don't forget to come back now !
Unlike Volvo's previous coupé the P1800 which was based on an existing Amazon platform, the 480 was a completely fresh front wheel drive design by Robert Koch, John de Vries and interior by Corien Pompe. The 480 platform would then later be used for the 440 hatchback and 460 saloon variants.
The car bristled with idea's new to Volvo including a Porsche tuned transverse 90 hp engine and front wheel drive, engine management by Electronic Control Unit, digital dash instrumentation, and a Lotus tuned suspension that gave the car staggering road holding.
By the time the car was launched the pop up head lights were not strictly necessary as the European Laws that had required them to meet a minimum head light height had been repealed, however this change in the law came so late the design remained unchanged.
During the course of the day I had the opportunity of driving the car around the Donington Park Circuit with a racing instructor at my side and I simply could not drive the car anything like fast enough to explore it's road holding potential, it went every where I wanted it to go safely regardless of the speed I was doing.
Some weeks later I was given the 480 ES, seen here, for a week in exchange for getting up at some improbably early hour to go and drum up some business at New Covent Garden Fruit Vegetable Market in Central London.
From 1986 to 1995 80,463 Volvo 480 ES, Turbo and 2 litre / 122 cui variants were manufactured at the former DAF works at Born in the Netherlands.
Thanks for joining me on this New Covent Garden edition of 'Gettin' a lil' psycho on tyres' I hope you will join me again tomorrow. Don't forget to come back now !
Saturday, 6 August 2011
Sprinzel Lawrence Racing - Morgan And Triumph SLR
Towards the end of 1963 former British Rally Champion and Racing Driver John Sprinzel joined forces with noted engineer and Morgan racer Chris Lawrence, under the Sprintzel Lawrence Racing (SLR) banner, to design and build a sports car based on a Triumph TR4 powered ladder frame Morgan +4, with a similar chassis to the one that Chris had co driven with Richard Shepherd - Barron to a class victory at Le Mans in 1962.
(Triumph TR4 SLR, Photo Courtesy David Lawson)
From what I can gather Triumph racer John Hurrell managed to secure some funding for the SLR team and after seeing Chris Spenders drawings for the proposed Williams and Pritchard built bodywork for the Morgan & Triumph SLR car John asked if a similar SLR body could be fitted to his Triumph TR4 that he had been racing since 1960.
As things worked out the Triumph with a slightly shorter chassis was the first to be taken to Williams and Pritchard to have an aluminium SLR body built around it. Neil Dangerfield is known to have been winning races in this car as late as 1967 and the Triumph SLR went down in the record books as being the last to leave the start line at Goodwood as the scratch entry in the last, handicap, race held at the Circuit before it closed in 1966.
Neil drove the Triumph SLR 31 years later at the request of Lord March on a 3 lap demonstration when the Goodwood circuit was reopened in 2006.
Note the registration SAH 137 was originally issued to a Triumph TR3A owned by Jim Hurrell who transferred the number to the Triumph TR4 that was fitted with the SLR body and later sold it to Neil.
(Morgan & Triumph SLR I, Photo Courtesy Bob Bull)
The first of the Morgan SLR's powered by a Triumph TR4 engine and featuring beefed up hubs along with the benefits of other lessons learned from Chris Lawrence's Le Mans experience appears to have been built around a 1961 chassis for Gordon Spice a well known figure in British racing circles who eventually built and ran his own Spice Group C cars in the late 1980's.
After just 3 laps of Goodwood Gordon crashed his new car in 1964, necessitating a complete rebuild making this red car both the first and last of the Morgan chassied SLR's built. In 1975 then owner Sir Aubery Brocklebank suffered burns after a fuel leak in this car caught fire at Silverstone. The car was subsequently painted fire engine red.
(Morgan & Triumph SLR II)
The second Morgan and Triumph SLR was built for Pip Arnold, legend has it that this car was never painted because soon after delivery it was due to be raced at Spa and so the aluminium bodywork was merely polished. In the early seventies this car was caught in a severe garage fire and rebuilt by well known fabricator of racing cars Maurice Gnomm.
(Morgan & Triumph SLR III, Photo Courtesy Bob Bull)
The third car was built for Chris Lawrence himself and set an all time class lap record at the very last race meeting held at Goodwood in 1966. Chris Lawrences old car also won a race during the Goodwood Revival in 2006.
(L-R John Emberson, SLR II, Bill Wykeham, Billy Bellinger, SLR III, Jack Bellinger, Simon Orebi Gann, SLR I, Rick Bourne, Photo Courtesy Richard Gilbert)
All three of the Morgan And Triumph SLR's were united possibly for the first time ever at the 2010 Silverstone Classic. As John Sprinzel rhetorically asked after seeing these photo's "They were good looking cars weren't they?"
From The Nostalgia Forum I'd like to thank David Lawson and Bob 'Bauble' Bull for the use of their photographs, Pete Stowe, Kurt O and Sharman for responding to my TNF Triumph SLR thread garyfrogeye for contacting John Sprinzel and Tim of the Willliams and Pritchard website for their kind replies.
Thanks also to Andy Downes and in particular Neil Dangerfield of the tr- register forum for his post on the order in which the cars were built to Richard 'redmorgan' Gilbert for the use of his photo, John "sprinty" and Steve N22MOG L and everyone at Talk Morgan who responded to my post.
Thanks for joining me on this SLR edition of 'Gettin' a lil' psycho on tyres' I hope you will join me again tomorrow for a look at an exotic Italian that needs a cool pagoda airbox to cover a big block V8. Don't forget to come back now !
11 11 11 Post Script John Sprinzel has kindly in formed me that the three Morgan SLR's first had a reunion at Goodwood several years ago.
(Triumph TR4 SLR, Photo Courtesy David Lawson)
From what I can gather Triumph racer John Hurrell managed to secure some funding for the SLR team and after seeing Chris Spenders drawings for the proposed Williams and Pritchard built bodywork for the Morgan & Triumph SLR car John asked if a similar SLR body could be fitted to his Triumph TR4 that he had been racing since 1960.
As things worked out the Triumph with a slightly shorter chassis was the first to be taken to Williams and Pritchard to have an aluminium SLR body built around it. Neil Dangerfield is known to have been winning races in this car as late as 1967 and the Triumph SLR went down in the record books as being the last to leave the start line at Goodwood as the scratch entry in the last, handicap, race held at the Circuit before it closed in 1966.
Neil drove the Triumph SLR 31 years later at the request of Lord March on a 3 lap demonstration when the Goodwood circuit was reopened in 2006.
Note the registration SAH 137 was originally issued to a Triumph TR3A owned by Jim Hurrell who transferred the number to the Triumph TR4 that was fitted with the SLR body and later sold it to Neil.
(Morgan & Triumph SLR I, Photo Courtesy Bob Bull)
The first of the Morgan SLR's powered by a Triumph TR4 engine and featuring beefed up hubs along with the benefits of other lessons learned from Chris Lawrence's Le Mans experience appears to have been built around a 1961 chassis for Gordon Spice a well known figure in British racing circles who eventually built and ran his own Spice Group C cars in the late 1980's.
After just 3 laps of Goodwood Gordon crashed his new car in 1964, necessitating a complete rebuild making this red car both the first and last of the Morgan chassied SLR's built. In 1975 then owner Sir Aubery Brocklebank suffered burns after a fuel leak in this car caught fire at Silverstone. The car was subsequently painted fire engine red.
(Morgan & Triumph SLR II)
The second Morgan and Triumph SLR was built for Pip Arnold, legend has it that this car was never painted because soon after delivery it was due to be raced at Spa and so the aluminium bodywork was merely polished. In the early seventies this car was caught in a severe garage fire and rebuilt by well known fabricator of racing cars Maurice Gnomm.
(Morgan & Triumph SLR III, Photo Courtesy Bob Bull)
The third car was built for Chris Lawrence himself and set an all time class lap record at the very last race meeting held at Goodwood in 1966. Chris Lawrences old car also won a race during the Goodwood Revival in 2006.
(L-R John Emberson, SLR II, Bill Wykeham, Billy Bellinger, SLR III, Jack Bellinger, Simon Orebi Gann, SLR I, Rick Bourne, Photo Courtesy Richard Gilbert)
All three of the Morgan And Triumph SLR's were united possibly for the first time ever at the 2010 Silverstone Classic. As John Sprinzel rhetorically asked after seeing these photo's "They were good looking cars weren't they?"
From The Nostalgia Forum I'd like to thank David Lawson and Bob 'Bauble' Bull for the use of their photographs, Pete Stowe, Kurt O and Sharman for responding to my TNF Triumph SLR thread garyfrogeye for contacting John Sprinzel and Tim of the Willliams and Pritchard website for their kind replies.
Thanks also to Andy Downes and in particular Neil Dangerfield of the tr- register forum for his post on the order in which the cars were built to Richard 'redmorgan' Gilbert for the use of his photo, John "sprinty" and Steve N22MOG L and everyone at Talk Morgan who responded to my post.
Thanks for joining me on this SLR edition of 'Gettin' a lil' psycho on tyres' I hope you will join me again tomorrow for a look at an exotic Italian that needs a cool pagoda airbox to cover a big block V8. Don't forget to come back now !
11 11 11 Post Script John Sprinzel has kindly in formed me that the three Morgan SLR's first had a reunion at Goodwood several years ago.
Thursday, 4 August 2011
Giant Killing Potential ? - Jedi Mk4
Today we are looking at a Jedi Mk4 run by 2 time 1000 cc Monoposto Champion Arty Cameron that appeared at Castle Combe for the Free Single Seater Series the week before last.
Arty is from a big racing family who's father Tim started racing in 1958, 3 of Arty's 7 siblings also compete.
The Jedi Mk4 was designed by racer John Corbyn and built in Wellingborough to accommodate a variety of motorcycle engines, Arty uses a 1000 cc / 61 cui Yamaha R1 motor which produces 183 hp
that is transmitted to the rear wheels by chain drive.
Thanks to a high power to weight ratio, car and driver 400 kgs a potential acceleration time of 0 - 60 in under 3 seconds is possible,
Arty beautifully translated this potential into this memorable start at Castle Combe two weeks ago in which starting from 5th he led the opening lap
against faster Formula 3 cars with larger tyres and more powerful motors with ease during an all comers race.
The Jedi flew around the corners, Arty displaying masterful car control as it did so.
Unfortunately the giant killing act was judged to have been the result of a jump start and Arty's 10 second penalty became irrelevant after his engine grenaded, possibly the result of an oil leak during qualifying.
I look forward to seeing what Arty can do next time out which I hope will be next weekend at Castle Combe for the August Cup.
If you have an open wheel vehicle that can meet the 108db limit, and I have seen some 7 litre V8's and an 8.3 litre V10 meet that requirement recently, why not come along to Castle Combe and join in the fun. Should you looking be looking for a driver, you could do worse than give double Monoposto Champion Arty a call, he is certain not to disappoint.
My thanks to Geoff E, Simon Lewis and JMH of The Nostalgia Forum for coming up with additional details for today's post.
Hope you have enjoyed today's Monoposto edition of 'Gettin' a lil' psycho on tyres' and that you will join me again tomorrow. May the force be with you and don't forget to come back now !
Arty is from a big racing family who's father Tim started racing in 1958, 3 of Arty's 7 siblings also compete.
The Jedi Mk4 was designed by racer John Corbyn and built in Wellingborough to accommodate a variety of motorcycle engines, Arty uses a 1000 cc / 61 cui Yamaha R1 motor which produces 183 hp
that is transmitted to the rear wheels by chain drive.
Thanks to a high power to weight ratio, car and driver 400 kgs a potential acceleration time of 0 - 60 in under 3 seconds is possible,
Arty beautifully translated this potential into this memorable start at Castle Combe two weeks ago in which starting from 5th he led the opening lap
against faster Formula 3 cars with larger tyres and more powerful motors with ease during an all comers race.
The Jedi flew around the corners, Arty displaying masterful car control as it did so.
Unfortunately the giant killing act was judged to have been the result of a jump start and Arty's 10 second penalty became irrelevant after his engine grenaded, possibly the result of an oil leak during qualifying.
I look forward to seeing what Arty can do next time out which I hope will be next weekend at Castle Combe for the August Cup.
If you have an open wheel vehicle that can meet the 108db limit, and I have seen some 7 litre V8's and an 8.3 litre V10 meet that requirement recently, why not come along to Castle Combe and join in the fun. Should you looking be looking for a driver, you could do worse than give double Monoposto Champion Arty a call, he is certain not to disappoint.
My thanks to Geoff E, Simon Lewis and JMH of The Nostalgia Forum for coming up with additional details for today's post.
Hope you have enjoyed today's Monoposto edition of 'Gettin' a lil' psycho on tyres' and that you will join me again tomorrow. May the force be with you and don't forget to come back now !
Saturday, 30 July 2011
The Lil' Car That Scared The Fat Cat - Doretti #1196
The Doretti was designed by former Bristol Omnibus apprentice Frank Rainbow while he was working for the Tube Investment Group. In January 1953 Frank was given 9 months to design and build the first Doretti car by Eric Saunders, managing director of the Swallow Coachbuilding Company which became part of the TI Group in 1946 after spawning S.S. Cars in 1934 which became Jaguar in 1945.
In 1952 Eric met Arthur Andersen of the Rome Cable Corporation, who was interested in the production of a vehicle specifically designed for sale in the USA and discussion turned to the production of a car to be designed by Frank with bodies to be made in Wales.
Using his connection with Sir John Black at Standard Triumph, Eric Saunders secured a supply of Triumph TR2 running gear for the Swallow Doretti, a name derived from a marketing company operated by Arthur Andersens daughter Dorothy Deen and Paul Bernhart which was to market the car.
Frank completed the first car with a Reynolds 531 chrome-molydenum steel tube chassis on schedule and it was exhibited alongside a Triumph TR2, which Doretti parent Cal Specialities Company was also responsible for distributing.
From 1954 to 1955 around 280 Doretti's were built in a factory with a maximum of just 18 employees.
The success of the Doretti frightened Jaguar, which was by now a large customer of the same TI Group that facilitated the birth of the Doretti, into giving Tube Investments an ultimatum to disengage from the Doretti project or loose the Jaguar account. Doretti production halted overnight on the receipt of the ultimatum and thus the Doretti name lives on in around 180 of the cars that are thought to have survived.
Hope you have enjoyed today's Cal Specialities Company edition of 'Getting a 'lil psycho on tyres' and that you'll join me again tomorrow for a look at another European sports car that changed the image of it's manufacturer forever. Don't forget to come back now !
In 1952 Eric met Arthur Andersen of the Rome Cable Corporation, who was interested in the production of a vehicle specifically designed for sale in the USA and discussion turned to the production of a car to be designed by Frank with bodies to be made in Wales.
Using his connection with Sir John Black at Standard Triumph, Eric Saunders secured a supply of Triumph TR2 running gear for the Swallow Doretti, a name derived from a marketing company operated by Arthur Andersens daughter Dorothy Deen and Paul Bernhart which was to market the car.
Frank completed the first car with a Reynolds 531 chrome-molydenum steel tube chassis on schedule and it was exhibited alongside a Triumph TR2, which Doretti parent Cal Specialities Company was also responsible for distributing.
From 1954 to 1955 around 280 Doretti's were built in a factory with a maximum of just 18 employees.
The success of the Doretti frightened Jaguar, which was by now a large customer of the same TI Group that facilitated the birth of the Doretti, into giving Tube Investments an ultimatum to disengage from the Doretti project or loose the Jaguar account. Doretti production halted overnight on the receipt of the ultimatum and thus the Doretti name lives on in around 180 of the cars that are thought to have survived.
Hope you have enjoyed today's Cal Specialities Company edition of 'Getting a 'lil psycho on tyres' and that you'll join me again tomorrow for a look at another European sports car that changed the image of it's manufacturer forever. Don't forget to come back now !
Sunday, 10 July 2011
From Metal Bashing to Autoclave - McLaren MP4/1 #MP4/1-02
Thirty years ago I was extremely lucky to find my self working for six months in an accounts department of a double glazing manufacturer during the one of two industrial experience segments of my degree course. This meant I had the time and funds not only to spend a week at Le Mans but I also had the time and funds to spend a weekend at the British Grand Prix at Silverstone.
During the 1980 / 1981 off season McLaren's long time sponsor Philip Morris, disappointed with three years of under achievement coerced team principle Teddy Meyer into a merger with Project Four a lower tier Formula 2 team run by Ron Dennis which coincidentally was also sponsored by Philip Morris.
Ron Dennis had hired the designer, of the Chaparral 2K Indy Car, John Barnard to design a new car for McLaren which became known as the MP4/1. Outwardly the car was a conventional 'kit car' using a Cosworth DFV engine that had been the motor of choice since 1966.
However beneath the paint work John Barnhard's chassis was the first to be wholly manufactured with carbon composite materials, which until 1981 had been primarily used in the aerospace industry. Carbon composite materials when pressure and heat treated in an autoclave, a process developed by the Royal Aircraft Establishment in 1963, can be used produce objects that have high flexibility, tensile strength and temperature tolerance while at the same time have low thermal expansion and low weight compared to similar metal objects.
By the end of the 1980's all Formula One chassis were being manufactured from carbon composites along with brake discs and suspension components.
John Watson, seen during practice for the British Grand Prix here, qualified fifth for the 1981 British Grand Prix, at the start of the race the two turbo charged Renaults and Ferrari's made the best get away but on lap 3 Gilles Villeneuve clipped a curb and spun,see clip 1m 20secs, an incident which took out Alan Jones on the spot.
Somehow John Watson who was right behind Jones managed to avoid the melee almost coming to a stop as he did so, which in turn caused his team mate Andrea de Cesaris behind him to take evasive action and spin off into the catch fencing.
After loosing a lot of time Watson set off in sixth place behind Piquet, Reutemann, Pironi, Arnoux and Prost. Piquet crashed out with a puncture, Watson then over took first Reutemann and then Pironi who's engine exploded on the next lap. Prost retired with distributor trouble which put John in 2nd place behind Arnoux who had a comfortable lead.
On lap 53 Arnoux started experiencing the same problems as Prost and 8 laps later a huge roar went round the circuit as Belfast born John took the lead of his home Grand Prix which he held until the end of the race.
This was John's second Grand Prix victory his first was in the Penske PC4 in 1976 and the first victory for McLaren under the guidance of Ron Dennis. McLarens last victory had been with James Hunt in 1977.
John drove this same chassis #MP4/1-02 to victory in the 1982 Belgian Grand Prix.
Hope you have enjoyed today's British GP edition of 'Gettin' a lil' psycho on tyres' and that you will join me again tomorrow. Don't forget to come back now !
PS It is with great sorrow that I learned of the passing of William 'Bill' Boddy MBE known to many as 'WB' who edited Motor Sport magazine from 1936 to 1991, an organ which played no small part in my addiction to motoring and motor sport in the 1970's and ultimately to this blog.
He famously ran Motor Sport magazine through the war years during his spare time while working on important Air Publications.
Bill was a vociferous opponent to the 70 mph speed limits introduced to Britain as a temporary measure by Tom Fraser in 1965 after a spate of accidents in fog and the alleged testing of an AC Cobra at speeds up to 180 mph on the M1 motorway.
WB was aged 98, sincerest condolences to his family and many friends. RIP 'WB'.
During the 1980 / 1981 off season McLaren's long time sponsor Philip Morris, disappointed with three years of under achievement coerced team principle Teddy Meyer into a merger with Project Four a lower tier Formula 2 team run by Ron Dennis which coincidentally was also sponsored by Philip Morris.
Ron Dennis had hired the designer, of the Chaparral 2K Indy Car, John Barnard to design a new car for McLaren which became known as the MP4/1. Outwardly the car was a conventional 'kit car' using a Cosworth DFV engine that had been the motor of choice since 1966.
However beneath the paint work John Barnhard's chassis was the first to be wholly manufactured with carbon composite materials, which until 1981 had been primarily used in the aerospace industry. Carbon composite materials when pressure and heat treated in an autoclave, a process developed by the Royal Aircraft Establishment in 1963, can be used produce objects that have high flexibility, tensile strength and temperature tolerance while at the same time have low thermal expansion and low weight compared to similar metal objects.
By the end of the 1980's all Formula One chassis were being manufactured from carbon composites along with brake discs and suspension components.
John Watson, seen during practice for the British Grand Prix here, qualified fifth for the 1981 British Grand Prix, at the start of the race the two turbo charged Renaults and Ferrari's made the best get away but on lap 3 Gilles Villeneuve clipped a curb and spun,see clip 1m 20secs, an incident which took out Alan Jones on the spot.
Somehow John Watson who was right behind Jones managed to avoid the melee almost coming to a stop as he did so, which in turn caused his team mate Andrea de Cesaris behind him to take evasive action and spin off into the catch fencing.
After loosing a lot of time Watson set off in sixth place behind Piquet, Reutemann, Pironi, Arnoux and Prost. Piquet crashed out with a puncture, Watson then over took first Reutemann and then Pironi who's engine exploded on the next lap. Prost retired with distributor trouble which put John in 2nd place behind Arnoux who had a comfortable lead.
On lap 53 Arnoux started experiencing the same problems as Prost and 8 laps later a huge roar went round the circuit as Belfast born John took the lead of his home Grand Prix which he held until the end of the race.
This was John's second Grand Prix victory his first was in the Penske PC4 in 1976 and the first victory for McLaren under the guidance of Ron Dennis. McLarens last victory had been with James Hunt in 1977.
John drove this same chassis #MP4/1-02 to victory in the 1982 Belgian Grand Prix.
Hope you have enjoyed today's British GP edition of 'Gettin' a lil' psycho on tyres' and that you will join me again tomorrow. Don't forget to come back now !
PS It is with great sorrow that I learned of the passing of William 'Bill' Boddy MBE known to many as 'WB' who edited Motor Sport magazine from 1936 to 1991, an organ which played no small part in my addiction to motoring and motor sport in the 1970's and ultimately to this blog.
He famously ran Motor Sport magazine through the war years during his spare time while working on important Air Publications.
Bill was a vociferous opponent to the 70 mph speed limits introduced to Britain as a temporary measure by Tom Fraser in 1965 after a spate of accidents in fog and the alleged testing of an AC Cobra at speeds up to 180 mph on the M1 motorway.
WB was aged 98, sincerest condolences to his family and many friends. RIP 'WB'.
Wednesday, 6 July 2011
Exploring The Limits Of Handling and Performance - Chevrolet Corvette Stingray Concept Car (Replica)
The 1959 Chevrolet Corvette Stingray concept car was based on the tubular steel chassis 1957 Corvette SS racing car that was abandoned after the 1957 Sebring 12 hours as a result of an agreement between members of the Automobile Manufacturers Association (AMA) not to build factory developed racing cars.
Vice President of GM Styling William (Bill) L Mitchell is credited with designing and building the Stingray Concept Car featuring a fibreglass body which weighed in at 2,200 lbs around 1,000 lbs lighter than a contemporary production Corvette.
The one off concept was entered by Bill in numerous races from at least April 1959 to at least October 1960 mostly for Dick Thompson and a couple of races for John Fitch, by early 1960 Dick had clocked up several class BM wins.
Powered originally by a fuel injected 4.6 litre / 283 cui which was good for 315 hp at 6,200 rpm the car was used as a test bed for a four speed manual transmission once it's racing days were over. Today the car which resides General Motors Design Center has a 375 hp 5.5 litre / 327 cui motor fitted.
Styling of the Stingray Concept Car heavily influenced the styling of 1963 Chevrolet Corvette Stingray production car. The strong line around the mid rift would become a feature on many vehicles of the 1960's the Chevrolet Corvair, Alfa Romeo GTV 2000, almost the entire 1960's BMW range, the Hillman Imp / Singer Chamoise and NSU Prinz to name but a few.
This particular replica which I have seen at Silverstone many times over the years appears to be based on a 1977 Chevrolet (Corvette ?) chassis and is powered by a 5.4 litre 283 cui engine.
Hope you have enjoyed today's Concept edition of 'Gettin' a lil' psycho on tyres' and that you will join me again tomorrow. Don't forget to come back now !
Sunday, 5 June 2011
Changes Of Heart - Allard J2 #J2123
Thanks to John Aibel today we are looking at a storied Allard J2 of which John says :-
"The car was ordered on 7th. June, 1951 for Wood Motors, Detroit, MI. Park Hill Ref. No. 248: Head Office Order No. 173. It was assigned production number J-2123.
Many Memorandum notes followed detailing the options needed, like Cadillac Engine Modified, 32 mm wire wheels Left Hand Drive, Large Lucas Headlamps MPBL with stone guards Red Leather interior, Blue paint as per chip supplied.
The car was delivered to Wood Mtrs. on August 31, 1951. It was built and imported for Mr. Delvan Lee a personal friend of Don Wood’s brother. Mr. Woods told John they only imported one Allard, and this was done as a special favor to Mr. Lee. They were interested in more popular imports and they are today Mercedes-Benz dealers.
Mr. Lee worked for Connell Cadillac of Detroit who supplied high performance engines to the marine industry. They did the instillation of the Cadillac engine into the Allard."
He entered in some local and regional sporting events including ice racing. In 1953 and 1954 Mr Lee entered events at Watkins Glen, as well as Bridgehamton Long Island.
Mr Lee won the Giant Despair Hillclimb and set fastest time of the day in 1953.
By 1954 Mr. Lee sold the Allard to Fred Lavell. Delvan raced the car for Lavell at the 1954 Watkins Glen event.
Photo Motor Life December 1957 will be properly credited or removed upon request.
In 1954 Lavell took the Allard to Bonneville, Ut. speed events. He drove the car to a speed of 127 mph. The next two years the stock body was removed and a Sorrell [streamliner] fiberglass body with a DeSoto engine was installed. It ran this was in 1955 and 1956 and attained a speed of 150 mph." Another J2 owned by Denny Larsen held the Class D modified Bonneville sports car record at an average 178.068 mph at the time.
"When I bought the car, the aluminum Allard body was not installed on the frame, and a Chevrolet small block was in the engine compartment coupled to a Moss 4 speed transmission. The instillation was not operational."
John had the car restored to its original specification by Mr. Tivvey Sheldon with a 6390 cc / 390 cui Caddy engine, three Stromberg 97 carbs, GM transmission. "We kept the quick change rear that was put in I believe before the Bonneville runs."
John has driven this car at Pocono, Pa., Philadelphia Vintage Grand Prix, and Watkins Glen Allard reunion. The highest recorded speed by radar in John's hands was 115 mph during the Phily event.
My thanks to John for sharing the photos of his magnificent car and to Colin Warnes of the Allard Register for additional information and photographs.
Thanks for joining me today on this Giants Despair edition of 'Gettin' a lil' psycho on tyres', I hope you will join me again tomorrow. Don't forget to come back now !
"The car was ordered on 7th. June, 1951 for Wood Motors, Detroit, MI. Park Hill Ref. No. 248: Head Office Order No. 173. It was assigned production number J-2123.
Many Memorandum notes followed detailing the options needed, like Cadillac Engine Modified, 32 mm wire wheels Left Hand Drive, Large Lucas Headlamps MPBL with stone guards Red Leather interior, Blue paint as per chip supplied.
The car was delivered to Wood Mtrs. on August 31, 1951. It was built and imported for Mr. Delvan Lee a personal friend of Don Wood’s brother. Mr. Woods told John they only imported one Allard, and this was done as a special favor to Mr. Lee. They were interested in more popular imports and they are today Mercedes-Benz dealers.
Mr. Lee worked for Connell Cadillac of Detroit who supplied high performance engines to the marine industry. They did the instillation of the Cadillac engine into the Allard."
He entered in some local and regional sporting events including ice racing. In 1953 and 1954 Mr Lee entered events at Watkins Glen, as well as Bridgehamton Long Island.
Mr Lee won the Giant Despair Hillclimb and set fastest time of the day in 1953.
By 1954 Mr. Lee sold the Allard to Fred Lavell. Delvan raced the car for Lavell at the 1954 Watkins Glen event.
Photo Motor Life December 1957 will be properly credited or removed upon request.
In 1954 Lavell took the Allard to Bonneville, Ut. speed events. He drove the car to a speed of 127 mph. The next two years the stock body was removed and a Sorrell [streamliner] fiberglass body with a DeSoto engine was installed. It ran this was in 1955 and 1956 and attained a speed of 150 mph." Another J2 owned by Denny Larsen held the Class D modified Bonneville sports car record at an average 178.068 mph at the time.
"When I bought the car, the aluminum Allard body was not installed on the frame, and a Chevrolet small block was in the engine compartment coupled to a Moss 4 speed transmission. The instillation was not operational."
John had the car restored to its original specification by Mr. Tivvey Sheldon with a 6390 cc / 390 cui Caddy engine, three Stromberg 97 carbs, GM transmission. "We kept the quick change rear that was put in I believe before the Bonneville runs."
John has driven this car at Pocono, Pa., Philadelphia Vintage Grand Prix, and Watkins Glen Allard reunion. The highest recorded speed by radar in John's hands was 115 mph during the Phily event.
My thanks to John for sharing the photos of his magnificent car and to Colin Warnes of the Allard Register for additional information and photographs.
Thanks for joining me today on this Giants Despair edition of 'Gettin' a lil' psycho on tyres', I hope you will join me again tomorrow. Don't forget to come back now !
Monday, 30 May 2011
Lots of Red Cars - Haynes International Motor Museum
A couple of weekends ago I was in a bah humbug mood looking for something to do when a friend asked if I had ever been to the Haynes International Motor Museum, to which I had not and responded accordingly, before I knew it I was being whisked away towards Sparkford in deepest Somerset.
The museum bills it's self as having the UK's largest collection of cars, numbering over 400, to which maybe added it probably has the largest collection of cars painted red !
John Haynes publisher of many DIY car repair manuals established the museum, which operates as an Educational Charitable Trust, in 1985.
Apart from the accidental or otherwise concentration of red vehicles there are plenty of cars from all over the world some of which were models and or manufactures I had never heard of before.
The vehicles are tightly packed at the moment, though unusually for a museum many, possibly even most, get a run round the museum grounds by the museum staff, while others can be hired for weddings and special occasions, a magnificent growling Viper got a quick blast round the museum while we were there.
Plans are afoot to expand the museum is September this year and having managed to snap only 10% of the collection over the couple of hours of my visit I look forward to returning even with the building work underway, the ticket I purchased is valid for a year !
Look forward to sharing some of the stories behind these cars in future editions of 'Gettin' a little psycho on tyres', I hope you will join me again tomorrow for a trip to Silverstone. Don't forget to come back now !
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