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  8. Lola T70

    The Lola T70 was developed by Lola Cars in 1965 in Great Britain for sports car racing. Lola built the chassis, which were typically powered by large American V8s. The T70 was quite popular in the mid to late 1960s, with more than 100 examples being built in three versions: an open-roofed Mk II spyder, followed by a Mk III coupe, and finally a slightly updated Mk IIIB. The T70 was replaced in the Can-Am by the lighter Lola T160. Early success for the Lola T70 came when Walt Hansgen won the Monterey Grand Prix, at Laguna Seca Raceway, on October 17, 1965, driving John Mecom's Lola T70-Ford. In 1966, the hot setup for the Can-Am was a T70 Chevrolet, winning five of six races during the year. John Surtees was the champion and Dan Gurney drove the only Ford powered car ever to win a Can-Am race. In 1967, no one could compete with the new M6 McLaren. When the FIA changed the rules for sports car racing for the 1968 season, limiting engine size of prototypes to three liters, sportscars with up to five liter engines were allowed if at least fifty were made. This homologation rule allowed the popular yet outdated Ford GT40 and Lola T70s to continue racing. The Fords won Le Mans again in 1968 and 1969, while the T70's only big endurance win was a one-two finish in the 1969 24 Hours of Daytona behind the Sunoco Lola T70-Chevrolet of Mark Donohue and Chuck Parsons. When the minimum number was lowered to twenty five for 1969, the more modern Porsche 917 and Ferrari 512 were homologated and outran the older Lolas and Fords. Chevrolet powered coupes tended to suffer reliability problems when racing in Europe, in part due to the grade of fuel allowed. When forced to run on commercially available "pump fuel", with a lower octane rating than the 'Avgas' permitted under American rules, engine failures were common. In modern historic racing these engines show much improved reliability due to parts unavailable in the 1960s and better fuel quality than the historically poor petrol supplied by the ACO. An Aston Martin powered coupe was entered by Lola for Le Mans in 1967. Even with drivers such as John Surtees, it was a disaster. The Aston Martin V8 engine failed after short runs, attributed to inadequate developmental funds. During the filming of Steve McQueen's 'Le Mans', Lola chassis were disguised as the Porsche 917 and Ferrari 512s that crashed in the film. In 2005 Lola Cars announced a revival of the T70 MkIIIb in "an authentic and limited continuation series" of the original racer. It is unclear if any were ever produced before Lola Cars went defunct in 2012.
  9. Porsche 956

    Undisputed legend of so many races during the 1980s The Porsche 956 was a Group C sports-prototype racing car designed by Norbert Singer and built by Porsche in 1982 for the FIA World Sportscar Championship. It was later upgraded to the 956B in 1984. Driven by Stefan Bellof in 1983, this car holds the all-time record for the fastest vehicle ever to lap the famed Nürburgring Nordschleife, completing the 20.832 km (12.93 mi) circuit in 6:11.13 during qualifying for the 1000 km Sports Car race. Built to comply with the championship's new Group C regulations which were introduced in 1982, the car was a replacement for Porsche's successful 936 model which competed in the previous Group 6 category of the World Championship. The project began in June 1981, and the first prototype chassis was completed on March 27, 1982, in time for the beginning of the World Championship season. Jürgen Barth tested the first chassis at Porsche's private test track. The 956 features a chassis made of an aluminium monocoque, a first for the company, helping to allow the car to meet the 800 kg (1,764 lb) weight minimum in Group C. The engine is the same as the one used in the Porsche 936/81, the Type-935 2.65 L turbocharged Flat-6, producing approximately 635 hp (474 kW) (originally developed as an Indycar engine; hence the cubic capacity used). The very first dual clutch gearbox was also designed for the 956, mated to a traditional 5-speed manual. An improved chassis with better fuel efficiency from a Bosch Motronic electric system was developed for 1984, being termed the 956B. In total, twenty-eight 956s would be built by Porsche from 1982 to 1984, with an unofficial 29th chassis built from spare parts by Richard Lloyd Racing. The 956 was also the first Porsche to have ground effect aerodynamics. As a comparison, the ground effects Porsche 956 produced over three times as much downforce as the older model Porsche 917 that raced over a decade earlier. In 1983, 956 chassis #107 was used by Porsche as a testbed for their P01 Formula One engine, later badged as TAG and used exclusively by McLaren. The car was able to test some of the characteristics of a Formula One car in order to develop the engine. The engine became highly successful in F1, and while never the most powerful on the grid, between 1984 and 1987, the turbocharged TAG-Porsche would win 25 Grands Prix and help McLaren to two Constructors and three World Driver's Championships. As of the 2012 German Grand Prix, the TAG-Porsche engine sits in 7th place on the list of F1 race winning engines. Porsche tested its Porsche Doppelkupplungsgetriebe (PDK) dual-clutch transmission in the 956 in the early 1980s. PDK would be used in the Porsche 962, and would eventually make its way into production Porsches with the 2009 997 Carrera and Carrera S. The Porsche 956 also appeared with two different rear wing designs. The cars were fitted with a larger, high downforce rear wing for most events. For the Circuit de la Sarthe at Le Mans however where top speed on the almost 6 km (4 mi) long Mulsanne Straight was essential, the 956 was fitted with a much lower and smaller 'low drag' wing to enable the cars to reach speeds of around 225 mph (362 km/h). Some of the privateer teams would also experiment with a front wing attached to the cars at the tighter circuits in an effort to increase front downforce, but wind tunnel testing eventually found that these wings were disrupting the airflow over the car and actually increased the aerodynamic drag making the cars slower in a straight line. Notably, the factory backed Rothmans Porsche team did not make use of the smaller front wings. Many attributed this to the fact that the Rothmans cars used a one piece body undertray which helped increase the downforce generated by the ground effect aerodynamics while the customer 956's used a twin undertry which distupted the air flow and slightly decreased the downforce. The 956 would be officially replaced by the Porsche 962 in 1985, an evolution in the 956's design. The 956 made its debut at the Silverstone 6 Hour race, the second round of the World Championship for Makes with Jacky Ickx and Derek Bell driving for the factory. After missing the following round at the 1000 km Nürburgring for developmental reasons, the Ickx/Bell unit reappeared at the 24 Hours of Le Mans. They led the race for the entire 24 hours, eventually taking the overall win - their third win together. As they had already won in 1981 with a Porsche 936 that had used an early version of the 956 engine, their car had started number 1. The two other factory 956 followed them, so the three factory Porsches finished 1-2-3 in the order of their starting numbers. Boosted by this success, Porsche sold customer versions of the 956 to privateer teams such as Joest Racing, Obermaier Racing, John Fitzpatrick Racing, Richard Lloyd Racing, Kremer Racing and Brun Motorsport who raced them independently of the factory. At the 1985 1000 km of Spa, Bellof died after colliding with Jacky Ickx's newer 962. Safety concerns over the 956 led to its eventual end as teams upgraded to the safer 962. The 956's last win would come courtesy of Joest Racing in the last race of the 1986 WEC season, in what also turned out to be the 956's last race.The overall all-time lap record for the demanding 20 km Nürburgring-Nordschleife circuit in the Eifel Mountains was achieved during the qualifying session for the 1983 1000km of Nürburgring, by Stefan Bellof, who drove his 956 around in 6 minutes 11.13 seconds, at an average speed of 202 km/h (126 mph). The race lap record is held by the same Bellof, during the 1983 1000 km Nürburgring, the lap being clocked at 6:25.91.
  10. Ford C100

    The Ford C100 was supposed to be the ultimate offering from Ford to equal the rest of the pack in the Le Mans 24 Hours and world endurance races Designed and built in 1981 as a Group 6 initially (later to become a Group C car) and sporting a Cosworth DFL B8 engine which was replaced by a 3.3-litre version of the same engine in 1983, after the car had passed to private hands. Five cars are known to have been built. Although the cars were often very quick in qualifying (when they had been fully developed), reliability problems plagued them, and restricted their successes to two Deutsche Rennsport Meisterschaft victories in 1982, and a single Thundersports victory in 1983. Following the end of Ford's involvement in the C100 project in 1983, Zakspeed modified one of the chassis into the C1/4, which used a 1.8-litre turbocharged inline 4 from their Group 5 Ford Capri. The C100 was also evolved into the Zakspeed C1/8, which used the 4-litre Cosworth DFL in a C1/4 chassis. The Zakspeed cars would prove to be far more successful than the C100 had ever been, and Klaus Niedzwiedz used a C1/8 to win the Interserie in 1984. Ford Motor Company began the C100 project in 1981, with Len Bailey, who had also been involved on the successful GT40 project in the past, being the man whom was selected to design it. Bailey penned a car with a shovelled nose at the front, and a lofty decking at the rear, and the car was designed to use a Cosworth V8. However, Bailey soon became disillusioned with the project, and left prior to the development of an updated version for the 1982 season. Tony Southgate was soon called in to look at the C100, and was unimpressed by the car. He stated that the steering rack was misplaced, and that the rear suspension looked like it was designed for a totally different car. The original C100s used a simple aluminium chassis, but an updated model, initially built for Alain de Cadanet, used a stronger aluminium honeycomb chassis. Thompson redesigned the suspension at both ends of the car, which led to a significant reduction in lap time. Impressed with his work, Ford offered Thompson a deal to redevelop the C100 for the 1983 season. Thompson promptly redeveloped the car from scratch, bar its windscreen, and the redeveloped C100s used the same aluminium honeycomb monocoque as the de Cadenet car had, whilst the body was initially made out of glassfibre. Thompson and Keith Duckworth worked on a turbocharged version of the Cosworth DFL V8 engine, and its installation in the C100's chassis. However, a week after the new C100 had undergone its maiden test at Paul Ricard, albeit with a regular DFL as the new engine was not yet ready, Ford pulled the plug on the C100 project. Thompson claimed that the updated C100 developed 4,000 lb (1,814 kg) of downforce in its sprint race configuration, and that it was superior to the Porsche 956. The C100 did, however, suffer from high-speed understeer during the test; Thompson put it down to having a low proportion of front-end downforce. Following the end of the C100's factory development, Zakspeed, whom had helped Ford run their works programme, continued to develop the car themselves, and came up with the Zakspeed C1/4. This car had a stiffer aluminium honeycomb chassis, reworked aerodynamics, and the 1.8-litre turbocharged in line 4 from their Ford Capri Group 5 car, which produced around 560 hp (568 PS; 418 kW). Zakspeed also produced a version of the C1/4 with a 4-litre Cosworth DFL V8, which was dubbed the C1/8. Although Ford attempted to enter the C100 in the 1981 24 Hours of Le Mans, they did not actually attend the event; instead, the car made its début at the Brands Hatch 1000km three months later. Manfred Winkelhock and Klaus Ludwig were selected to drive the works-entered car, and took a debut pole by 1.1 seconds from the works Lola T600 of Guy Edwards and Emilio de Villota. Unfortunately for Ford, a gearbox failure forced the car out after 40 laps, and the Edwards/de Villota Lola went on to win the race. For 1982, four further cars were built, and the cars were used in both the Deutsche Rennsport Meisterschaft (DRM), and the FIA World Endurance Championship (WEC). In his C100, which had now been reclassified as a Group C car, Ludwig opened the 1982 season with a retirement at Zolder, which held the opening round of the DRM, before taking tenth in the second round, held at Hockenheimring (although he had retired after 17 laps, he had completed enough to be classified.) Ford Germany ran one C100 at the 1000 km Monza, which opened the WEC season; Winkelhock, Ludwig and Marc Surer drove C100 #02, although Ford had also initially entered Surer alongside Klaus Niedzwiedz in C100 #03 as a second entry. Yet again, however, the C100 retired; this time due to overheating after 18 laps. Ludwig then missed the Nürburgring round of the DRM, whilst Surer and Niedzwiedz both missed the 6 Hours of Silverstone. However, Winkelhock and Ludwig did attend the latter event, and became the first drivers to finish a race with the C100; eighth, and fifth in the Group C category, was where they finished. The pair retired again in the 1000 km Nürburgring, having suffered a differential failure after 31 laps, but this was enough to classify them in twentieth. The 24 Hours of Le Mans proved to be even less successful; Ford entered four cars, but only two ever competed. Surer and Ludwig drove the C100 #04 chassis, whilst Winkelhock and Niedzwiedz drove the C100 #03 chassis, but both retired due to electrical failure after 71 and 67 laps respectively. Two C100s were entered at the Norisring round of the DRM, with Winkelhock and Ludwig being selected to drive them. Winkelhock brought his car home in second place, for the C100's first podium, finishing one second behind the Porsche 956 of Jochen Mass, whilst Ludwig finished in eighth, two laps behind the leading duo. The next round, held at Hockenheimring, saw Ludwig go one better than Winkelhock's performance at Norisring, as he won the race by just under five seconds from Niedzwiedz in a Zakspeed Capri Turbo, although Winkelhock retired due to ignition problems after 11 laps. The DRM then held its third Hockenheim round of the season, but Ludwig retired with transmission problems after 28 laps. The C100 then returned to international competition in the 1000km Spa, where Surer and Ludwig drove the #05 car, and Winkelhock partnered Niedzwiedz in the #03 car. Once again, however, it was unsuccessful; the Surer/Ludwig car retired due to fuel pump failure after 124 laps, whilst the other C100 finished the race, but only completed 123 laps, and was classified in eighteenth overall, ninth in the Group C category. Two C100s were entered in the DRM season finale, once again held at Nürburgring; however only one actually raced, and Ludwig drove it to victory, beating Niedzwiedz's Capri by over 37 seconds. Ford ended the season by entering three cars at the Brands Hatch 1000 km; Surer, Ludwig and Winkelhock in C100 #03, Winkelhock and Niedzwiedz in C100 #05, whilst Jonathan Palmer and Desiree Wilson were entered in C100 #04. The C100s were dominant in qualifying, with the Surer/Ludwig/Winkelhock car taking pole, and the Winkelhock/Niedzwiedz car taking second; the works Lancia LC1s in third and fourth were nearly two seconds slower, although the Palmer/Wilson C100 was qualified in eighth. Although the Winkelhock/Niedzwiedz car was badly damaged in an enormous accident after four laps, both of the other C100s finished; Palmer and Wilson brought their car home in fourth, and second in class, whilst the Surer/Ludwig/Winkelhock car finished directly behind them. Ludwig was the highest placed C100 driver in both the WEC and the DRM, as he finished joint-39th in the WEC, with eleven points, and fourth in the DRM, with 83 points. For 1983, Ford ended the C100 program, and sold C100 #04 to Peer Racing, who promptly replaced the 4-litre Cosworth DFL engine with a 3.3-litre version. Peer Racing entered David Kennedy and Martin Birrane in the new Thundersports series, but the pair crashed out of the season opener, held at Brands Hatch. They then attempted to enter the 1000 km Silverstone, which was part of the WEC, but did not attend the event. The team then entered the second Brands Hatch round of the Thundersports season, and took second, finishing a lap down on the Lola T530-Chevrolet Can-Am of John Foulston and Brian Cocks. François Migault joined the team for the 24 Hours of Le Mans, but a fuel pressure problem forced the team into retirement after 16 laps. Kennedy and Birane then retired again in the Thruxton round of the Thundersports series, after a puncture caused the suspension to fail after nine laps. Jim Crawford replaced Birrane at Donington Park, and the car took its last ever victory, winning by a lap over the Lola T594-Mazda of Pete Lovett and Jeff Allam. This would also prove to be the car's last ever finish; an accident in practice prevented Birrane and Kennedy from running the car in the Brands Hatch 1000 km, whilst Kennedy and Rupert Keegan crashed out of the final race of the Thundersports season, also held at Brands Hatch. This proved to be the last time a C100 was entered in a major race. Zakspeed, meanwhile, initially focused on the DRM, and had both a C1/4 and a C1/8 ready for the opening round of the season, which was held at Zolder. Ludwig drove the C1/4, whilst Niedzwiedz drove the C1/8, but neither driver was classified at the end of the race. Although Ludwig was not classified at the following round, held at the Hockenheimring, Niedzwiedz won the race by over a minute, and took the fastest lap in the process. AVUS saw a turbo failure put Ludwig out after 3 laps, but Niedzwiedz came home in third. Ludwig finished for the first time at the next round, held at Mainz Finthen Airport; he came home second, whilst Niedzwiedz finished fifth. Although neither car finished at Norisring, Ludwig led Niedzwiedz home at Diepholz in second place. Niedzwiedz thus finished the season in third place, whilst Ludwig took fifth. Following the end of the season, Zakspeed turned their attention to the Interserie. At Siegerland, Jörg van Ommen drove the C1/4, whilst Niedzwiedz remained with the C1/8; although the latter retired after 21 laps with differential problems, van Ommen won the race and took the fastest lap. He followed this by taking second in the second race, whilst Niedzwiedz was unable to make the start of that race. For the final race of the season at Hockenheim, Ludwig was back in the C1/4, and finished second, whilst the C1/8 was not used at this event. Despite only competing in two races, van Ommen finished sixth in the driver's standings. In 1984, the C1/4 was not used, and the C1/8 ran a full season in both the DRM and the Interserie. Although the C1/8 was not used in the opening round of the season, Niedzwiedz took victory in the next round at Zeltweg, winning both heats in the process. He followed this with another dominant victory at the Nürburgring. The C1/8 was then entered in the opening Norisring round of the DRM season, but gearbox issues restricted Niedzwiedz to tenth place, last of the classified drivers. Jochen Dauer, meanwhile, had driven a second C1/8, but he could do no better than seventh. Niedzwiedz dominated again in the next round of the Interserie, held at Erding, but the team's attempt to run the C1/8 at the 1000 km Nürburgring ended with a driveshaft failure after two laps. At the Diepholz round of the DRM, Niedzwiedz came home fourth, and he followed this with another win in the Interserie, this time at Most. For the first time that year, Niedzwiedz came second in the following race at Siegerland, beaten by Henri Pescarolo in a Joest Porsche 956. A fourth-place finish in the Nürburgring round of the DRM followed before Niedzwiedz retired from the final round of the Interserie, which was also held at the Nürburgring. Niedzwiedz took the driver's championship in the 1984 by 20 points from Roland Binder in the Lola T296 BMW, whilst finishing twelfth in the DRM driver's standings. In 1985, Zakspeed once again began to use the C1/4. Niedzwiedz remained with the team and the C1/8 in order to defend his Interserie crown, and he began the season with a fourth at the Nürburgring and a third at Hockenheim. For Wunstorf, Niedzwiedz switched to the C1/4, and finished fourth once again. Niedzwiedz remained in the C1/4 for AVUS, and Franz Konrad drove the C1/8; however, Niedzwiedz retired from the second heat and, despite winning the first heat, came sixth overall, and Konrad only competed in the second race. Niedzwiedz was the only Zakspeed driver at Zeltweg, but he had problems in the second heat and was not officially classified. Jan Thoelke was selected to drive the C1/8 at Erding, and he took fifth, with the Kumsan Tiger Team taking over that car; Niedzwiedz, in his C1/4, took second. Both teams then went to the first, and only, dedicated DRM race of that season, held at Norisring; Thoelke did not start the race, and Niedzwiedz came home in 13th. Kumsan Tiger Team then took their C1/8 to the 1000 km Hockenheim, part of the WEC, but only completed 77 laps and were not classified. Both teams then returned to the Interserie; Konrad replaced Niedzwiedz at Zakspeed, but was not classified after not competing in the second race, whilst Thoelke came home sixth. Although Niedzwiedz was supposed to return to Zakspeed for the next round at Most, no Zakspeed entry ran in that race; Thoelke came home fifth in his car. For Siegerland, Ludwig had returned to Zakspeed, and he finished third, whilst Thoelke took another fifth-place finish. Ludwig repeated the feat at the Nürburgring, whilst Thoelke was not classified. Niedzwiedz finished the season in ninth place in the driver's championship, whilst Thoelke was 13th, Ludwig 18th, and Konrad 19th. The C1/4 was retired at the end of 1985, and never ran again. Zakspeed selected Dauer to drive their C1/8, whilst Thoelke drove in several events in his C1/8, both as a privateer and under the Derichs Rennwagen banner. The first appearance of 1986 for both C1/8 entries came at the Hockenheim round of the Supercup, which had replaced the DRM; Dauer retired, whilst Thoelke finished ninth. Both teams ran at the next ADAC Supercup event, which was the 100 Miles of Norisring and also formed part of the World Sports Prototype Championship; both cars retired without completing half of the race distance. Dauer then switched back to the Interserie for the Zeltweg round, and was classified in seventh place. He followed this with eighth place at both Most and Siegerland, whilst several entries for Thoelke did not actually result in any racing. Dauer was not classified in the Nürburgring Supersprint round of the Supercup, and finished the Interserie season with a fourth place at the second Zeltweg round. He was classified in 13th in the Interserie. Dauer then entered the C1/8 privately at the 500 km Kyalami, but retired on lap 61 with fuel injection issues. In 1987, the C1/8 was only used twice. It was now permanently in Dauer's hands, and, driving for Victor Dauer Racing, he raced at Hockenheim and Most, taking fifth in the latter; however, he spent most of the season driving a Porsche 962C, and would eventually take fifth overall in the driver's standings. The C1/8 did not figure in Dauer's plans at all for 1988, and instead, Mike Baretta was chosen to drive it. However, by now, it was past its best, and Baretta never finished any higher than tenth overall in any round. However, it was at least fairly reliable, and this helped him to finish joint-fifth in the driver's championship, level with Walter Lechner; he was also the highest placed non-Porsche driver. The C1/8 never raced again after the end of the 1988 season.
  11. Henry 'Tim' Birkin

    Legendary British driver, one of the original Bentley Boys, Henry 'Tim' Birkin went on to taking Bentley to the forefront of motor racing in the 1920's. In 1921 he turned to motor racing, competing a few races at Brooklands. Business and family pressure then forced him to retire from the tracks until 1927 when he entered a three litre Bentley for a six-hour race. For 1928 he acquired a 4½ litre car and after some good results decided to return to motor racing, very much against his family's wishes. Soon the little Bentley driver, racing with a blue and white spotted silk scarf around his neck, would be a familiar sight on the race tracks driving with the works team (the "Bentley Boys"). In 1928 Birkin entered the Le Mans race again, leading the first twenty laps until a jammed wheel forced him to drop back, finishing fifth with co-driver Jean Chassagne who heroically rescued the abandoned, damaged car, winning the hearts of the crowds; Chassagne received a trophy from W O Bentley in recognition of this extraordinary feat. The next year he was back as winner, racing the 'Speed Six' as co-driver to Woolf Barnato. If Bentley wanted a more powerful car he developed a bigger model and the Speed Six was a huge car. Ettore Bugatti once referred to the Bentley as "the world's fastest lorry".Back in 1928 however, Birkin had come to the conclusion that the future lay in getting more power from a lighter model by fitting a supercharger to the 4½ litre Bentley. When Bentley Motors refused to create the supercharged model Birkin sought he determined to develop it himself. With technical help from Clive Gallop and supercharger specialist Amherst Villiers, and with Dorothy Paget financing the project after his own money had run out, Birkin rebuilt the car at the engineering works he had set up for the purpose at Welwyn Garden City in Hertfordshire. Adding a huge Roots-type supercharger ("blower") in front of the radiator driven straight from the crankshaft gave the car a unique appearance. The 242 bhp 'Blower Bentley' was born. The first car, a stripped down Brooklands racer known as Bentley Blower No.1, first appeared at the Essex six hour race at Brooklands on 29 June 1929. However, the car initially proved to be very unreliable. W.O. Bentley himself had never accepted the blower Bentley. Nevertheless, with Wolf Barnato's support, Birkin persuaded "W.O." to produce the fifty supercharged cars necessary for the model to be accepted for the Le Mans 24 Hours race. In addition to these production cars built by Bentley Motors, Birkin put together a racing team of four remodelled "prototypes" (three road cars for Le Mans and Blower No.1) and assembled a fifth car from spare parts. Birkin's blower Bentleys were too late for Le Mans in 1929 and only two of the cars reached the start line in 1930. After an epic duel between Dudley Benjafield and Birkin's privately entered blower Bentleys and Rudolf Caracciola's Mercedes SSK all three retired, leaving the victory to the Bentley works team Speed Six of Barnato and Glen Kidston. Birkin's courage and fearless driving, in particular his selflessly harrying Caracciola into submission, are regarded as embodying the true spirit of the Vintage Racing era.
  12. Derek Bell

    British driver, five times winner of Le Mans 24 Hours, three times Daytona 24 winner and the two times World Sports Car champion. Derek began racing as an amateur in a Lotus 7 at Goodwood, winning his first ever race in March 1964, in the wet. He quickly progressed to Formula 3 and then Formula 2 with the backing of his step-father’s Church Farm Racing team, turning professional within three years when Enzo Ferrari offered him a Formula 2 drive in the Monza Lotteria. Between 1968 and 1974 he competed in 16 Formula 1 Grand Prix, racing for Ferrari, McLaren, Surtees and Tecno, with a single World Championship point to his credit, driving a Surtees to sixth place at the US Grand Prix, Watkins Glen, in 1970. Derek’s real talent lay with endurance racing, where he has become a legend. He won back to back World Sports Car Championship titles in 1985 and 1986, three 24 Hours of Daytona in 1986, 1987 and 1989 and five Le Mans victories in 1975, 1981, 1982, 1986 and 1987. Derek’s consistent team mate during this period was Jacky Ickx, racing several Porsche types together, including the Porsche 936, the Porsche 956 and the Porsche 962. The Bell/Ickx is partnership is considered as one of the most famous driver pairings in motorsport history. He was at his prime during the 1980’s and early 1990’s, becoming the most successful driver of all-time during the reign of the Porsche 956 and Porsche 962, achieving no fewer than 16 outright victories in the World Endurance Championship and 19 in the IMSA Camel GT Championship, a total of 35 wins in seven years. In 1970 he filmed the cult movie Le Mans with the iconic film star Steve McQueen becoming friends with the man who stated 'You know, I'm not an actor. I just play myself', who proved to be just as talented behind the wheel of a race car as he was on screen. During the course of filming Derek showed that motorsport, even for the silver screen, can be a dangerous business, suffering burns to his face when the Ferrari 512 he was driving caught fire following a racing sequence on the Le Mans circuit.
  13. Henri Pescarolo

    Henri Jacques William Pescarolo (born 25 September 1942) is a former racing driver from France. He competed in the 24 Hours of Le Mans a record 33 times, winning on four occasions, and won a number of other major sports car events including the 24 Hours of Daytona. He also participated in 64 Formula One World Championship Grands Prix, achieving one podium and 12 championship points. Pescarolo also drove in the Dakar Rally in the 1990s, before retiring from racing at the age of 57. In 2000 he set up his eponymous racing team, Pescarolo Sport, which competed in Le Mans until 2013. He wore a distinctive green helmet and wears a full-face beard that partially covers burns suffered in a crash. Pescarolo began his career in 1965 with a Lotus Seven. He was successful enough to be offered a third car in the Matra Formula 3 team for 1966, but the car was not ready until mid-season. However, in 1967 he won the European Championship with Matra and was promoted to Formula 2 for 1968. That season he was team-mate to Jean-Pierre Beltoise and achieved several second places and a win at Albi, which led to him being given a drive in Matra's Formula One team for the last three races of 1968. His career suffered a setback, in 1969, when he crashed on the Mulsanne Straight at Le Mans whilst testing the Matra sports car. Pescarolo was badly burned and did not compete again until mid-season. He returned at the German GP where he drove a Formula 2 Matra into fifth place winning the small capacity class, in his only Grand Prix race that season. For 1970 Pescarolo was signed full-time by Matra for their Formula One team and once again as team-mate to Beltoise, put in a solid season with a third place at the Monaco Grand Prix being the high point. He also won the Paris 1000 km and Buenos Aires 1000 km sports car races partnered with Beltoise. Pescarolo was not retained by Matra, and in 1971, 1972, and 1973 with Motul sponsorship, he drove for the fledgling Formula One team run by the young Frank Williams, but with little success. In 1974, Pescarolo drove for BRM, again with Motul backing, but the team's best days were gone and a ninth place in Argentina was his best result in a season with many retirements. Pescarolo did not compete in Formula One in 1975 but returned to the championship in 1976 with a Surtees privately entered by BS Fabrications. Although neither car or driver was considered to be competitive, failing to qualify for 2 of 9 Grands Prix entered. Pescarolo did begin to show speed in the final 5 races, event scoring a season's best finish of 9th at the 1976 Austrian Grand Prix. After Pescarolo's retirement from Formula One, he went on to start his own team, which competed until 2012 in the Le Mans Endurance Series and the 24 Hours of Le Mans, which he won as a driver four times (1972, 1973, 1974 and 1984). His team, Pescarolo Sport, was notably sponsored by Sony's PlayStation 2 and by Gran Turismo 4. During the five years that Pescarolo has campaigned Courage C60 prototypes, so many modifications have been made to the model that Courage allowed the team to name the car after themselves, such was the differences between their model and the standard C60. In 2005, it was developed further still to meet the "hybrid" regulations, before the change to LMP1/2 format. In 1977, 1978 and 1979 Pescarolo drove in Australia's most famous motor race, the Bathurst 1000 for touring cars held at the Mount Panorama Circuit, driving on all three occasions with 1974 race winner John Goss. Unfortunately, all races resulted in a DNF for the Goss built Ford XC Falcon GS500 Hardtops, completing only 113 laps (of 163) in 1977, 68 in 1978 and 118 in 1979. The 1977 race saw Pescarolo's Le Mans rival Jacky Ickx win the race in a semi-works Falcon driving with Allan Moffat. Pescarolo holds the record for Le Mans starts with 33 and has won the race on four occasions as a driver. He has yet to win the race as a team owner, coming very close in 2005 with the Pescarolo C60H. His team did manage to win the LMES championship in the same year. His team was also second at Le Mans in 2006, followed by a third in 2007 behind a pair of diesel-powered prototypes.
  14. Le Mans 24 Hours 2018 Poster

    The ACO has just unveiled a brand new poster for the 2018 Le Mans 24 Hours race on 16th - 17th June 2018 Here's the video unveiling - Enjoy!
  15. Toyota took its fifth win of the season in tonight’s 2017 FIA World Endurance Championship finale, the 6 Hours of Bahrain. The No.8 of Sébastien Buemi, Kazuki Nakajima and Anthony Davidson won ahead of the two departing Porsche 919 Hybrids, the German cars appearing for the last time in the WEC. The paddock has united this weekend to pay tribute to the most successful car of the recent era, and the team which has won three consecutive FIA World Endurance Manufacturer Championships. Read more here https://autoevoke.com/2017/11/18/toyota-win-bahrain-ferraris-calado-pier-guidi-crowned-fia-gt-world-champions/
  16. Goodwood Festival of Speed

    Goodwood Festival of Speed
  17. WEC Fan Survey - Results

    Well, here are the results of the WEC Fan Survey to determine the way forward for the WEC series. Read more here https://autoevoke.com/2017/11/17/wec-fan-survey/
  18. Masters Historic Racing - Test Day

    Masters Historic Racing series Test Day at Brands Hatch - an opportunity to view the 2018 race series competitors in action
  19. Silverstone Classic

    Now entering its 28th season, the trail-blazing Silverstone Classic is firmly established as the world’s biggest classic motor racing festival featuring unparalleled grids of historic competition machinery, record-breaking anniversary parades plus epic in-field displays putting the spotlight on more than 10,000 classic cars. Live music from popular bands and a dazzling array of family entertainment all add to the annual high-octane extravaganza, which now regularly attracts more than 100,000 visitors. Staged at the country’s premier motor racing circuit, the 2018 Silverstone Classic will be held between 20-22 July, two weeks after the British Grand Prix. The date remains provisional, though, until the Formula One World Championship calendar is rubber-stamped by the FIA in December.
  20. Ford scored a hard-fought victory at the 6 Hours of Shanghai today as Andy Priaulx and Harry Tincknell claimed their second LMGTE Pro win of the 2017 FIA World Endurance Championship season Ford scored a hard-fought victory at the 6 Hours of Shanghai today as Andy Priaulx and Harry Tincknell claimed their second LMGTE Pro win of the 2017 FIA World Endurance Championship season. In doing so, the British duo thrust themselves back into championship contention in their No.67 Ford Ganassi Team UK Ford GT. Read more here https://autoevoke.com/2017/11/05/ford-take-win-epic-duel-ferrari-seals-gt-manufacturers-title/
  21. A dominant victory in the penultimate round of the 2017 FIA World Endurance Championship for Toyota was not enough to prevent Porsche from winning the World Manufacturers’ Championship today in Shanghai A dominant victory in the penultimate round of the 2017 FIA World Endurance Championship for Toyota was not enough to prevent Porsche from winning the World Manufacturers’ Championship today in Shanghai. Second place for the No.2 Porsche 919 Hybrid crew of Timo Bernhard, Earl Bamber and Brendon Hartley gave them a well-deserved 2017 FIA World Endurance Drivers’ title with one round remaining. It is Bernhard and Hartley’s second championship title (first in 2015) and Bamber’s first. Read more here https://autoevoke.com/2017/11/05/toyota-takes-win-shanghai-porsche-seals-wec-titles/
  22. Algarve Classic Festival

    http://algarveclassicfestival.com/ Location: GPS: 37º 13' 19'' N 008º 37' 46'' W The Algarve Classic Festival takes place each year in the late Autumn Algarve sunshine and has become a favourite way to finish the year. This modern three-mile Algarve Circuit is a highly challenging and highly rewarding drivers’ circuit and the three-day Algarve Classic Festival offers competitors a huge amount of track time. Combined with the balmy weather, a relaxed friendly atmosphere and a great social life, it is easy to see why this event has become so popular. http://www.motorracinglegends.com/wp-content/uploads/ACF-2017-Timetable.pdf http://www.motorracinglegends.com/wp-content/uploads/AlgarveCFfinalinstructions2017final.pdf The Motor Racing Legends grids always feature plenty of track time, but the highlight has to be the two-hour race into the sunset for the 50s Sports Cars – for both Woodcote Trophy and Stirling Moss Trophy cars. The Historic Touring Cars also have a great deal of track time, with races on both days. Visit the Algarve Classic website to find out more.
  23. Hi

    Hi all, I'm AutoEvoke (aka Trevor) and I run this site, my Motorsport interests are Historic, Classic and Endurance racing and attend many events each year in the UK and Europe. Hope you find the site interesting and look forward to chatting to you all in due course Cheers!
  24. Circuit Paul Ricard (France)

    The Circuit offers 167 different track solutions (from 826 to 5,861 meters) for the objectives of everyone in developing cars and training for competition The main track of the Circuit Paul Ricard could be divided into 2 tracks that can be used independently and simultaneously: The 5.8 km is the longest track for the majority of races and aerodynamic tests The 3.8 km is the track for single-seaters races The Paul Ricard Circuit has also additional tracks: The 1.8 km track is used for driving courses The Dynamic Driving Centre is a wet track of 128 meters for preventive driving courses with cars and motorbike The Driving Center is a 1.6 km leisure track dedicated to motorsports for driving and road safety open to everyone
  25. Silverstone Circuit located near Towcester, Northamptonshire 52°4′43″N 1°1′1″W Length 3.661 miles (5.891 km) Turns 18 Capacity 150.000 Website http://www.silverstone.co.uk/ Overview Silverstone is the current home of the British Grand Prix, which it first hosted in 1948. The 1950 British Grand Prix at Silverstone was the first race in the newly created World Championship of Drivers. The race rotated between Silverstone, Aintree and Brands Hatch from 1955 to 1986, but relocated permanently to Silverstone in 1987. The circuit also hosts the British round of the MotoGP series. LINKS Disabled access information http://www.silverstone.co.uk/visiting/disabled-information/ Camping http://www.silverstone.co.uk/visiting/accommodation-cat/camping/
  26. Trackside Folding Chairs

    So whats your thoughts on the best trackside folding chair? How about this one? http://www.ebay.co.uk/itm/iFlight-Mesh-Chair-with-Folding-Arms-for-FPV-Racing-Quadcopter-Pratice-/192238787390?hash=item2cc2531b3e:g:BVoAAOSwceNZXPmM
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