Red Mist

A sea of Ferrari Red will take over The Quail in honor of one of the most iconic supercars ever created. The Ferrari F50, which was unveiled in 1995 to celebrate Ferrari’s 50th anniversary, was designed to replicate the experience of driving a F1 race car, incorporating a V12 engine for maximum power and minimal driver aids. With only 349 examples produced, this class will showcase one of Ferrari’s rarest and most eye-catching designs.

American Iron

The 60th anniversary of the Shelby Mustang GT350 class will host some of the finest examples of classic American horsepower. Born from Ford’s challenge to Carroll Shelby to modify the Mustang, the Shelby GT350 is a high-performance, special-edition Mustang that holds a special place in car culture and helped shape the muscle car industry.

Italian Grace

Highlighting the unique combination of classic Italian styling paired with rumbling American V8 engines, the 60th Anniversary of the Iso Grifo class will feature dozens of the limited grand tourer. Intended to compete with similar models from Ferrari and Maserati, it is renowned among collectors for its sleek design and cutting-edge technology.

Pinnacle of Motorsports

Race fans are sure to enjoy the Liveries of F1 class, which will feature some of the most memorable and eye-catching cars and liveries in F1 history, from a variety of eras.

Event Director Courtney Ferrante

“Over the past two decades, The Quail, A Motorsports Gathering has evolved into one of the most anticipated motorsports events and is truly a one-of-a-kind experience,” said Courtney Ferrante, director of The Quail, Peninsula Signature Events. “It’s an opportunity to celebrate the best of motoring, see unveilings from the world’s most respected car brands and a place to enjoy global cuisine with like-minded friends.”

The Quail, A Motorsports Gathering will also feature eight returning traditional classes, including Custom Coach Work, Pre-War Sports and Racing Cars, Post-War Sports Cars 1945-1960, Post-War Sports Cars 1961-1975, Post-War Racing Cars, Sports and Racing Motorcycles, the Evolution of the Supercar and the Great Ferraris. Guests of the highly anticipated event will enjoy a lavish garden-party experience featuring themed gourmet food pavilions, libations, the Fireside Chat with a special guest and live entertainment.

Above content © 2024 The Quail, reviewed and edited by Rex McAfee

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Providing a focus for the cars, bikes, drivers and riders that gather for the world’s greatest celebration of motorsport and car culture in July, the Festival of Speed’s annual theme gives fans an indication as to what they can expect to see at the event.

2025’s theme – ‘The Winning Formula – Champions and Challengers’ – is inspired by the 75th anniversary of the Formula 1 World Championship. From its inception in 1950, Formula 1’s relentless pursuit of excellence has inspired all forms of racing – leading the charge in innovation and ambition whilst setting new standards in speed, technology, and design. F1 fans can check out the latest F1 hats the 2024 season if you’re keen to celebrate as well.

Combining the Past with the Future

The Festival of Speed will showcase the sport’s quest to find ‘The Winning Formula’, bringing together the past, present and future F1 with the event’s biggest-ever celebration of the series. Fans can look forward to seeing legendary cars, drivers, teams, designers and personalities from the very pinnacle of motorsport, with further details of the celebration due to be announced in January.

Also inspiring ‘The Winning Formula’ will be the 125 years of competition and innovation that have shaped modern motorsport, including the 125th anniversary of both the Gordon Bennett Cup and the Thousand Mile Trial; as well as the 100th anniversary of the World Manufacturers’ Championship, won by Alfa Romeo with the groundbreaking P2.

Uniquely, the Festival of Speed welcomes competitors from every major championship in world motorsport, including the World Endurance Championship, World Rally Championship, Formula E, IndyCar, Nascar, Dakar, MotoGp and World Superbikes. All will play their part in celebrating ‘The Winning Formula’.

The Duke comments

The Duke of Richmond CBE DL, founder of the Festival of Speed, said: “The Festival of Speed is uniquely placed to reflect on motorsport’s rich history and heritage and I am delighted that in 2025 we will do this through the lens of ‘The Winning Formula’. Individuals, teams, vehicles and championships have always embodied this mindset to push the boundaries of achievement, never more so than in Formula 1, which next year celebrates the 75th anniversary of its World Championship. Having recently celebrated 75 years of motorsport at Goodwood, we know what a significant anniversary this is for Formula 1, and we’re looking forward to paying our own tribute as part of the worldwide festivities.”

Karun Chandhok

Karun Chandhok, friend of the Festival of Speed said: “The team at Goodwood always do such a fantastic job of bringing together the most incredible cars, bikes, drivers, riders and teams. I can’t wait to see what and who they have lined up for ‘The Winning Formula’ and I’m hoping they might even let me get behind the wheel of something special!”

Details

The Festival of Speed presented by Mastercard takes place Thursday 10 – Sunday 13 July 2025.

Tickets are available HERE

Above content © 2024 Goodwood, reviewed and edited by Rex McAfee

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The genesis of the remarkable 250 GT California Spider took place in the final days of 1957, when Ferrari’s prominent West Coast importer John von Neumann recognized an unfulfilled niche in the American market. He envisioned a dual-purpose, open Ferrari targeted at affluent enthusiasts who craved a thoroughbred sports car that could turn heads on Hollywood Boulevard and clinch victories at the new Laguna Seca circuit with equal aplomb. This concept found a powerful ally in Luigi Chinetti, Ferrari’s official New York-based importer, whose support would prove instrumental in bringing the ambitious project to fruition.

Chinetti’s unique influence transcended far beyond his position as Ferrari’s first importer in the U.S. As a three-time Le Mans winner (1932, 1934, and 1949) and the founder of North American Racing Team (N.A.R.T.), Chinetti brought unmatched competition experience and a close personal relationship with Enzo Ferrari. With Enzo’s endorsement, Scaglietti in Modena was given the green light to craft the now legendary California Spider. Where the concurrent 250 GT Cabriolet shared its shape and mechanicals with the 250 GT Coupe, the Spider was a direct evolution of the revered Ferrari 250 GT LWB (Long Wheelbase) Berlinetta “Tour de France”—one of the most significant models in Ferrari’s competitive history.

Production encompassed two series on the Type 508 chassis platform before transitioning to SWB (Short Wheelbase) production in 1960. The initial LWB models were built on the Berlinetta’s 102-inch-wheelbase Type 508 C chassis while maintaining the Berlinetta’s Pinin Farina-designed body profile below the waistline. A second LWB series retaining the same 102-inch wheelbase termed the Type 508 D, was produced from December 1958 to the end of 1959 in approximately 27 examples—amounting to just 50 total LWB California Spiders. These later examples benefitted from the Type 128 D engine with reinforced connecting rods and crankshaft, revised rear wheel arches, and open headlights on some examples. Of these, a mere ten cars were supplied in the most desirable Competizione specification, with just eight of these wearing full aluminum coachwork and equipped with competition features.

CHASSIS NUMBER 1451 GT

Chassis number 1451 GT is the second of just eight aluminum-bodied Competizione examples, boasting an impeccable Le Mans history and representing one of the most significant competition Ferraris in existence. According to an exhaustive report compiled by Ferrari Historian Marcel Massini, its production began on 18 May 1959 when the Type 508 D chassis was dispatched to Carrozzeria Scaglietti in Modena for fitment of its aluminum coachwork. Meanwhile, its competition-specification, Type 508 D ribbed gearbox with a 3:55:1 final drive ratio, and outside-plug, Type 128 F engine topped with Testa Rossa high lift camshafts and triple Weber 40 DCL6 carburetors—the first of its kind fitted in a California Spider—were completed on 12 and 13 June respectively. Other unique competition features included a 9.6:1 compression ratio resulting in 262.5 horsepower, an external oil cooler, stiffer suspension, and a long-range, 35-gallon fuel tank with an external fuel filler cap. Final chassis assembly was completed on 15 June, a mere five days before the 1959 24 Hours of Le Mans where it was set to be campaigned by Chinetti’s N.A.R.T. in the hands of its first owner Robert “Bob” Grossman and co-driver Fernand Tavano.

Grossman, who owned and operated franchises for Jaguar, Alfa Romeo, and Volkswagen in New York, had raced in SCCA events in the mid-1950s with considerable success including an SCCA G Production title. He had even campaigned another LWB California Spider—likely chassis 0919 GT—purchased through Chinetti, but felt that he could not challenge the Corvettes in SCCA Class B competition. Chinetti promised a solution, delivering Competizione chassis 1451 GT through his Luigi Chinetti Motors. The Ferrari’s arrival to Circuit de la Sarthe was so hurried, in fact, that Grossman recalled in Stanley Nowak’s Ferrari California Spider that “a ‘flash’ of paint covered the primer and the unfinished seats were covered with ‘rags.’” This, nor the fact that Grossman had never driven at Le Mans and his co-driver spoke little English, prevented him from achieving the single most successful result in a 250 GT California Spider in competition, with a remarkable fifth-place overall finish and third in the GT class at Le Mans.

Post Le Mans

Following its racing debut, the Spider was returned to the factory where it was finished properly in metallic silver. The car was then imported to the United States later that summer where Grossman continued his impressive 1959 season behind the wheel of chassis 1451 GT, including a victory at SCCA National Races in Montgomery, New York. A protest at that event for using a “non-standard oil cooler” resulted in Grossman running the car in the D Modified class for the remainder of the season, which included a sixth overall and second in class finish at Thompson, Connecticut in September and participation in the Sixth Annual International Speed Weeks at Nassau, Bahamas in December. The event spanned five races over three days, and saw Grossman secure a first in class, a first overall, and the Governers Cup for both five-lap and twelve-lap races.

A new decade

The 1960 season proved even more successful, with Grossman securing outright victories at Marlboro (April and July), SCCA Nationals at Bridgehampton (May), and the Vanderbilt Cup at Roosevelt Raceway (June). He also achieved first in class at Virginia International Raceway that May, followed by notable second-place overall finishes at Thompson Nationals and Watkins Glen in September. The car’s competition career concluded when Grossman opted to purchase the then newly-available 250 GT SWB Berlinetta Competizione, parting ways with chassis 1451 GT which he would not see again for 20 years.

Missing in action

The car’s whereabouts remained unrecorded until the early 1970s when it surfaced in the care of a Maryland banker. Subsequently discovered in Florida by collector Gerald Sutterfield, the car was authenticated by marque specialist Stan Nowak as Grossman’s former Le Mans competition chassis. Though offered back to Grossman, it passed instead to Sidney Stoldt, a New Jersey-based VSCA member, who demonstrated the car’s sound mechanical condition at the time by driving it back north.

The car reportedly passed to Connecticut-based collector Paul Pappalardo before selling to Jon Masterson of Long Beach, California in 1981. Under Masterson’s ownership, the car immediately underwent a comprehensive restoration that would set new standards in Ferrari preservation. Opting for a period-correct Rosso Corsa finish with a tan leather-trimmed interior, other minor alterations were made from the car’s original competition appearance, including the omission of the auxiliary lights, bug deflector, and roundel decals, while the previously removed external fuel filler was restored.

The high quality of this restoration was validated through an impressive sequence of concours victories and competition appearances spanning more than a decade. The car’s post-restoration debut at the 1983 Pebble Beach Concours d’Elegance secured First in Class for Postwar European through 1960 Open Cars, followed by Best of Show at the Ferrari Club of America Concours at Lake Lanier, Georgia in 1984. In 1986, the car captured Best of Show at the Palm Beach Concours d’Elegance, and its significance was further documented in Stanley Nowak’s definitive work Ferrari Spider California. International recognition came through its appearance at the 1990 Bagatelle Concours in Paris, where it received the Franklin Mint Award.

Vintage Racing

The car’s dual-purpose nature was particularly evident in the 1990s, with Masterson campaigning successful outings at the Monterey Historics on four separate occasions and completing the challenging Colorado Grand in 1990. It also maintained a strong presence on the Concours circuit, returning to Pebble Beach in 1994 for the dedicated Ferrari Grand Touring Spiders Class (M-2) and appearing at Cavallino Classic events into the 2000s.

After nearly three decades of ownership, Masterson sold chassis 1451 GT to Martin Gruss of New York in 2007. The California Spider promptly resumed its active show circuit presence, making its first appearance under new ownership at the 2008 Palm Beach Cavallino Classic XVIII. That same year marked another significant milestone when the car received its Ferrari Classiche certification, confirming the authenticity of its original chassis, body, Type 128 F competition-specification engine, Type 508 D gearbox, and correct-type rear differential.

The car continued to be exercised and shown in 2009, with participation in the demanding Copperstate 1000 and concours appearances at both the Ferrari Club of America National Meet at Elkhart Lake and the 5th Annual Masterpiece Concours in Milwaukee, Wisconsin. After taking part in the Cavallino Classic historic races at Palm Beach, Gruss undertook the significant decision to commission a complete restoration aimed at returning the car to its original Le Mans configuration. This comprehensive work was entrusted to the renowned Ferrari specialists at Wayne Obry’s Motion Products Inc., who completed the restoration in 2011.

The California Spider made an impressive return to the show field that same year, debuting in its original competition livery at the Palm Beach Cavallino Classic XX where it secured a Platino award. The restoration was put through its paces during the Le 250 Tornano a Casa rally across France and Italy in 2014, before returning to Pebble Beach for a third time to take Third in the Ferrari Competition Class (M-2). In 2016, a fitting tribute to the car’s competition heritage came at the 53rd Annual Ferrari Club of America National Meet in Columbus, Ohio, where it received the N.A.R.T. Award. Acquired by its current owner in 2017, the California Spider once again graced the Pebble Beach Concours d’Elegance in 2024, where it was prominently displayed at Casa Ferrari.

A California Spider without peer

Chassis 1451 GT, the second of just eight aluminum-bodied Competizione LWB California Spiders and the first to be equipped from the factory with the competition-specification Type 128 F engine stands as the definitive example of Ferrari’s legendary dual-purpose sports car. Its extraordinary debut at the 1959 24 Hours of Le Mans alone would secure its place in Ferrari competition history, yet it was merely the beginning of an illustrious career that would span both racing and concours excellence. From its numerous appearances at Pebble Beach to its participation in the world’s most exclusive historic motoring events, chassis 1451 GT has consistently demonstrated the dual-purpose versatility that defines the California Spider legend. The car’s exceptional status is furthered by its remarkable preservation of original components through multiple carefully considered restorations, as confirmed by its Ferrari Classiche certification.

Few Ferraris of any era can match chassis 1451 GT’s combination of period racing success, long-term preservation, and continued significance in concours venues. Its existence helps define the very essence of what makes the 250 GT California Spider so revered—a car equally capable of securing podium finishes at Le Mans and best-in-show awards on the world’s most exclusive show fields. In this way, chassis 1451 GT represents not just the finest example of its type, but stands as the very cornerstone of the California Spider’s legendary status among the most significant road-going competition Ferraris ever produced.

Above content © 2024 Broad Arrow / Hagerty,  reviewed and edited by Rex McAfee

2024 Broad Arrow Auction Highlights from Amelia Island

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Measuring just 18.5 inches at its widest point, the Razor Blade is believed to be the narrowest race car ever built, hence its unique name. This is further reinforced by an inswept chassis, with a much narrower rear that gives it a distinctive look and driving characteristics. One of the unique named Works cars which formed the foundations of the now legendary Aston-Martin brand along with ‘Bunny’ and ‘Coal Scuttle’, the 4th oldest Aston Martin in existence, this is a remarkable opportunity to enjoy a legend so important that it is the inspiration for the BRDC badge.

The Razor Blade attempted to break the record – held by AC Cars – in 1923, at Brooklands. While it maintained record-breaking pace, the attempt was eventually abandoned after the race car repeatedly shed its front offside tyre at speeds over 100 miles per hour. Later in the year, however, the Razor Blade set a new record for the standing start mile and kilometer. It went on to see racing success throughout the 1920s.

Bamford and Martin car, chassis number 1915, the Razor Blade’s slender bodywork conceals a bespoke race engine initially developed for the 1922 French Grand Prix. The four-cylinder, twin overhead cam, 16-valve engine outputs 55 horsepower and was derived from half of a three-liter eight-cylinder Ballot engine.

It was raced regularly until the 1950s when it was sold to the Harrah Motor Museum in the USA, which eventually became the National Automobile Museum. During this time, it was returned to the UK. The current owner has lent the car to Brooklands Museum for many years, and it has been on display, apart from when the owner enjoyed using Razor Blade at various events. It has previously appeared at Goodwood FoS and can continue competing at numerous events including VSCC, AMOC and Shuttleworth events. Perhaps most surprisingly of all, the Razor Blade is road-registered and carries the plate XO9958. A large history file accompanies this fantastic and evocative car. Available to view by appointment at Ecurie Bertelli.

Gallery

Above content © 2024 Ecurie Bertelli, reviewed and edited by Rex McAfee

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Chassis 2085 was ordered new by Gentleman racer Principe Gaetano Starrabba di Giardinelli straight from the factory on 1st January 1955 and delivered just 2 months later to his home in Palermo, Sicily. Starrabba would embark on a full season of racing with 2085 throughout 1955, first competing at the Giro di Sicilia on 4th April. The distinctive yellow triangle on the front of the bonnet, which the car still bears today, was applied to differentiate the car from the hoard of other A6 GCS entered in Italian events that year, such was the model’s popularity!

Highlights

• Ordered new by gentleman racer Prince Starrabba di Giardinelli
• Extensive period racing in Italy in 1955 and 1956
• 10th Overall and 5th in class at the 1955 Targa Florio
• Historic racing and rallying since the 1970s
• Matching numbers, the reference point A6GCS
• HTP papers valid to 2028, universally eligible

Other appearances that year included a number of hillclimb and Grand Prix events around Italy, including a win at the Trofeo Sardo, 7th at the Grand Premio di Mugello and 6th in class at the Grand Prix Bari. The season reached a high point in October as 2085 lined up at the start of the Targa Florio and finished a highly commendable 10th overall and 5th in class. For 1956, Starrabba swapped his trusted Maserati for a Ferrari 500 TR, selling the 2085 to another Italian Gentleman racer by the name of Erasmo Simeoni “Kammamuri,” who again campaigned the car at various hill climbs around Italy.

Kammamuri, unfortunately, lost his life the following year while racing his Ferrari 250 GT TdF, with 2085 subsequently being sold to Gunther Mayer of Germany. The car went through a couple of other German owners in the 1960s, until it was sold to Baron Kurt von Hammerstein in 1974. Von Hammerstein was the first owner to bring 2085 back to the track after her Italian racing career, using the car at various historic races around Germany for the next 7 years, including in a race held as a curtain-raiser to the 1975 German Grand Prix at the Nürburgring where he finished second, ahead of Stirling Moss in his 300SL!

In 1981, 2085 was acquired by Peter Kaus and kept in his Rosso Bianco collection before ending up in the hands of another Gentleman racer and highly respected collector Wolf-Dieter Baumann of Hamburg. Baumann used 2085 in several events, including the Goodwood Revival and Nürburgring Oldtimer Grand Prix in 2003 and 2004. The subsequent owner, Heinrich Fries of Munich, acquired the car in 2006 and immediately sent her for a complete restoration. The body restoration was entrusted to Carrozzeria Auto Sport of Bastiglia, with instructions to preserve as much of the original as possible. The Maserati was repainted in her original colors of light red with the yellow triangle on the front and Scuderia Centro Sud inscription on the sides, as featured on her first race in Sicily.

In 2012, 2085 was acquired by her current discerning owner, who has been using the car on a regular basis in racing, rally, and Concours events around Europe and Argentina ever since. This includes participation in the Goodwood Revival, Mille Miglia, Le Mans Classic and Grand Prix Historique de Monaco, all the while having the car maintained and prepared by Jim Stokes Workshop in the UK.

The Maserati A6 GCS is widely considered to be one of the most elegant car designs of all time. Chassis 2085 could be your ticket to all the greatest events in the world. Featuring matching numbers chassis, engine and body, 2085 benefits from a highly traceable and well-documented history. Having been meticulously looked after by all of her custodians over time, she is ready to continue her illustrious career with her next curator, whether it be as a nimble and fast racing car, an elegant concours car, or both!

Period Race Results

• 04.04.1955 Giro di Sicilia, Gaetano Starrabba/ Salvatore La Pira #418 – 22 O.A.
• 11.04.1955 Corsa Al onte Pellegrino Hillclimb, Gaetano Starrabba #110 – 3 O.A.
• 15.05.1955 Grand Prix Bari, Gaetano Starrabba #32 – 6 O.A. in 2L race
• 22.05.1955 Trofeo Sardo, Gaetano Starrabba #158 – 1 O.A.
• 05.06.1955 Grand Premio Mugello, Gaetano Starrabba – 21 O.A.  7 I.C.
• 26.06.1955 Circuito di Caserta, Gaetano Starrabba #12 – 7 O.A.
• 21.08.1955 Giro della Calabria, Gaetano Starrabba DNF
• 28.08.1955 Grand Prix Pergusa, Gaetano Starrabba #46 – unknown
• 16.10.1955 Targa Florio, Gaetano Starrabba/Salvatore La Pira #84, 10 O.A., 5 I.C.
• 24.06.1956 Coppa Citta di Asiago Hillclimb, Erasmo Simeoni “Kammamuri” #82 – 2 O.A.
• 01.07.1956 Bolzano-Mendola Hillclimb, Kammamuri #82 – 6.O.A.
• 15.07.1956 Bologna-San Luca Hillclimb, Kammamuri #232 – 14 O.A., 3 I.C.
• 07.10.1956 Treponti-Castelnuovo Hillclimb, Kammamuri #150 – 7 O.A., 4 I.C.

Above content © 2024 Fiskens, reviewed and edited by Rex McAfee

Available Now

Go HERE for sales info.

Another Maserati A6 GCS takes to the road

The post 1955 Maserati A6 GCS – #2085 appeared first on Sports Car Digest.

Highlights

• Ten Tenths Circuit, a multi-purpose lighted road course featuring three challenging configurations.
• Ten Tenths Clubhouse, a 20,000-square-foot hospitality and special events facility with capacity for 1,500 people.
• Ten Tenths member’s garages featuring climate-controlled storage, lounge and mechanical service support; and expansive off-road trails for driving experiences.

Near Completion

With the Ten Tenths Circuit near completion and construction underway for the Ten Tenths Clubhouse and members’ garage and lounge, the complex will host its grand opening with the Smith Heritage Invitational automotive experience on April 4-5, 2025.

Speedway Motors comments

“Our vision for Ten Tenths is to create an experiential destination that can be enjoyed by everyone from professional race car drivers to high-performance driving enthusiasts and car collectors,” said Marcus Smith, president and CEO of Speedway Motorsports. “It’s the most expansive property development at Charlotte Motor Speedway since we built zMAX Dragway in 2008, and further enhances our desire to innovate for the future.

“As the name Ten Tenths implies, we are going all out to create a place to celebrate the automobile unlike any other place in the world,” Smith added. “Our new project will become a centerpiece of the community amongst individual automotive enthusiasts, commercial partners and manufacturers.”

Rick Hendrick

“In addition to a premier track design and driving experience, Ten Tenths will have unparalleled resources and infrastructure to support every customer and organization we touch,” said Rick Hendrick, chairman and CEO of Hendrick Automotive Group and owner of NASCAR’s Hendrick Motorsports. “Just 20 minutes from Charlotte’s center city, it’s accessible by major thoroughfares and two nearby airports while being situated amongst a variety of lodging, shopping and entertainment options. Through our local network of service and collision centers, the facility will offer concierge vehicle maintenance and repair for nearly every exotic or high-performance car on the market. It’s a combination of amenities that cannot be matched in North America.

“The opportunity to partner with Marcus and his brothers on a passion project like this is incredibly rewarding,” added Hendrick, who is an avid car collector and preservationist. “I’ve had a special relationship with the Smith family for more than four decades. Not only do we share a love for automobiles and racing, we are aligned in our core values, our commitment to the local community and our overall vision for Ten Tenths. The collaboration thus far has been tremendous, and I can’t wait to see what our teams accomplish together as this exciting idea becomes reality.”

“For decades, my brothers and I have been blessed to build not only a business relationship with Rick Hendrick, but also a true friendship,” said Smith. “It’s an honor for Speedway Motorsports to partner with him on this joint venture and to create something worthy of the high standards exhibited by our organizations.”

Ten Tenths Circuit

Designed by F1 veteran and two-time 24 Hours of Le Mans winner Alexander Wurz, Ten Tenths Circuit includes three configurations: a seven-turn 0.567-mile inner loop; a 13-turn 1.1-mile short course; and a 19-turn, 1.7-mile full circuit, featuring 112 feet of elevation change between Turns 6 and 14. At an average of 42 feet wide and with generous runoff areas, the course promises to challenge drivers of all skill levels. The 1.7-mile circuit can be driven in both directions and split into two courses: the 0.567-mile inner loop and the 1.1-mile short course. The inner loop will be water-irrigated for optimized testing, drifting and driver training. The circuit will also feature lighting to maximize driving opportunities with three potential sessions a day: morning, afternoon and night.

F1 driver and track designer Alex Wurz

“The track itself in its beautiful landscape, has a lot of ups and downs and enjoys a natural flow,” said former F1 driver and track designer Alex Wurz. “Every corner of the circuit has a different character. Altogether, it plays a symphony of drivers’ music. It wants to be driven very fast. You can rotate the car into the corners. All of our expertise and passion has gone into this project,” added Wurz. “I’m terribly proud to be the designer along with Charlotte Motor Speedway of the new Ten Tenths Circuit.”

Ten T enths Clubhouse

Modeled after the exquisite Turn 11 at Sonoma Raceway, Ten Tenths Clubhouse will be a 20,000-square-foot destination for corporate retreats, business summits, special events and entertainment. The building will feature the flexibility of three large individual hospitality rooms, which can be combined into one expansive hospitality space for showcase events. Hospitality rooms will also open to outdoor patios to expand capacity for up to 1,500 people. Ten Tenths Clubhouse will include conference rooms with video presentation capabilities and a catering kitchen.

Ten Tenths Members’ Garage

In addition to the circuit and clubhouse, Ten Tenths Motor Club will include a members’ garage designed to build camaraderie and community amongst the most passionate automotive aficionados. With an atmosphere created to celebrate a high-performance automotive lifestyle, the members’ garage will include secure gated access, climate-controlled storage, luxury lounge areas for meetings or relaxation, a cigar lounge, bourbon bar, and a putting course. Members will have convenient access from garage to circuit, as well as designated event days throughout the calendar year to drive the courses.

Concierge Vehicle Service

With a dedicated concierge located on site, Ten Tenths Motor Club will offer an unparalleled maintenance and reconditioning experience provided by Charlotte-based Hendrick Automotive Group, the largest privately held operator of car dealerships in the United States.

Premium vehicle support, including white-glove pickup and delivery, will be available locally from 21 dealerships and five collision centers. Hendrick Collision Centers have the expertise to repair 30 different nameplates, including enthusiast brands such as Acura, Audi, BMW, Chevrolet, Ford, Honda, Jaguar, Lamborghini, Lexus, Mazda, Mercedes, MINI, Porsche and Toyota.

For information or business inquiries about the Ten Tenths Motor Club, visit www.TenTenthsMotorClub.com

Above content © 2024 Ten Tenths  reviewed and edited by Rex McAfee

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Ecclestone, 94, was for decades the commercial rights holder of Formula 1 and was, therefore, the man who made it the global sporting powerhouse that it is today. It is fair to say that his collection of 69 historic Grand Prix and Formula 1 cars is the finest ever to have been assembled, and it is certainly the most impressive ever to have been offered for sale.

Every one of Ecclestone’s 69 cars is unique, having been stored away from the public gaze, in some cases for more than half a century. Many of the cars have never been seen since Ecclestone purchased them. Highlights are Ferraris raced in Formula 1 Grands Prix by legendary World Champions such as Mike Hawthorn, Niki Lauda, and Michael Schumacher, and Brabhams raced in Formula 1 Grands Prix by aces such as Nelson Piquet, Carlos Pace, and, again, Niki Lauda, among them the one-off Brabham-Alfa Romeo BT46B ‘fan car’, which raced only once, victoriously, to win the Swedish Grand Prix at Anderstorp in 1978 by more than half a minute.

Bernie Ecclestone Comments…

“I have been collecting these cars for more than 50 years, and I have only ever bought the best of any example. Whilst many other collectors over the years have opted for sports cars, my passion has always been for Grand Prix and Formula 1 cars. A Grand Prix and in particular a Formula 1 car is far more important than any road car or other form of race car, as it is the pinnacle of the sport, and all the cars I have bought over the years have fantastic race histories and are rare works of art.

“I love all of my cars but the time has come for me to start thinking about what will happen to them should I no longer be here, and that is why I have decided to sell them. After collecting and owning them for so long, I would like to know where they have gone and not leave them for my wife to deal with should I not be around. Tom [Hartley Jnr] is handling the sale for me because he knows the cars better than anyone else, his business is best placed to sell them, and I am guaranteed transparency which is important to me. Having collected what are the best and most original Formula 1 cars dating back to the start of the sport, I have now decided to move them on to new homes that will treat them as I have and look after them as precious works of art.”

Tom Hartley Jnr. Comments

“This is quite simply the most important race car collection in the world. There has never been and probably never will be a collection like it ever offered for sale again. The collection spans 70 years of Grand Prix and Formula 1 racing, and highlights include Mike Hawthorn, Niki Lauda, and Michael Schumacher World Championship-winning Ferraris, all of Bernie’s [Ecclestone] Brabhams including the famous ‘fan car’, and the Vanwall VW10, the car in which the great Stirling Moss won several Formula 1 Grands Prix on the way to Vanwall clinching the first ever Formula 1 Constructors’ World Championship in 1958, plus so much more.

But, for me, the collection’s highlight has to be the Ferraris. Bernie has assembled a collection of Ferrari Formula 1 cars that today would be near-impossible to repeat. There is the famous Thin Wall Special, which was the first Ferrari to ever beat Alfa Romeo, the Alberto Ascari Italian Grand Prix-winning 375 F1, the Mike Hawthorn World Championship-winning Dino which Ferrari campaigned over three seasons before it was donated to the Henry Ford Museum, plus historically significant World Championship-winning Niki Lauda and Michael Schumacher cars.

Because Bernie has retained ownership of the Brabhams since they were new, and many of those cars have not been seen for decades, people can forget quite how special a team Brabham was. Brabham scored 22 Formula 1 Grand Prix wins, 24 Formula 1 Grand Prix pole positions, 25 Formula 1 Grand Prix fastest laps, and two Formula 1 World Championships under Bernie’s tenure. The team was also very innovative, fitting carbon brakes to its cars in the 1970s, and was the first to introduce in-race refueling. Bernie was also the person who gave a young South African engineer named Gordon Murray a job – and other big names in motorsport such as Charlie Whiting and Herbie Blash were part of the Brabham boys.

I feel very privileged that Bernie has entrusted the sale of his cars to my Tom Hartley Jnr business. Formula 1 cars are cars that I know particularly well, they are not just cars that I have a great personal interest in, but we at Tom Hartley Jnr actively buy and sell them, too. However, there has never been a collection like this one offered for sale, and no one in the world has a race car collection that comes close to Bernie’s. This a great opportunity for a discerning collector to acquire cars that have never before been offered for sale, and it would be great to see them back on the track again.

All of the cars on the Formula 1 grid today look the same. If you stripped them of their liveries, you’d struggle to know which one was a Williams and which was a Ferrari. But when you look at some of the Grand Prix cars from the early 1960s to the late 1970s, they’d very much be at home in The Museum of Modern Art. This collection is the history of Formula 1.”

Above content © 2024 Tom Hartley Jr.,  reviewed and edited by Rex McAfee

The post For Sale: World’s Best Racecar Collection? appeared first on Sports Car Digest.

Offered in collaboration with Mercedes-Benz Heritage, this 1954 Mercedes-Benz W 196 R “Stromlinienrennwagen” with a streamlined body holds the unique distinction of being driven by two of motor racing’s best drivers, Juan Manuel Fangio and Sir Stirling Moss. Donated to the Indianapolis Motor Speedway by the Mercedes-Benz factory in 1965, this iconic W 196 R will be auctioned in an exclusive, standalone event in Stuttgart on 1 February 2025, through RM Sotheby’s in partnership with Mercedes-Benz Classic.

Highlights of the W 196 R with streamlined body

• The car forms part of an outstanding collection from the Indianapolis Motor Speedway Museum that will be sold by RM Sotheby’s to benefit the Museum’s collection and restoration efforts
• Chassis No. 00009/54 is one of four known complete examples mounted with the exquisite factory-built enclosed-fender “Stromlinien” coachwork
• Driven to victory at the 1955 Buenos Aires Grand Prix by future five-time Formula One Drivers’ World Champion Juan Manuel Fangio
• Sir Stirling Moss achieved fastest lap at the 1955 Italian Grand Prix at Monza with today’s streamlined bodywork
• Donated to the Indianapolis Motor Speedway (IMS) Museum by Mercedes-Benz in 1965
• Now offered after years of fastidious care by the IMS Museum

Few historic racing cars resonate as strongly as the famous Mercedes-Benz “Silver Arrows” that dominated Grand Prix racing in the immediate pre- and post-war era. They were admired for their advanced technology and spectacular speed. The W 196 R was developed to meet the new “up to 2.5 litre” regulations that applied from 1954, and it soon proved to be the car to win races in the hands of legends such as Juan Manuel Fangio and Stirling Moss.

The W 196 R features a straight-eight engine displacing 2,494 cubic centimeters and is designed around a complex Hirth roller-bearing crankshaft. The fuel-injected powerplant was essentially two four-cylinder motors in unison, with two camshafts for each intake and exhaust. A jewel of an engine, it guaranteed reliable and smooth power delivery and was capable of producing 213 kW (290 hp) after two seasons of development. Since the new 1954 formula specified few limitations to the coachwork, Mercedes-Benz concluded that a streamlined, aerodynamic body with enclosed wheels would optimize the car for high-speed courses, while an open-wheel body would be ideal for more twisting circuits.

The new Mercedes-Benz race cars made their highly anticipated debut at the French Grand Prix at Reims with a trio of the new W 196 R streamliners. Mercedes-Benz achieved a spectacular double victory: the driver team Juan Manuel Fangio, Karl Kling, and Hans Herrmann came in 1st, 2nd, and 7th, with Herrmann driving the fastest lap of the race. The race marked a resounding success for Mercedes-Benz on its long-awaited return to racing. Juan Manuel Fangio won the 1954 Formula 1 World Championship with the new Silver Arrow.

Chassis No. 00009/54 in competition

For the 1955 season, the W 196 R was further developed to remain competitive. The engine was improved in numerous aspects, including adding a new intake manifold. The decision was made to run the open-wheel grand prix bodies for almost all of the 1955 races, while improvements and updates resulted in an approximately 70-kilogram reduction in weight over its predecessors. The race team also recruited Stirling Moss to join their stable of drivers.

The Formula Libre Buenos Aires Grand Prix on 30 January 1955 would mark the first race for this car, chassis number 00009/54, fitted with an open-wheel monoposto body and piloted by Juan Manuel Fangio. Fangio earned pole position and eventually proved victorious in the race conducted over two heats.

By 1955, Italy’s Monza circuit had been rebuilt with a new high-speed bank that has since become legendary in motorsport. For the Italian Grand Prix, it was decided that chassis number 00009/54 should be fitted with the streamlined body for the first time in the 1955 season and driven by Stirling Moss. Fangio secured pole position in a similar car, with Moss 2nd on the grid at the start. Moss took the lead from Fangio in the ninth lap of the race, but would eventually finish 7th after encountering some mechanical difficulties. Significantly, the Englishman registered the fastest lap of the race in chassis number 00009/54, clocking a time of 2:46.900 at an average speed of 215.7 km/h. At the conclusion of the 1955 Formula One season, Fangio captured his second Formula One Drivers’ Championship in a row, with Moss finishing 2nd, sealing the W 196 R’s legend status in the process.

The W 196 R’s pedigree was now unimpeachable. In two seasons, the W 196 model family—which included its racing sports car variant, the two-seat 300 SLR (W 196 S)—had won three championships in two different racing series. In 12 appearances at Formula One points events, the W 196 R had won a commanding nine times, and it won two additional non-points races, totaling 11 victories in 14 starts.

In 1964 chassis number 00009/54 was earmarked to the Indianapolis Motor Speedway Museum and was officially donated to the Indianapolis Motor Speedway Foundation on Sunday, 30 May 1965. For almost six decades, the W 196 R has been fastidiously stored and maintained by the IMS Museum, occasionally being invited to attend important exhibitions, such as the 1996 Amelia Island Concours d’Elegance, the 2003 Canadian International Auto Show, and the grand re-opening of the redesigned Petersen Automotive Museum in December 2015. Although the car has appeared at prestigious shows, including most recently as part of the Mercedes-Benz display at the 2024 Pebble Beach Concours d’Elegance, the car has never been submitted for judging at Concours events.

A true motorsport icon, 00009/54 is one of only four known complete W 196 R chassis to be mounted with the magnificent factory-built streamlined coachwork at the conclusion of the 1955 season. The racing car represents only the second W 196 R ever offered for private ownership, and the first example offered with the streamlined coachwork. It is presented in its proper Monza livery from the 1955 Italian Grand Prix, and documented with a trove of period materials.

Information

For more information, go HERE

All content © 2024 Mercedes-Benz AG/Mercedes-Benz Classic/RM Sotheby’s,  reviewed and edited by Rex McAfee

Gallery

Hear a similar W 196 at Goodwood

The post 1954 Mercedes-Benz W 196 R With Streamlined Body appeared first on Sports Car Digest.

For drivers, collectors and automobile enthusiasts, Aug. 13-16, 2025 has already been highlighted on their calendars for the historic racing event of the year — the Rolex Monterey Motorsports Reunion that will celebrate the 75th Anniversary of Formula One®. Complementing the F1 celebration will be many of the popular classes that have made the Rolex Reunion at WeatherTech Raceway Laguna Seca one of the world’s most prestigious motorsport lifestyle gatherings.

F1 Glory

Two exciting new additions to the Rolex Reunion will provide immense fan engagement. A special Formula One exhibition will showcase cars through the ages—from the earliest years to contemporary with modern technology—to honor the history and progression of these sleek, high-revving machines that have raced at the highest level of international competition.

International Race of Champions

The high-pitched revs of F1 will starkly contrast the deep-throated rumble of cars from the original IROC (International Race of Champions) series, which held races from 1973 to 2006. For the first time since 2002, IROC will return to the West Coast with an incredible display of authentic IROC race cars, with many being piloted by past IROC competitors from NASCAR, Formula One, IMSA, INDYCAR and Trans-Am.

The IROC series brought together the greatest drivers from all forms of motorsport to race purpose-built, identical cars to eliminate any advantages based on equipment. Various iconic makes and models were used during IROC’s 30-plus-year history, including Porsche Carrera RSRs, Chevrolet Camaros, Dodge Daytonas, Dodge Avengers, and Pontiac Firebirds.

Proper Vetting

The Reunion Advisory Council has spent considerable time reviewing past classes and analyzing the mix that will keep the on-track racing and immersive experience at its highest level. According to Reunion Advisory Council Chair Bruce Canepa, there were many factors to consider before finalizing the list.

“We carefully evaluate what groups are truly fan favorites and have significant cars that fully represent that era of racing to ensure a memorable experience for drivers and spectators,” said Canepa. “The Monterey hillsides will reverberate with the distinct sounds of historic F1 cars, while an additional 350-plus historic race cars will add to the diversity of the annual celebration of motorsport history.”

13 Race Groups

The Rolex Monterey Motorsports Reunion, known for its unique blend of history and high-octane entertainment, will showcase everything from pre-1955 Grand Prix cars to iconic, more modern-day prototypes. Each of the 13 race groups and two exhibition classes will be on track daily.

In addition to the racing, attendees can look forward to various engaging activities, including meet-and-greets with legendary drivers, and a chance to view some of the most iconic cars up close in the paddock.

2025 Groups

• 1922-1955 Grand Prix – Juan Manuel Fangio Cup
• 1966-1985 Formula One – Mario Andretti Trophy
• 1991-2011 IMSA, ALMS, Grand Am, FIA, World Challenge – Scott Pruett Legends of Endurance Cup
• 1966-1972 Historic Trans-Am – Parnelli Jones Trophy
• 1955-1967 SCCA Large Displacement Production – Ken Miles Trophy
• 1981-1991 IMSA GTP, GTO, Group C – Hurley Haywood Trophy
• 1973-1981 IMSA GT, GTU, GTX, FIA – Peter Gregg Trophy
• 1963-1968 USRRC – Jim Hall Cup
• 1960-1972 Saloon – Dan Gurney Trophy
• 1950-1960 Small Displacement Production – John Morton Trophy
• 1947-1960 Front Engine GT and Sports Racers – Briggs S. Cunningham Trophy
• 1961-1975 FIA Manufacturers Championship – Pedro Rodriguez Trophy
• IROC – Unser Family Cup
• Ragtime Racers Exhibition
• Formula One Exhibition – Phil Hill Cup

“The Advisory Council takes an in-depth look at each entry to determine the car’s authenticity, provenance, and period correctness,” Canepa added. “Replicas, continuations, or overbuilt cars that differ from the day they originally raced are simply not accepted. We require, and visitors expect, only the “best of the best” real cars with racing pedigree and historical significance.”

The entry application opens December 2 and will be available exclusively online at WeatherTechRaceway.com.

Above content © 2024 Weathertech Raceway Laguna Seca, reviewed and edited by Rex McAfee

2024 Highlights

The post Rolex Monterey Motorsports Reunion Announces Race Groups appeared first on Sports Car Digest.

On Friday afternoon, Giacomo Barri from OKP Alfa Delta Racing Team, driving the #50 GTAm, claimed pole position with a time of 1’54.016, placing himself eight-tenths ahead of Davide Bertinelli from Team Gatti in the #87 GTAm, who struggled with a fuel pickup issue. Bernhard Laber, driving alongside Lukas Stojetz for OKP Alfa Delta Racing Team in the #69 GTAm, started from third.

Green Flag Drops

The race began with a scorching start from Davide Bertinelli, who overtook Giacomo Barri on the inside at turn 1. Ronnie Kessel, starting fifth on the grid, quickly moved up to third, fighting with Ambrogio Perfetti of OKP Alfa Delta Racing Team, who held fourth. During the opening lap, Barri stayed close to Bertinelli but couldn’t find an opening to make a move.

On lap 2, Bernhard Laber, driving alongside Lukas Stojetz for OKP Alfa Delta Racing Team, dropped from third to seventh, defending against Peter Bachofen, who was co-driving with Dario Inhelder from OKP Alfa Delta Racing Team and putting in a solid performance. Ambrogio Perfetti passed Ronnie Kessel to take third, with Massimo Guerra, paired with Giovanni Serio from Carrera Team, close behind in fifth, leading an intense duel behind the wheel of his powerful Giulia Sprint GTA 1600.

On lap 3, a fierce battle developed between fifth and eighth places, involving Massimo Guerra, Matteo Kamata, Peter Bachofen, and Bernhard Laber.

By lap 4, Giacomo Barri had narrowed the gap to Davide Bertinelli to just six-tenths of a second. Massimo Guerra overtook both Ambrogio Perfetti and Ronnie Kessel to claim third place.

On lap 6, Matteo Kamata advanced from sixth to fourth, passing both Ronnie Kessel and Ambrogio Perfetti.

On lap 7, Umberto Bartolucci from Team Piloti Forlivesi, running in eighteenth position, continued to chase Giulio Sordi, who was co-driving with Mattia Sordi for OKP Alfa Delta Racing Team. In this early stage, Marco Milla from Scuderia Capannone Garage kept Carlo Fabbrini from Scuderia Clemente Biondetti in his mirrors.

By lap 8, Francesco Pantaleo, paired with Antonio Crescenti, was in tenth place with his Carrera Team Giulia Sprint GTA, while Emanuele Benedini of Carrera Team, co-driving with Marco Guerra, held twelfth, just ahead of Mathias Körber.

On lap 9, Matteo Kamata continued his determined pursuit, passing Massimo Guerra at turn 12 to move into third place, just behind Barri, who was still chasing Bertinelli for the lead.

After 20 minutes of racing, the pit-stop window opened, allowing drivers to swap and complete the mandatory stop. Bertinelli maintained his lead, with Barri still close behind. Stefano Barbieri, co-driving with Kevin Giovesi for AMG RS, was forced to retire due to a water pump failure. The issue had first appeared on lap 3, causing him to fall from ninth to the back of the field.

On lap 12, an unfortunate twist unfolded: Barri was forced to retire due to a gearbox issue, stuck in fourth gear. With the pressure lifted, Bertinelli managed his car and secured the victory.

On lap 14, Peter Bachofen overtook Ambrogio Perfetti to enter fifth place.

On lap 17, Bertinelli completed his pit stop, allowing Massimo Guerra, who hadn’t yet pitted, to take the lead. At the end of lap 19, the pit lane closed. Davide Bertinelli reclaimed the lead, with Ronnie Kessel in second and Massimo Guerra in third.

On lap 20, Marco Guerra of Carrera Team was running in thirteenth place, closely following his teammate Antonio Crescenti, who was in twelfth. Ambrogio Perfetti overtook Dario Inhelder to reclaim fifth place.

On lap 21, the GTAm, driven by Raffaele Raimondi, co-driving with Carlo Barbolini Cionini of Circolo della Biella and running in eighth, was forced to retire due to a gearbox failure.

On lap 23, Michael Erlich was in fourteenth and had his sights set on Fabian Körber.

On lap 24, Ambrogio Perfetti, running fifth, caught up to Giovanni Serio and overtook him at turn 6, moving into fourth place.

Lap 26 saw a flurry of position changes: Antonio Crescenti passed Mattia Sordi to move into tenth, Dario Inhelder overtook Giovanni Serio to claim fifth, with Ambrogio Perfetti just ahead in fourth. Matteo Kamata held third and Ronnie Kessel remained in second behind Davide Bertinelli.

On lap 28, Hans Luginbuehl of Formula GT team overtook his teammate Michael Erlich to take thirteenth place.

Another twist came on lap 29: the GTAm driven by Ambrogio Perfetti, running in fourth, came to a halt just a few corners from the finish line. Dario Inhelder moved up to take his position. In the race’s final moments, Mattia Sordi, running in tenth, picked up the pace and closed the gap to within five-tenths of Alberto Franceschetti from Formula GT team.

After 30 laps, the race ended: Ronnie Kessel, in second place, narrowed the gap to Davide Bertinelli to five seconds, but it wasn’t enough to keep the Arese driver from claiming the top spot on the podium. Ronnie Kessel took second, Matteo Kamata in third, and all three drivers delivered outstanding performances. Giacomo Barri clocked the fastest lap on lap 8 at 1’54.492.

First Alfa Cup for Bertinelli

With this victory, Davide Bertinelli overcame a four-point deficit from the leaders Emilio Petrone and Giacomo Barri to claim his first Alfa Revival Cup championship title for 2024. In the overall standings, after a season-long battle with Bertinelli, Emilio Petrone and Giacomo Barri finished second, while Francesco Pantaleo and Antonio Crescenti took third. See you in 2025!

Davide Bertinelli commented: “I started out in a tough battle with Giacomo Barri. Unfortunately, he had a mechanical issue, and from that point on, the race became more about managing the car. I’ve dreamed of winning this championship for years and finally made it. Congratulations to all the drivers and teams for this exciting and unforgettable season.”

Class Standings for Round 6

Class F TC 1600

1^st Francesco Pantaleo, Antonio Crescenti, Carrera Team, Giulia Sprint GTA #25

2^nd Marco Guerra – Emanuele Benedini, Carrera Team, Giulia Sprint GTA #16

3^rd Mathias Körber – Fabian Körber, OKP Alfa Delta Racing Team, Giulia Sprint GTA #100

Class G2 TC 2000

1^st Davide Bertinelli, Team Gatti, GTAm #87

2^nd Ronnie Kessel, OKP Alfa Delta Racing, GTAm #11

3^rd Matteo Kamata, OKP Alfa Delta Racing Team, GTAm #34

Class G2 TC 1300

1^st Mattia Sordi – Giulio Sordi, OKP Alfa Delta Racing Team, GTA 1300 Junior #188

Class H1 T 2000

1^st Fabio Gimignani, Scuderia Clemente Biondetti, GT Veloce 2000 #62

2^nd Carlo Fabbrini, Scuderia Clemente Biondetti, GT Veloce 2000 #60

Class H1 TC 1600

1^st Marco Milla, Scuderia Capannone Garage, Giulia Super #20

H1 TC 2000

1^st Umberto Bartolucci, Team Piloti Forlivesi, Giulia Super #9

Class I GR5 1600

1^st Giovanni Serio – Massimo Guerra, Carrera Team, Giulia Sprint GTA #106

Above content © 2024 Canossa Events Srl, reviewed and edited by Rex McAfee

Round 2 Video (stay tuned for Round 6)

The post Alfa Revival Cup Champion Crowned appeared first on Sports Car Digest.

The Race

Right from the start, Barri seized the lead at turn 2, overtaking Walter Ben, with Davide Bertinelli from Team Gatti in second place and Daniele Perfetti from OKP Alfa Delta Racing making an aggressive move at turn 4 to take 3^rd place. Lukas Stojetz, paired with Bernhard Laber of OKP Alfa Delta Racing Team, was 4^th, with Fabrizio Sabatini of Jolly Car Squadra Corse, partnered with Edoardo Caponi, just behind. Caponi executed a textbook start, gaining five positions. Giovanni Serio from the Carrera Team, co-driving the Giulia Sprint GTA with Massimo Guerra, also made a great start, advancing from 12^th to 7^th position.

But the most impressive start came from Antonio Crescenti, also from Carrera Team, paired with Francesco Pantaleo, who propelled their Giulia Sprint GTA from 18^th to 9^th. But the action didn’t stop there: just a few corners in, Davide Bertinelli overtook Giacomo Barri to take the lead. Still in the first lap, Giulio Sordi, co-driving the Giulia Super with his brother Mattia, got stuck in the gravel at Arrabbiata 2 due to an engine issue, bringing out the Safety Car for the next two laps.

The race resumed on lap 3. Giacomo Barri immediately attempted to overtake, locking up his front tires, but couldn’t pull it off. By lap 4, the fight between cars in different classes was heating up: Stefan Rollwagen of OKP Alfa Delta Racing Team in the Giulia Sprint GT Veloce, Fausto Amendolagine of Scuderia Capannone Garage, and Fabio Gimignani of Scuderia Clemente Biondetti in their GT Veloce 2000s, and Marco Milla in the Giulia Super were battling it out between 23^rd and 26^th place.

Close behind was Sergio Sambataro in the Giulia TI Super for Scuderia Etna. Meanwhile, in the H1 T 2000 class, Gianni Acciai of Scuderia Clemente Biondetti, paired with his son Edoardo, and Mauro Bini of the same team, teamed with Carlo Fabbrini, were fighting for the 29^th and 30^th positions.

Bertinelli tried to extend his lead, but on lap 6, he ran slightly off track at Casanova, allowing Barri to take the lead. During the same lap, Stefano Barbieri of the AMG RS team made an impressive overtake at Bucine, passing Christian Ondrak from OKP Alfa Delta Racing Team, co-driving with Massimo Bortolami. On lap 7, Christoph Winkler, driving the GTAm alongside his son Bernd, was in 13^th place and in hot pursuit of Walter Ben.

On lap 8, the pit lane opened, with Bertinelli still tenaciously pursuing Barri. At this stage, Walter Ben’s GTAm began experiencing gearbox troubles, forcing him to return to the pits. The damage was so severe that Fabio Babini was unable to continue. Mechanical issues also struck Dario Inhelder from the Auto Engiadina team, who had been running in 19^th place. Meanwhile, a thrilling battle unfolded between Marco Milla of Scuderia Capannone Garage, co-driving with Umberto Caucci, and Mauro Bini, partnered with Carlo Fabbrini of Scuderia Clemente Biondetti.

On lap 9, Barri pitted, handing the lead to Bertinelli. A gripping battle ensued between Bertinelli and Niccolò Mercatali (Scuderia Clemente Biondetti), who had just taken over from his father Luigi and rejoined the race in 19^th position after their pit stop. The two GTAm cars engaged in a dramatic battle, weaving through the corners with late braking and sudden changes of direction as Niccolò tried every trick to challenge the Arese driver, who held his ground. At this point of the race, Daniele Perfetti was in 2^nd place, Lukas Stojetz 3^rd, and Peter Bachofen 4^th. A clutch failure forced Franz Slama to retire from 20^th place during lap 12.

On lap 15, the pit lane closed, and in the following lap, Luca Demarchi’s GTAm got stuck in the gravel at San Donato due to a driveshaft failure. The Safety Car was deployed for one lap. When the race resumed, Barri, now in 2^nd place behind Bertinelli, was aggressive and determined. Daniele Perfetti put up a tough fight to hold onto 3^rd place, fending off attacks from Niccolò Mercatali, who was closely followed by Matteo Kamata of OKP Alfa Delta Racing Team and Bernhard Laber. From lap 18 to the end of the race, a fierce quartet was created between the 13^th and 16^th positions, formed by Alberto Franceschetti in the GTAm for the Formula GT team, Fabian Körber, co-driving with his father Mathias for OKP Alfa Delta Racing Team in the Giulia Sprint GTA, Mario Salomone from the same team in the GTAm, and Emanuele Benedini, partnered with Marco Guerra of Carrera Team in the Giulia Sprint GTA, who continued at the excellent pace set by his teammate.

On lap 19, drama unfolded: Bertinelli made a mistake at the exit of Arrabbiata 2, handing the lead to Barri. By lap 21, Edoardo Caponi, co-driving with Fabrizio Sabatini for Jolly Car Squadra Corse, had moved into 6^th place after a consistent race in the leading pack, passing Laber and holding his position until the finish. Another retirement followed on lap 22, with Raffaele Raimondi’s GTAm, who was in 9^th place with Carlo Barbolini Cionini of Circolo della Biella, dropping out due to an intake failure.

The race concluded on lap 23 with Barri taking the victory, extending his lead in the overall standings. He was followed by Bertinelli and Luigi and Niccolò Mercatali, who moved into third place after a 10-second penalty was given to Daniele Perfetti for overtaking during the restart under the Safety Car. Bertinelli had the satisfaction of achieving the fastest lap with a time of 2 minutes 12.447 seconds.

Noteworthy was the participation of Riccardo Raimondi of Circolo della Biella, who expertly handled the Giulietta Spider Veloce throughout the race, marking the return of this model to the series. Joachim Von Muschwitz and Matteo Kamata from OKP Alfa Delta Racing Team also performed well.

The Mugello event attracted several participants from the 2024 Modena Cento Ore, who were eager to immerse themselves in the motorsport atmosphere provided by Canossa. Among them was Hans Luginbuehel, who was captivated by the Alfa Revival Cup environment, and Alberto Franceschetti from Team Formula GT. The familiar pairings of Bernhard Laber – Lukas Stojetz and Christian Ondrak – Massimo Bortolami also contributed to the excitement.

Shortly after his victory, Giacomo Barri declared: “We made a good start from second, jumping straight into the lead. At the beginning, we had some handling issues, possibly due to low tire pressure. It was like a qualifying session from the first lap to the last, and Davide really made me work for it. I’m happy for the team and for Emilio, who I’m sure is watching over us from above.”

Results

Overall Standings

1^st Giacomo Barri, OKP Alfa Delta Racing Team, GTAm

2^nd Davide Bertinelli, Team Gatti, GTAm

3^rd Luigi Mercatali – Niccolò Mercatali, Scuderia Clemente Biondetti, GTAm

E-Class GTS 1300

1^st Riccardo Raimondi, Circolo della Biella, Giulietta Spider Veloce

Class F TC 1600

1^st Francesco Pantaleo – Antonio Crescenti, Carrera Team, Giulia Sprint GTA

2^nd Mathias Körber – Fabian Körber, OKP Alfa Delta Racing Team, Giulia Sprint GTA

3^rd Emanuele Benedini – Marco Guerra, Carrera Team, Giulia Sprint GTA

Class G1 TC 1600

1^st Stefan Rollwagen, OKP Alfa Delta Racing Team, Giulia Sprint GT Veloce

Class G2 TC 2000

1^st Giacomo Barri, OKP Alfa Delta Racing Team, GTAm

2^nd Davide Bertinelli, Team Gatti, GTAm

3^rd Luigi Mercatali – Niccolò Mercatali, Scuderia Clemente Biondetti, GTAm

Class H1 T 2000

1^st Fabio Gimignani, Scuderia Clemente Biondetti, GT Veloce 2000

2^nd Fausto Amendolagine, Scuderia Capannone Garage, GT Veloce 2000

3^rd Carlo Fabbrini – Mauro Bini, Scuderia Clemente Biondetti, GT Veloce 2000

Class H1 TC 1600

1^st Marco Milla – Umberto Caucci, Scuderia Capannone Garage, Giulia Super

Class I GR5 1600

1^st Christian Ondrak – Massimo Bortolami, OKP Alfa Delta Racing Team, Giulia Sprint GTA

2^nd Giovanni Serio – Massimo Guerra, Carrera Team, Giulia Sprint GTA

For more information, please go HERE

Above content © 2024 Alfa Revival Cup / Canossa,  reviewed and edited by Rex McAfee

Previous Coverage

The post Alfa Revival Cup: Round 5 appeared first on Sports Car Digest.

From 1947 to 1952, Enzo Ferrari focused on building his newly established Ferrari marque into a racing powerhouse. In 1947, he unveiled the Ferrari 125 S, the first car to bear his name, powered by a V12 engine designed by Gioachino Colombo. Success came quickly, with victories in various Italian races, but Ferrari’s ambitions extended to international competitions. The early years were marked by fierce competition with established brands like Maserati and Alfa Romeo. In 1952, Ferrari’s efforts paid off when Alberto Ascari won the Formula One World Championship, securing the first of many titles for Ferrari and cementing the brand’s legacy in motorsport.

World-class product

Without question, this early era of Ferrari establishing his brand can now be looked back upon as the foundation from which the storied marque was built upon. It has been said many times, “A picture is worth a thousand words” could not be a more appropriate phrase for understanding the significance of the book, Millanta on Ferrari – 1947–1952. For this project, the author, Alessandro Silva, had exclusive access to one of the most special photo archives in the automotive field, with photos of great quality and significance.

Photographer Corrado Millanta

The photographer Corrado Millanta, who died in 1983 at the age of 74, was a trained industrial designer and engineer. One of his great passions was photography. As a result, he developed close friendships with automotive designers, engineers, and racing drivers, which gave him exceptional access and special proximity to racing departments, design studios, test drives, and races.

This high-quality illustrated book beautifully summarizes Millanta’s view of Ferrari from 1947-1952. Rare and very private photographs from the factory premises, from the construction of the cars, test drives and races give an unprecedented insight into the early years of the Scuderia and Enzo Ferrari’s work.

Technical Data

• Language:            English
• Pages:                   352
• Size:                       300 x 370 mm / ca. 11.8” x 14.6”
• Author:                 Alessandro Silva
• Foreword:           Piero Ferrari and MariaTeresa Millanta
• Photos:                 338 b/w and 8 color photographs
• ISBN:                     978-3945390184
• Release:                April 2024

Limited edition

• Limited to 550 numbered copies
• Configuration:   Clothbound hardcover and slipcase with embossing, high-quality offset and silk screen print.

Collector’s edition

• Limited to 75 numbered copies, signed by MariaTeresa Millanta and Alessandro Silva.
• Configuration:   Clothbound hardcover and slipcase with embossing, high-quality offset and silk screen print in a decorative collector’s box together with a b/w-photo print on baryte.

Ferrari edition

• Limited to 47 numbered copies, signed by Piero Ferrari
• Configuration:   Clothbound hardcover and slipcase with high-quality offset and silk screen print in a decorative collector’s box

Available now

All editions are available at www.sportfahrer-zentrale.com

Images above © 2024 The Klemantaski Collection, Sportfahrer Verlag, reviewed and edited by Rex McAfee

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Under the direction of Dr. Giuseppe Luraughi the development of an Alfa Romeo sports racing car became an important objective for Alfa Romeo in the mid-1960s. By pulling together the talents of Carlo Chiti and Lodovico Chizzola and their newly founded Auto-Delta company the company effectively developed a motorsport division. Initially Alfa Romeo commissioned Auto-Delta to produce 100 examples of the Giulia TZ, and ultimately the TZ2. The success of this program raised Auto-Delta’s credibility considerably within Alfa Romeo, and by 1965 under the direction of Chiti, Autodelta (now written as a single word) became a fully integrated part of Alfa Romeo, effectively as the factory Works team.

In the same period there was a great deal of  flux in competition regulations, however the Prototype Championship soon began to supersede the GT car races which had been the focus of the early 1960s. The Tipo 33 emerged specifically from the fact that in 1966 and 1967 there were two separate championships. The Trophée des Constructeurs, designed for the prototype formula and designated ‘Group 6’, this was divided into two classes, above and below 2-litre displacement. The second championship, ‘Championat des Voitures de Sport’ required that at least fifty cars were homologated. Both series seemed to coexist however by 1967 it was increasingly clear that the prototype ‘Group 6’ category would dominate.

Development of the Tipo 33 commenced in the summer of 1966, with the first tests carried out through the winter if 1966-67. In March 1967 the car was shown to the awaiting press, its design was simply groundbreaking. The chassis frame was in the form of an ‘H’ with the two side members serving as fuel tanks and the central cross member as a fuel-carrying tank. The aeronautic inspiration was clear to see, and indeed manufacturing was carried out by Aeronautica Sicula, who had the necessary skills to fabricate the riveted aluminum construction and synthetic mastic lining to retain the fuel housed in the chassis tubes. Rack and pinion steering and front suspension were mounted to a magnesium subframe which also formed the front bulkhead. The engine was a 1995 cc V8 with four overhead camshafts and dry sump lubrication.

Highlights

• One of the most significant competition cars of its era
• The most successful Alfa Romeo Tipo 33/2 ‘Daytona’
• Class Winner in 1968 at the Targa Florio, 1000 km Nürburgring and Le Mans
• Known and continuous history

The Tipo 33/2

The first year of competition produced many changes for the 1968 model which would become known as the Tipo 33/2. A range of road holding, aerodynamic and mechanical resulted in a much better engineered car. Fuel injection was chosen over carburetors and the aerodynamics were reworked including the removal of the lift inducing periscope air intake.

Extensive testing at Mugello resulted in a new coupé body, whilst retaining the original ‘H’ layout chassis of the first development cars. Two variants, a long and short tail were developed, with the longer often called ‘Le Mans’ and shorter, ‘Daytona’, although these bodies were designed to be interchangeable. Weight was shifted to the center of the car, radiators moved to the sides, and the entire profile of the body was reduced in height. These changes, amongst others, resulted in a more balanced and competitive version of the Tipo 33, finally ready to take the fight to Porsche in the 1969 season.

Chassis 75033 017

For 1968, Autodelta announced it would be racing this new coupe version of the 33, fitted with the 2-litre engine, in Group 6 races with the following drivers: Giovanni Galli, Ignazio Giunti, Teodoro Zeccoli, Udo Schuetz, Nino Vaccarella,  Giampiero Biscaldi and Giancarlo Baghetti.

The first major challenge for the car was the 24 hours of Daytona. Initially, one two-liter car was sent to Daytona for Zeccoli and Schultz, which was used for testing purposes. Autodelta ultimately entered five cars in total, including three official Autodelta entries (Schutz/Vaccarella, Zeccoli/Casoni & Galli/Giunti), one under the banner of American Alfa Romeo Inc. (Andretti/Bianchi), and a T-Car driven by Casoni.

In the end an accident in testing meant that the pairing of Galli and Giunti, who would become inextricably linked to chassis 017 didn’t make it to Daytona. Nevertheless, the new 33/2 put in an impressive performance, with three cars finishing and finishing well. This car was driven by Schuetz & Vaccarella (number 20) to 4th in Class (Wimpffen, 1999), the best result for Alfa Romeo of the weekend with the other two cars crossing the line 5th and 6th in class.

With such a promising start to the 1968 season, four Autodelta entries were announced for Le Mans in 1968. Civil disorder in France in May 1968 pushed the race to September, in turn Autodelta decided to withdraw from the Monza 1000 km to conserve their engines for the Targa Florio.  Both Alfa Romeo and Porsche had been in Sicily for weeks before the event, but the Italian team was struggling to put in the times of their German competitors, chiefly because of better road holding from the Porsches in rougher sections of the course. Six short tail ‘Daytona’ configuration cars were entered, including four Autodelta cars. This car, chassis 17, car was allocated to the ever-successful pairing of Galli & Giunti.

Interviewed by Ed McDonough and Peter Collins for their 2005 book, Alfa Romeo Tipo 33, The Development & Racing History, Nanni Galli recorded that he always chose chassis 017 as each car had its own handling characteristics and were honed by the drivers throughout the season (Collins, 2005)

Despite fierce competition from Elford in the 907, Galli and Giunti secured one of the greatest victories for the T33/2 with this car, securing second overall and first in classis at the Targa Florio in 1968. Only two weeks later Galli and Giunti took the car to the Nurburgring, securing 5th and another 1st in the under 2-litre class despite chaotic pit work from Autodelta.

However, an overall victory still eluded the Autodelta team. In July four cars were entered into the non-championship Gran Premio del Mugello, in the very competitive 2-litre prototype class. Again, the duel of Porsche vs Alfa Romeo would dominate the race with the Italians facing stiff competition from the Porsche 910s of Elford/van Lennep and Siffert/Steinemann. The Alfa Romeo’s had the advantage of months of practice on the challenging circuit, a familiarity which left Galli, Casoni and Bianchi to set the three fastest lap times. Practice and some nail-biting racing paid off with the first overall victory for the Tipo 33/2. (Collins, 2005)

The delayed 1968 24 hrs of Le Mans took place in the last weekend in September. Giunti and Galli, driving chassis 017, were the clear front runners in practice, 2 seconds faster than the second-fastest Tipo 33/2 and a full six seconds ahead of the Porsche 910s. In the race the Autodelta team delivered an almost faultless performance, sweeping the 2-litre class with only one retirement of the four cars entered and chassis 017 taking first in class and fourth overall.

The 1968 season ended strongly for Alfa Romeo despite inconsistent results damaging their standing on the points table they finished third in the Manufacturers’ Championship, Marques’ Standard Points and Challenge Mondiale. Ignazio Giunti and Giovanni Galli finished 11th (out of 114 drivers) in the drivers’ championship, the highest ranking of the Autodelta team.

The car would have two further competitive outings in 1969, however a suspension failure following contact with Elford’s 908/02 in the 1969 Targa Floria caused its retirement, followed by a further mechanical failure at the Nürburgring in June.

Chassis 017 was purchased at the end of its competition career in the early 1970s by a famed French collector called Antoine Raffaelli and was displayed for 35 years in the Musée de l’Automobile in Mougins. The car subsequently passed to Greg Whitten who embarked on a complete restoration which commenced in 1997 and was finished by 1999. Invoices on file record this most significant restoration in the car’s history. The current owner has been the custodian of chassis 017 since 2010.

Of all the Alfa Romeo T33/2 ‘Daytona’s’ built chassis 017 has the most important and impressive competition history, indeed, few cars from any marque can claim victories at three of the most significant circuits in motorsport history.

Sales Info

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Above content © 2024 Schaltkulisse, reviewed and edited by Rex McAfee

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New Hill Climb

Attendees enjoyed several new elements during this year’s event, including Saturday’s Velocity Invitational Hill Climb. Scott Speed claimed victory in the inaugural event behind the wheel of Subaru Motorsports USA’s “WRX: Project Midnight.” Eleven competitors tackled more than ten stories of elevation change on the challenging counter-course circuit from Sonoma Raceway’s start/finish line to Turn 4. The field featured stars including Romain Grosjean, Race Service driver James Kirkham, JR Hildebrand, and Tony Kanaan piloting a diverse field of cars ranging from a McLaren Senna to a classic NASCAR stock car and a 1963 Ford Falcon GT1.

Racing heavies at the wheel

Formula 1 champion Jenson Button piloted three different cars throughout the weekend, including his 1952 Jaguar C-Type, a Ferrari 250 Testarossa, and an Alfa Romeo GTA. Arrow McLaren INDYCAR Series Deputy Team Principal Kanaan joined the weekend alongside team drivers Christian Lundgaard (who joins the team for 2025) and Nolan Siegel. Kanaan, Lundgaard, Siegel, and Grosjean hit the track in a variety of historic race cars, including the “Red Roof” 1978 M24, a 1969 Ford Mustang Boss 302 originally driven by Parnelli Jones, and the 1976 John Player Special Lotus 77 Formula 1 car driven by Mario Andretti.

Speed also joined the high-horsepower Global Time Attack class throughout the weekend, as did Formula Drift driver Ryan Tuerck in his Judd 4GV V10-powered Mobil 1 Toyota Supra and Kirkham in the Mercedes AMG GTS ‘Raw Spec.’

Smoke in your eyes

Professional drift drivers, including Travis Pastrana and Tuerck, delighted fans with smoky and sideways demonstrations throughout the weekend. Pastrana slid the 1983 Subaru GL Family Huckster and Tuerck showed off his skills in his 650-horsepower 1966 Toyota Stout.

A little dirty

DirtFish joined the weekend with Group B rally cars rocketing around the road course, including a 1985 Audi Sport Quattro S1 E2, a 1985 Lancia Delta S4 Corsa, and the no. C206 1986 Peugeot 205 Turbo 16, while rally-tuned Subaru BRZs hosted “ridealongs” and demonstration laps on a complete gravel rally stage built on the grounds at Sonoma Raceway.

Paddock fun

The off-track activity lineup included cooking demonstrations and autograph sessions with celebrated chef and Food Network TV star Tyler Florence, a lowrider parade and display, and a series of Women in Motorsport events presented by Mobil. Trailblazing women in motorsports, including INDYCAR Series and sports car driver Pippa Mann, Trans-Am driver Michelle Abbate, professional driver and mechanical engineer Sabré Cook, Porsche Sprint Challenge North America racer Ashley Freiberg and Josie Rimmer, head of strategy and women in motorsport coordinator at DirtFish, took part in panel discussions, autograph sessions, on-camera interviews and special meet and greets.

“We wanted to break out all the stops for our fifth annual Velocity Invitational and I’m delighted with the exceptional caliber of cars, drivers and sponsors that came together this weekend,” said Jeff O’Neill, founder of Velocity Invitational. “This event is unlike anything else in North America and I hope our guests enjoyed the exceptional variety of cars, drivers, entertainment, food and wine. We’re excited to return to Sonoma Raceway next summer to celebrate with our friends in wine country.”

Looking ahead

The 6th annual Velocity Invitational returns to Sonoma Raceway on a new date in 2025. Next year’s event moves to June 6-8. Click here to purchase tickets for next year’s event.

Above content © 2024 Velocity Invitational, reviewed and edited by Rex McAfee

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Global Time Attack

Eight cars will hit the track in a Global Time Attack class throughout the weekend as these high-horsepower machines compete to set new track and class records. In addition to entries in the Unlimited, Limited, Street and Enthusiast classes, Northern California native Scott Speed will join the competition with Subaru Motorsports USA’s “WRX: Project Midnight,” while Formula Drift driver Ryan Tuerck will compete in his Judd 4GV V10-powered Mobil 1 Toyota Supra. Race Service’s James Kirkham will also hit the track in the Mercedes AMG GTS ‘Raw Spec.’ All three cars will be featured alongside a collection of Time Attack cars on track and in a main paddock display.

Group B and Rally Car Ride Alongs

Velocity Invitational attendees have a once-in-a-lifetime chance to ride along with professional drivers in raucous rally cars during the motorsports festival. New for 2024, the lineup of DirtFish Rally experiences will include rides in Group B and modern-day rally cars. The lineup of Group B rally cars will include a 1985 Audi Sport Quattro S1 E2, a 1985 Lancia Delta S4 Corsa and the no. C206 1986 Peugeot 205 Turbo 16. Gravel Rally Car experiences, which include a ride with a professional rally driver in a rally-tuned DirtFish Subaru BRZ on a complete gravel rally stage built on the grounds at Sonoma Raceway, are also available for purchase.

Sonoma Raceway Hill Climb

Nearly a dozen cars, including Subaru’s “Project Midnight,” will tackle a brand-new Velocity Invitational Hill Climb at 11:40 a.m. on Saturday. This challenging circuit, which travels counter-course from Sonoma Raceway’s start/finish line up to Turn 4, will host an all-out battle for supremacy as competitors tackle more than 10 stories of elevation change.

Featured Race Groups

In addition to eight popular historic race groups, Velocity Invitational will host two featured race groups: historic NASCAR stock cars and a celebration of 70 years of the Jaguar D-Type. The NASCAR group will include 18 stock cars ranging from 1980 through 2013, including Dale Earnhardt’s iconic No. 3 Goodwrench Chevrolet and Clint Bowyer’s Sonoma-winning No. 15 Toyota Camry. The Jaguar class will host eight cars celebrating the creation and racing success of the factory D-Types with a focus on the West Coast. Formula 1 champion Jenson Button will join the class with his 1952 Jaguar C-Type.

Hot Shoes

In addition, drivers from Arrow McLaren’s INDYCAR Series drivers Tony Kanaan, Christian Lundgaard (who will join the team for 2025) and Nolan Siegel will hit the track in historic McLaren race cars, including the 1974 M16C/D “Black Label” driven by David Hobbs, the Gatorade-sponsored 1975 M16E originally driven by Johnny Rutherford and the “Red Roof” 1978 M24. Formula 1 and INDYCAR driver Romain Grosjean will also compete throughout the weekend.

Drift Demonstrations

Professional drift drivers, including Travis Pastrana and Tuerck, will get smoky and sideways on the road course throughout the weekend. Pastrana will delight attendees with demonstration drift laps in the 1983 Subaru GL Family Huckster on Sunday, while Tuerck will drift his 650-horsepower 1966 Toyota Stout twice each day on Saturday and Sunday.

Tyler Florence Appearances

Celebrated chef and Food Network TV star Tyler Florence will join the event for food demonstrations and book signings on Saturday (2:30 p.m.) and Sunday (11:45 a.m.). Florence, who lives in nearby Marin County, will meet with guests and sign his cookbook “American Grill.”

Women in Motorsports Events, Presented by Mobil 1

Velocity and DirtFish will host a series of Women in Motorsport events presented by Mobil 1 on Saturday and Sunday. Trailblazing women in motorsports, including INDYCAR Series and sports car driver Pippa Mann, Trans-Am driver Michele Abbate, professional driver and mechanical engineer Sabré Cook, Porsche Sprint Challenge North America racer Ashley Freiberg and Josie Rimmer, head of strategy and women in motorsport coordinator at DirtFish, will take part in panel discussions, autograph sessions, on-camera interviews and special meet and greets at the Mobil 1 booth

Autograph Sessions

Meet your favorite professional drivers at autograph sessions in the Event Plaza throughout the weekend. Sessions will feature Arrow McLaren INDYCAR drivers Kanaan, Lundgaard and Siegel, as well as Kirkham, Grosjean and Button, Subaru stars Speed and Pastrana and Rally legend Markko Märtin.

Sip & Savor Pavilion

The Sip & Savor Pavilion features tasting booths from local wine, spirits and food vendors, plus live entertainment, all in an incredible trackside location. Pair charcuterie and delicious snacks from Taylor Farms with wine tastings from 16 local wineries. Access to the Sip & Savor Pavilion is included in the Wine Experience and Driver’s Experience packages and is limited to guests 21 and older. The pavilion will be open on Friday and Saturday from 11 a.m.-5 p.m. and on Sunday from 11 a.m.-4 p.m.

Williams F1 Simulators Sponsored by Catalyst

Experience the iconic feel of racing a Williams F1 car from the cockpit of the Williams F1 e-sports simulator sleds. Located in the Catalyst booth in the Event Plaza all weekend, guests can virtually get behind the wheel of a Formula 1 car.

General admission tickets and premium packages for the 5th annual Velocity Invitational are on sale now. For more information or to purchase tickets, visit velocityinvitational.com. Stay up to date on event news on Facebook, Instagram and YouTube.

Above content © 2024 Velocity Invitational, reviewed and edited by Rex McAfee

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From the greatest road races of the age that predated the birth of the Bugatti Type 35, such as the Targa Florio, to epic hill climbs, such as La Turbie in France, the Bugatti Type 35 and its derivatives swept all before them. Many are familiar to us to this day, but the Type 35 triumphed at many that have been lost to the sands of time, including France’s Grand Prix de La Baule beach race.

At the height of its powers, the Bugatti Type 35 averaged 12 race wins a month. Just two years after its debut race at the 1924 Lyons Grand Prix, the Type 35 won the 1926 Grand Prix World Championship. Between 1925 and 1929, the Type 35 also made the grueling Targa Florio road race its own, taking victory in the mountains of Sicily on five consecutive occasions.

During the Bugatti Type 35’s competitive era, success in hill climbing was afforded the same acclaim as victories on the circuit and in long-distance road races. Motor racing was still in its infancy during this era, and the amount of dedicated motor racing circuits was still incredibly small, so hill climbs provided some of the most spectacular competitive motorsport of the Type 35’s career. With its agile handling to conquer tight bends and excellent power-to-weight ratio and acceleration enabling it to surge up the steepest inclines, the Type 35 excelled at the discipline, picking up the baton from its predecessor, the Type 13, with which Jean Mabille famously won La Turbie hill climb in France in 1922. In 1930, René Dreyfus followed in Mabille’s wheel tracks to victory in a Bugatti Type 35B.

Even though there was no official world title to fight for in 1928 due to the cancellation of events, the year still proved to be a stellar one for Bugatti and the Type 35, with victories in race after race. Of the 26 top-flight international races held in 1928, Bugatti drivers took first place in 23, including 11 Grands Prix and the Targa Florio.

But it was in the following year, 1929, that Bugatti claimed one of its most prestigious wins with the Type 35. Monégasque driver Louis Chiron beat the German automotive industry in its own backyard when he won the Grand Prix of Nations at the Nürburgring, just two years after the circuit had opened. After 4 hours and 46 minutes and 508.77km of faultless running for the Type 35C over the hugely challenging route, Chiron took the checkered flag. He was chased home 12 minutes later by the French ace Georges Philippe, also at the wheel of a Type 35C.

The last year of the 1920s was also when the Monaco Grand Prix ran for the first time. There, a Bugatti Type 35B bore William Grover-Williams to victory over the street circuit, earning the British driver a 100,000 French Franc prize – an absolute fortune at the time. Grover-Williams had already won the 1928 French Grand Prix in a Bugatti Type 35; he would win the race again in the same model in 1929.

One of the less well-remembered events in which the Bugatti Type 35 excelled was the La Baule Grand Prix. Held on a beach on France’s west coast at an exclusive resort where the well-heeled motorists of Paris could escape the hustle and heat of the capital in summer, the race was against not only other cars but also the incoming tide from the mighty Atlantic Ocean.

The golden sands of La Baule proved to be a happy hunting ground for the Bugatti Type 35, with British driver Captain George Eyston winning the 1927 event by more than six minutes in his Type 35B. The following year, Pierre Blaque-Belair claimed the win in his Type 35.

After dominating the world of motorsport throughout the late 1920s and into the early 1930s, the Bugatti Type 35’s star inevitably began to wane at the highest levels of the sport as the newer, more powerful models emerged from Molsheim.

Today, the Bugatti Type 35 is remembered not only for its numerous victories but also for redefining what a race car could be: a masterpiece of engineering that continues to inspire awe and admiration, just as it did when it first took to the track 100 years ago. But the truth is the Type 35 has never stopped winning. A century later, it is still being driven to victory in races and hill climbs the world over and by Bugatti enthusiasts who keep the legend of this remarkable car alive, not in a museum, but on the track, where it belongs.

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The Petersen Automotive Museum’s newest exhibit, “Driven to Win: The Automobile in Competition,” is now open in the Charles Nearburg Family Gallery. The display showcases over 100 years of motorsport history across various competitive disciplines and highlights the technologies that propelled winning race cars across the finish line.

Vehicles on display include iconic racers, such as the 1946 Kurtis-Miller Ross Page Special, the 1968 AAR Eagle 68 driven by Denny Hulme, the 2018 McLaren MCL33, the 1966 Lola T70 MKII Spyder, and the 1993 AAR Toyota Eagle MKIII, which achieved 21 wins in 27 IMSA races. Also on display is the 1913 Mercer Type 35-J Raceabout, considered one of the U.S.’s first sports cars.

The exhibit also features the 1957 Teverbaugh & Kirkland Bonneville Special, a land speed racer that was the first equipped with a parachute, the 1957 Chevrolet 150 Utility Sedan “Black Widow” by SEDCO, the 1969 Dodge Charger Daytona raced by Buddy Baker in 1969 and 1970 when he became the first driver to achieve 200 mph on a closed course, the 1972 Alpine A110 1800 Group IV that competed in the inaugural World Rally Championship and the 2010 John Force Racing Ford Mustang driven by Force to his 15th NHRA Nitro Funny Car Championship.

Director Terry Karges comments

“Motorsports is a significant part of automotive history, and this display represents the ever-evolving journey of racing,” said Petersen Automotive Museum Executive Director Terry L. Karges. “We hope our guests enjoy a look at how auto racing has evolved over the last century.”

Race cars by year

• 1913 Mercer Type 35-J Raceabout, considered one of the U.S.’s first sports cars
• 1946 Kurtis-Miller Ross Page Special
• 1957 Teverbaugh & Kirkland Bonneville Special, land speed racer that was the first car equipped with a parachute
• 1957 Chevrolet One-Fifty Utility Sedan “Black Widow” by SEDCO
• 1966 Lola T70 MKII Spyder
• 1968 AAR Eagle 68 driven by Denny Hulme
• 1969 Dodge Charger Daytona raced by Buddy Baker in 1969 and 1970 when he became the first driver to achieve 200 mph on a closed course
• 1972 Alpine A110 1800 Group IV, competed in the inaugural World Rally Championship
• 1986 Porsche 962, competed in 22 IMSA races, achieving seven wins
• 2010 John Force Racing Ford Mustang driven by John Force to his 15th NHRA Nitro Funny Car Championship
• 2018 McLaren MCL33

“Driven to Win: The Automobile in Competition” will be displayed until 2025.

Museum information HERE

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A fabulous 1957 Ferrari 335 S has won the coveted Best of Show award at this year’s Salon Privé Concours presented by Aviva Private Clients. Entered by American enthusiast Brian Ross, the Maranello sports-racer thrilled onlookers when it took part in the Tour Privé on Tuesday 27 August, and it proved to be just as popular with the expert judging panel when it appeared on the concours field the following day.

Event Highlights

• Ex-works Ferrari 335 S wins prestigious Best of Show prize
• Second place awarded to Lord Bamford’s 1933 Rolls-Royce Phantom II
• 1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster secures third overall
• Class winners range from 1923 Rolls-Royce to 2004 Porsche 996
• 72-strong international entry gathered at the magnificent Blenheim Palace

Italian Royalty

Chassis number 0674 was raced by Scuderia Ferrari during the 1957 season, and by a stellar driver line-up. In March that year, dashing young Englishman Peter Collins took the Ferrari to sixth place in the Sebring 12 Hours, sharing with French veteran Maurice Trintignant. Two months later, Wolfgang von Trips finished second in the grueling Mille Miglia – the very race that has recently been immortalized in the Michael Mann blockbuster Ferrari.

Having been upgraded to 4.1-litre specification at the factory, the Ferrari was back in action in June 1957 at the Le Mans 24 Hours. Mike Hawthorn and Luigi Musso shared driving duties at La Sarthe, and although they failed to finish, ‘0674’ set the fastest lap of the race.

Its final outing as a works car was at the 1957 Caracas 1000km, when Hawthorn and Musso finished second. The car then passed to Luigi Chinetti – a hugely significant figure in Ferrari history, and founder of the North American Racing Team. Chinetti entered it for the Cuban Grand Prix in February 1958, when it was driven to victory in the shortened race by none other than English ace Stirling Moss.

Post Stardom

After competition, the Ferrari spent several years in the collection of renowned marque enthusiast Pierre Bardinon.

Second place overall in the Salon Privé Concours was presented to Lord Bamford’s magnificent Rolls-Royce Phantom II Sport Saloon by Freestone & Webb. Ordered new to the bespoke specification of cotton magnate Sir John Leigh in August 1933, it was built for fast touring in the UK and on the continent.

Sir John later sold the Phantom II after apparently ordering four brand-new Phantom IIIs in a single day! Having remained in the UK until the late 1950s, the Rolls-Royce subsequently spent 35 years in the ownership of an American enthusiast who lived in Toledo, Ohio. The Phantom II was bought by Lord Bamford in 2013 and returned to its original two-tone paint scheme. A regular concours prize-winner, it was awarded the Churchill Cup for Most Exceptional Design at Salon Privé in 2022.

Third place overall in the 2024 Concours was presented to the 1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster of Nic and Shelley Schorsch. This hugely significant car was ordered new by movie heart-throb Rudolph Valentino, with unique roadster coachwork designed by LeBaron of New York and built by the Fleetwood Metal Body Company.

With its long, flared open fenders and low-slung lines, it was a showstopper deserving of a Hollywood icon, but sadly Valentino died before his Isotta Fraschini was completed. It was nonetheless exhibited at the New York Auto Salon, then put on display in the front window of Isotta Motors, to be admired by throngs of Valentino’s adoring fans.

“We are truly delighted with this year’s Best of Show Ferrari 335 S by Scaglietti,” said Andrew Bagley, Chairman of the Salon Privé Concours. “You only have to look at the great names who raced it to realize how significant sports car it was and appreciate what a cherished place it holds in Ferrari history. This beautiful Ferrari competed in a golden period for sports-car racing, and we all now look forward to its entry into the Peninsula Classics Best of the Best Award.”

Diverse Entries

This year’s Salon Privé Concours presented by Aviva Private Clients was the largest and most prestigious to date, with 72 cars being entered across 14 different classes. They ranged from the ever-popular Pre-war categories to celebrations of Bugatti, Rolls-Royce and Ferrari. Fan favorites included Legendary Liveries – which showcased iconic color schemes such as a Silk Cut Jaguar XJR 8/9, an Alitalia Lancia Stratos HF, and a 555 Subaru Impreza WRC97 – while a new class for 2024 honored the 60th anniversary of the Ferrari 275.

All entries gathered on the beautiful South Lawn at Blenheim Palace, having come from as far afield as the USA, Thailand and even New Zealand. They were judged by an unrivaled panel of international experts, with all entries being adjudicated by the International Chief Judge Advisory Group (ICJAG). Salon Privé is one of four ICJAG Plus-designated events in the world, and the only one to be held in the UK.

Full List of Winners

2024 Salon Privé Concours presented by Aviva Private Clients

Best of Show

1957 Ferrari 335 S by Scaglietti entered by Brian Ross

Best of Show Runner-up

1933 Rolls-Royce Phantom II Sport Saloon by Freestone & Webb entered by Lord Bamford

Best of Show Third Place

1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster entered by Nic & Shelley Schorsch

Chairman’s Award

1923 Rolls-Royce Springfield Silver Ghost Pall Mall entered by Jack Boyd Smith Jnr

Duke of Marlborough Award

1993 Lamborghini Diablo entered by Lars Nielsen

Most Iconic – The George Barry Gregory Trophy

1965 Rolls-Royce Phantom V by Mulliner Park Ward entered by Jody Klein

Class A: Pre-War Open

Winner: 1927 Isotta Fraschini Tipo 8AS Fleetwood Roadster entered by Nic and Shelley Schorsch

Honorable Mention: 1937 Cord 812 SC Convertible Phaeton entered by Yohan Poonawalla

Class B: Bugatti – Grand Prix to Grand Touring

Winner: 1939 Bugatti Type 57 Cabriolet by Saoutchik entered by Anne Brockinton-Lee

Honorable Mention: 1927 Bugatti Type 38 Philadelphia by Figoni entered by Luc Slijpen

Class C: Pre-War Closed/Elegance

Winner: 1938 Bentley 4¼ L Brougham de Ville by James Young entered by Axel Schroeter

Honorable Mention: 1930 Bentley 4½ L Sports Saloon by Freestone & Webb entered by Peter Little

Class D1: Inspiring Greatness – 120 Years of Rolls Royce (Pre-War)

Winner: 1933 Rolls-Royce Phantom II Sport Saloon by Freestone & Webb entered by Lord Bamford

Honorable Mention: 1911 Rolls-Royce Silver Ghost ‘London-Edinburgh’ by Holmes entered by John Snook

Class D2: Inspiring Greatness – 120 Years of Rolls-Royce (Post-War)

Winner: 1954 Rolls-Royce Silver Dawn DHC by Park Ward entered by Volker Schumann

Honorable Mention: 1988 Rolls-Royce Silver Spirit 2-door by Hooper & Co. entered by Tony Robinson

Class E: Post-War Open

Winner: 1951 Mercedes-Benz 300S Cabriolet A entered by Albert Streminski

Honorable Mention: 1960 Maserati 3500 GT Spyder by Vignale entered by Claudio Mosconi

Class F1: Post-War Closed (International)

Winner: 1960 Maserati 3500 GT by Touring entered by Greg Newman

Honorable Mention: 1968 Lamborghini Islero GT by Marazzi entered by John Day

Class F2: Post-War Closed (British)

Winner: 1952 Jaguar XK 120 Supersonic by Ghia entered by Bill Heinecke

Honorable Mention: 1986 Aston Martin V8 Vantage X Pack entered by Lee Malpass

Class G: Sports-Racers

Winner: 1957 Ferrari 335 S by Scaglietti entered by Brian Ross

Honorable Mention: 1954 Jaguar D-type entered by Vijay Mallya

Class H: Ferraris of the 1950s & ’60s

Winner: 1953 Ferrari 166 MM Spider by Vignale entered by Lord Bamford

Honorable Mention: 1963 Ferrari 400 Superamerica Coupé Aerodinamico by Pininfarina entered by Michael Korecky

Class I: 60th Anniversary of the Ferrari 275

Winner: 1965 Ferrari 275 GTB/C by Scaglietti entered by Private collector

Honorable Mention: 1965 Ferrari 275 GTB 6C by Pininfarina entered by James Cottingham

Class J: Legendary Liveries

Winner: 1996 Subaru Impreza WRC97 by Prodrive entered by Richard Coar

Honorable Mention: 1974 Lancia Stratos HF by Bertone – Alitalia, entered by Christian Gläsel

Class K: Supercar Icons – Prancing Horse

Winner: 1996 Ferrari F50 by Pininfarina entered by Karim Said

Honorable Mention: 1985 Ferrari 288 GTO by Pininfarina entered by Martin Allmand-Smith

Class L: Supercar Icons to 2005

Winner: 2004 Porsche 996.2 GT2 entered by Rob Howarth

Honorable Mention: 1993 Lamborghini Diablo by Gandini entered by Lars Nielsen

Honorary Awards

Spirit Award – The Margaret Bagley Trophy

1960 Maserati 3500 GT Spider by Vignale entered by Claudio Mosconi

Most Exceptional Coachwork

1966 Ferrari 500 Superfast by Pininfarina entered by Andrew Bagnell

Most Opulent

1969 Rolls-Royce Phantom VI Park Ward entered by Murad Salikhov

Coup de Coeur – The Matt Pearce Trophy

1958 AC Ace entered by Mike Dacre

Best Interior

1939 Rolls-Royce Wraith by Mann Egerton entered by Edward Iliffe

Most Elegant

1932 Bugatti Type 55 by Gangloff entered by Shane Houlihan

Best Works Car

1956 Lister-Maserati entered by Christian Jenny

Best Liveried Race Car

1967 MGC GTS Lightweight entered by Martin Block

Best Open Car

1965 Ferrari 275 GTS by Pininfarina entered by Joe Macari

People’s Choice

1996 Ferrari F50 by Pininfarina entered by Paul Hogarth

Event Information HERE

Above content © 2024 Salon Prive reviewed and edited by Rex McAfee

The post Ferrari 335 S wins prestigious Best of Show at Salon Privé appeared first on Sports Car Digest.

Five Decades of Historic Motorsport

It’s a bit daunting to think five decades have past since the first Monterey Historics occurred in 1974. Laguna Seca wasn’t even 20 years old when vintage car enthusiast Steve Earle organized the first Historics at Laguna Seca, a race track built on property once part of U.S. Army’s Fort Ord. I once had an in-depth phone conversation with Steve about the impetus behind his first gathering, to which he commented, “Cars belong on the track, not the lawn.” It was this belief and passion that resulted in decades of phenomenal vintage racing that set a benchmark for the sport in North America.

The post 2024 Rolex Monterey Motorsports Reunion appeared first on Sports Car Digest.

Following the October 1960 Los Angeles Times Grand Prix at Riverside, California, successful Texan racer Jim Hall had a fruitful discussion with Dick Troutman and Tom Barnes, constructors instrumental in the creation of Lance Reventlow’s Scarabs. Having just struck out on their own with a shop in Culver City, California, Troutman and Barnes were eager to create and develop a successor to the Scarab. Hall agreed to fund the project, which would be named “Chaparral,” after the fleet West Texas roadrunner.

Troutman and Barnes constructed two cars for Hall, the prototype Chaparral, chassis 001, and this example, chassis 003. Hall’s maiden outing with 001 was at Laguna Seca on June 10, 1961, where he finished 2nd Overall and 1st in Class. A 3rd Place finish at that October’s Riverside Grand Prix and 2nd Place in the Governor’s Trophy preliminary race at Nassau in December 1961 confirmed the new Chaparral’s promise. Troutman and Barnes built three additional Chaparral Mk I cars for other customers – chassis 002 for Harry Heuer’s Meister Bräuser team, chassis 004 for Chuck Jones’ Team Meridian, and chassis 005 for British hill climber Phil Scragg.

Overview

• The Charismatic and Highly Successful Original Chaparral Design
• Built by Dick Troutman and Tom Barnes for the 1962–1963 Racing Seasons
• The Third of Five Chaparral Mk I Examples Constructed; Raced by Jim Hall
• Racing History Includes Outings at Sebring and Road America
• Accompanied by FIA Historic Technical Passport

Chassis Highlights

• 339 CID Chevrolet V-8 Engine
• Six Stromberg “97” 2-Barrel Carburetors
• 442 BHP
• 4-Speed T10 Manual Gearbox
• 4-Wheel Girling Hydraulic Brakes
• 4-Wheel Independent Coil-Spring Suspension

1962 and beyond

For the 1962 season, Hall continued development of his Chaparrals in conjunction with fellow Texan racing driver Hap Sharp. Hall entered both 001 and 003 at the 12 Hours of Sebring on March 24, 1962. Initially, Hall and Chuck Daigh co-drove 003, but they retired after eight hours due to steering issues and joined Sharp and Ronnie Hissom in 001 to secure a class victory and 6th Overall finish. The next documented outing for 003 came at the September 1962 Road America 500, where Hall and Sharp co-drove it to victory. Development continued on the Chaparral, with emphasis on bodywork and aerodynamics. When 003 was campaigned at the 12 Hours of Sebring in March 1963, it featured a pointed nose and tall tail fins to the rear. After 15 laps, however, 003 retired with engine issues. With the advent of the new mid-engine Chaparral 2, both 001 and 003 were sold; interestingly, they are the only 1961–1970 Chaparrals ever sold by Hall.

Chassis 003 was purchased by Gary Wilson of Kansas, who campaigned the Chaparral in SCCA and USRRC events for 1964, with the best result an 8th Place finish at the July 1964 USRRC race in Greenwood, Iowa. Following its sale to Joe Starkey, 003 returned to its winning ways, scoring a class win at the April 1965 SCCA National Lake Charles meet, followed by a win at the 1965 SCCA Nationals in Kingsville, Maryland, and a 2nd Place finish in the main event at the October 1965 Fort Sumner, New Mexico SCCA Regionals with Eugene Nearburg driving. Chassis 003’s front-line racing career ended in Mexico with a DNF resulting from an accident during the first Grand Prix Juarez and “Camino Real” Road Race in November 1965.

Dormant and in disrepair, 003 was eventually purchased by Dr. Gary Lund, who would retain the car for the next 30 years. In 1987, Lund offered a 50% stake in the car to Steve Schultz in exchange for restoration services. A restoration was completed over the next decade, including extensive research and particular attention to the replication of the car’s original bodywork. Following completion in 1997, chassis 003 was displayed at concours and vintage racing events for several years, prior to its sale to Skip Barber, the racer and driving school founder from Sharon, Connecticut. In 2002, 003 was displayed at Road America with Jim Hall in attendance.

The current owner purchased 003 in 2004 and subsequently entered the car into numerous vintage racing events, including the Monterey Historics in 2005 and 2017 as well as the Goodwood Revival in 2006 and 2007. Accompanied by an impressive history file containing historical documents, photographs, restoration and maintenance records, articles, and correspondence, this Chaparral Mk 1 stands ready for continued racing under a new custodian, and presents a compelling concours entry as the first of the many successful Chaparral sports racers built and raced through 1970.

Ownership

• Chaparral Racing Team, Dallas, Texas (acquired new)
• Gary Wilson, Kansas Racing Team (acquired from the above in 1963)
• Gene Nearburg (acquired from the above 1964)
• Joe Starkey Dale Deem (acquired from the above 1966)
• Mitch Nalda (acquired from the above 1967)
• Keith Hardy (acquired from the above 1968)
• Gene Nearburg (acquired from the above 1969)
• Dr. Gary Lund (acquired circa 1973)
• Steve Schultz / Dr. Gary Lund (partnership in 1987)
• Skip Barber, Sharon, Connecticut (acquired from the above in 2001)
• Current Owner (acquired from the above in 2004)

Now Available

Go HERE for more information from Gooding  & Co.

Jim Hall Video

The post 1961 Chaparral Mk 1 appeared first on Sports Car Digest.

By the late 1950s, sports racing cars were becoming increasingly sophisticated, transitioning from traditional front-engine production-based cars to a new generation of highly specialized purpose-built mid-engine machines. Faced with the challenging task of designing an all-new sports car on a shoestring budget, Alfieri courageously created the last of the great front-engine sports racers – and what is today regarded as a masterpiece of industrial design.

The genius of Alfieri’s design lay in its intricate space-frame chassis – an engineering marvel constructed from approximately 200 small-diameter chromoly steel tubes, welded in triangular formations and reinforced in highstress areas. Weighing less than 70 pounds, this chassis earned the new Maserati its “Birdcage” nickname and provided an extremely lightweight platform with exceptional torsional rigidity.

While its chassis represented a radical new direction, the rest of the Birdcage design made use of tried-and-true Maserati components. The car’s independent front suspension and De Dion rear axle were derived from the highly successful 250F Formula 1 car, as was its rear-mounted, five-speed transaxle. Advances in sports car design allowed Alfieri to utilize four-wheel disc brakes, rack and pinion steering, and Koni telescopic dampers at each corner, giving the featherweight Birdcage unmatched cornering and stopping power. This remarkable mechanical package was clothed in equally daring Allegretti coachwork, characterized by its low body line, protruding wheel arches, aerodynamically effective Kamm tail, and steeply raked windscreen, which not only complied with strict FIA regulations, but also offered a glimpse into the Birdcage’s complex inner workings.

As the Tipo 60 was intended for customer use, Alfieri decided to use the proven two-liter, four-cylinder engine from the earlier 200S. To lower the car’s center of gravity, the engine was mounted well behind the front axle, converted to dry sump lubrication, and canted over 45º to the right. After early tests showed that the chassis was capable of handling significantly more power, Alfieri decided to produce a 2.9-liter version of the Birdcage – with 50 additional horsepower – called the Tipo 61. The larger capacity Tipo 61 was extremely popular in North America and gave Maserati a real contender in the FIA World Sportscar Championship, where the Birdcage’s clever design provided an instant advantage on tight, technical circuits.

As Maserati had shuttered its factory racing program after the 1957 season, the fate of the Birdcage was left in the hands of well-heeled privateers like Briggs Cunningham and Lloyd “Lucky” Casner’s Camoradi Racing Team.

Despite the lack of factory backing, the Birdcage proved itself at the highest levels of sports car racing, dominating the Italian hill climb championship, winning the Nürburgring 1000 Km in 1960 and 1961, and capturing the 1960 SCCA D-Modified National Championship. Not only was the Birdcage successful in competition, but its outstanding dynamic qualities made it a favorite among amateur and professional racers alike.

Highlights

• Among the Most Iconic and Sought-After of All Maserati Racing Cars
• Ultimate-Specification Tipo 61 Birdcage – One of Only 17 Examples Built
• Campaigned by American Racers Loyal Katskee and Don Skogmo Through 1963
• Raced in Period at the Cuban Grand Prix, Bahamas Speed Week, and Pikes Peak Hill Climb
• Formerly Owned by Noted European Collectors Giulio Dubbini and Carlo Vögele
• Maserati Classiche Certified; Accompanied by Period Tipo 61 Engine (Disassembled) and Spare Reproduction Engine

Technical Specs

• 2,890 CC DOHC Twin-Plug Inline 4-cylinder Engine
• Twin Weber 45 DCO3 Carburetors
• Estimated 250 BHP at 6,800 RPM
• 5-Speed Manual Transaxle
• 4-Wheel Hydraulic Disc Brakes
• Front Independent Suspension with Coil Springs
• Rear De Dion Axle with Transverse Leaf Spring

Chassis 2454

According to Maserati records, this Tipo 61, chassis 2454, was completed on November 9, 1959, making it the third of just 17 examples built. Originally finished in black with red upholstery, the Birdcage was sold new to Loyal Katskee, an Omaha, Nebraska-based British car dealer, who had been campaigning a Ferrari 750 Monza since 1956.

On November 13, 1959, #2454 was flown from Italy to Miami, Florida, arriving in time for Katskee to debut the spectacular new Maserati at the annual Bahamas Speed Week in Nassau. Despite the new car suffering from a failing De Dion bridge, Katskee managed to place 11th Overall in the Governor’s Trophy and 16th Overall in the Nassau Trophy.

After Nassau, Katskee repainted the Birdcage white with fluorescent orange racing numbers. In February 1960, he entered it in the first La Libertad Grand Prix in Havana, Cuba. Facing a competitive field that included several Porsche 718 Spiders, a Ferrari TR59 driven by Pedro Rodriguez, and another Tipo 61 Maserati driven by Stirling Moss, Katskee had 2454 running in 4th Place when an engine failure forced his retirement after just 16 laps.

Throughout the remainder of the 1960 season, Katskee campaigned his Birdcage in USAC races across North America, beginning with Continental Divide in June and finishing the season that October following the Los Angeles Times Grand Prix at Riverside and the USAC Pacific Grand Prix at Laguna Seca. His best result with 2454 occurred at Road America, where he placed 3rd Overall behind two long-tail Birdcages.

Following the 1960 season, Katskee sold 2454 to Donald Skogmo of Minneapolis, an heir to the Gamble-Skogmo merchandising chain. Skogmo, who already owned another Birdcage and would go on to acquire at least two others, campaigned his fleet of Maseratis under the “Dirty Bird Racing Team” banner throughout the early 1960s.

For 1961, Skogmo installed a new engine in 2454 and entered it in a variety of events, from local SCCA races to the famous Pikes Peak International Hill Climb, finishing the racing season at Nassau. After two additional Birdcages joined Skogmo’s team for the 1962 season, 2454 was primarily kept as a backup car, taking part in a few additional SCCA races throughout the Midwest and one final edition of the Bahamas Speed Week before retiring after the 1963 season.

Racing History

• Nassau Governor’s Trophy, 1959, Katskee, No. 12 (11th Overall)
• Cuban Grand Prix, February 1960, Katskee, No. 17 (DNF)
• USAC Continental Divide, Colorado, June 1960, Katskee, No. 12 (DNF)
• USAC Road America, Wisconsin, July 1960, Katskee, No. 12 (3rd Overall)
• USAC Los Angeles Times Grand Prix, October 1960, Katskee, No. 12 (DNF)
• USAC Pacific Grand Prix at Laguna Seca, Heat 1, October 1960, Katskee, No. 12 (14th Overall)
• USAC Pacific Grand Prix at Laguna Seca, Heat 2, October 1960, Katskee, No. 12 (DNF)
• SCCA Wilmot Hills, Wisconsin, May 1961, Skogmo (2nd Overall)
• USAC Hoosier Grand Prix, Heat 1, June 1961, Skogmo, No. 31 (11th Overall)
• USAC Hoosier Grand Prix, Heat 2, June 1961, Skogmo, No. 31 (8th Overall)
• USAC Continental Divide, Heat 1, Colorado, July 1961, Skogmo, No. 31 (7th Overall)
• USAC Continental Divide, Heat 2, Colorado, July 1961, Skogmo, No. 31 (DNF)
• USAC Pikes Peak International Hill Climb, July 1961, Skogmo, No. 31 (8th in Class)
• SCCA Metropolitan Stadium, Minnesota, July 1961, Skogmo, No. 3 (1st Overall)
• Nassau Governor’s Trophy Prelim, December 1961, Skogmo, No. 61 (13th Overall)
• Nassau Governor’s Trophy, December 1961, Skogmo, No. 61 (8th Overall)
• Nassau International Trophy, December 1961, Skogmo, No. 61 (16th Overall)
• SCCA Road America June Sprints, Wisconsin, June 1962, Skogmo, No. 31 (15th Overall)
• SCCA Road America 500, Wisconsin, September 1962, Skogmo/Beckett, No. 31 (DNF)
• SCCA Rosemount, Minnesota, June 1963, Skogmo (1st Overall)
• SCCA Road America June Sprints, Wisconsin, June 1963, Skogmo, No. 34 (DNF)
• SCCA Lynndale Farms, Wisconsin, September 1963, Skogmo, No. 32 (6th Overall)
• Nassau Governor’s Trophy, December 1963, Skogmo, No. 31 (DNF)

Second Life

In 1965, Don Skogmo advertised 2454 for sale, asking $2,300 for the Maserati, which, by this point, had neither an engine nor transaxle fitted. The aging Tipo 61 was sold to a new owner in Florida, then passed through a subsequent owner in New York, before being purchased by an Englishman around 1970. Under his ownership, 2454 received a sympathetic restoration and was fitted with a two-liter engine and four-speed transaxle from a Maserati 300S. In the mid-1970s, the Birdcage was sold back to the US; renowned Italian collector Giulio Dubbini acquired it from there in 1978.

Based in Padova, Italy, Dubbini was well known for his impressive stable of sports and racing cars, which included important Alfa Romeos, Maseratis, and many of the finest Ferraris, including a 250 Testa Rossa, 250 MM Berlinetta, 500 TRC, and 250 GT SWB Berlinetta. In addition to his extraordinary automotive holdings, Dubbini was an avid enthusiast who helped organize many historic events including the Coppa d’Oro delle Dolomiti Storica. Chassis 2454 remained in his impressive collection for the next decade, during which time it was fitted with a correct-type Tipo 61 engine and five-speed transaxle.

In 1989, after Mr. Dubbini’s passing, 2454 was sold to Swiss collector Karl Blöchle. An avid car collector and fine artist specializing in automotive models, Mr. Blöchle campaigned the Tipo 61 in European historic events through 1997, when it was sold to German collector Hein Gericke.

In 2000, respected Swiss collector and historic racer Carlo Vögele acquired 2454. Under his ownership, the Maserati was entrusted to Capricorn Group, the German engineering company well known for producing high-quality restorations and reproduction racing engines. The restoration of the Tipo 61 was performed with the goal of competing at the highest levels of historic racing and Mr. Vögele did just that, entering it in several rounds of the Shell Ferrari Historic Challenge.

During his ownership, Mr. Vögele also had 2454 inspected and certified by Maserati Classiche. According to the accompanying Maserati Classiche Certificazione di Autenticità, this Birdcage retains its original chassis and bodywork, and has a correct-type engine and transaxle. It is believed that this Tipo 61 is one of as few as two examples certified by Maserati Classiche before the company ended the program.

Mr. Vögele owned 2454 until 2011, when it was sold to German collector Klaus Werner, who continued to race it in historic events at Spa, Nürburgring, and Goodwood.

Since 2012, the Birdcage has been a fixture in a prominent North American collection, benefiting from meticulous maintenance and sparing use. Soon after acquiring the Maserati, the consignor sent it to the renowned Canepa Motorsport of Scotts Valley, California, for a thorough inspection and race preparation. Detailed photos and invoices on file confirm that 2454 was carefully disassembled, inspected, and repaired as needed to prepare it for its debut at the 2014 Monterey Historic Automobile Races at Laguna Seca. For vintage racing purposes, the Birdcage is currently fitted with a reproduction engine built by UK-based Maserati specialist Steve Hart. Another reproduction race engine and the disassembled period Tipo 61 engine, no. 2477, accompany the car at auction.

Gooding & Co

Go HERE for more information.

Above content © 2024 Gooding & Co reviewed and edited by Rex McAfee

The post 1959 Maserati Tipo 61 Birdcage appeared first on Sports Car Digest.

Car Highlights

• Features Sublimely Beautiful Scaglietti Coachwork with Distinctive Tail Fin
• The Last of Just Four 857 Sports Built
• Multiple Podium Finishes in 1956 with Carroll Shelby and Jack McAfee
• Additionally, Driven by Olivier Gendebien, Richie Ginther, Masten Gregory, and Other Racing Luminaries
• Exactingly Restored in 2011 by the Renowned DK Engineering
• An Extremely Significant Competition Ferrari with Matching-Numbers Engine

Overview

Never resting on its laurels, Ferrari sought to improve upon the four-cylinder race cars that had won them the 1954 World Sportscar Championship. The 500 Mondial and 750 Monza would soon face new competition, including the Mercedes-Benz 300 SLR. In response, Ferrari developed new, larger engines, including the Lampredi-designed 3.5 liter in the 857 Sport.

The 857 Sport debuted at the Royal Automobile Club Tourist Trophy in Ireland, and Scuderia Ferrari entered three new works 857s to compete with Mercedes-Benz. Included in the lineup was this example, chassis 0588 M, the last of the four 857 Sports built. On September 14, 1955, Ferrari’s new team driver, Olivier Gendebien, entered the circuit in 0588 M for Thursday morning practice and, unfortunately, crashed and rolled the Ferrari before the end of practice. Days later, chassis 0588 M was returned to Carrozzeria Scaglietti in Modena for repairs, during which Scaglietti fitted a tail fin to the headrest, giving the car its distinctive appearance. As with many ex-Scuderia Ferrari cars, 0588 M was sold to the US to partake in the country’s flourishing sports car racing scene.

Noted sports car team owner John Edgar of Hollywood, California, had amassed a group of significant Ferraris, including a 275 Sport Barchetta, 340 America, and the former Le Mans-winning 375 MM Plus. After seeing Phil Hill’s win for Ferrari in the 3.5-liter 857 S in Nassau, Edgar decided he needed a large-displacement four-cylinder for the upcoming season.

In 1956, Edgar placed an order with Luigi Chinetti in New York, and soon, he received 0588 M, as well as an invoice for $17,500. Once prepped, the team headed to Palm Springs, California, with the 857. On the starting grid, Edgar’s driver, Jack McAfee, sat poised in his new mount across from Carroll Shelby in Scuderia Parravano’s 410 S. Quickly after the start the two Ferraris pulled past a D-Type to take the lead, but McAfee could not keep up with Shelby on the Palm Springs circuit. Regardless, the 857 Sport’s first competitive outing brought the car a commendable 2nd Overall.

Several weeks later, at the Stockton Road Races, McAfee piloted the 3.5-liter Ferrari to a 1st Overall victory over another D-Type and John von Neumann in his Monza. With the finned Ferrari gaining popularity throughout California, fans were delighted to see the car lined up that April for the 7th Annual SCCA Pebble Beach Road Races. The grid included a full mix of four- and six-cylinder Ferraris in the hands of Hill, Shelby, and Ernie McAfee. Unfortunately for Ernie McAfee, it would be his last race and, as a result of his death, the last year of road races in the forest at Pebble Beach. Despite the dark air that day, Jack McAfee took the 857 Sport to a 3rd Overall.

From there, Jack McAfee took the car to a 6th Place finish at the SCCA National at Eagle Mountain Air Force Base in Fort Worth, Texas, but at Road America, on June 24, 1956, McAfee failed to finish. In July, McAfee managed a 5th Overall at the race at Beverly prior to the car’s return to the West Coast. For the SCCA National Seafair Road Races outside of Seattle, Edgar entrusted Masten Gregory to pilot the 857, although gearbox trouble ended his race.

The 857 Sport was quickly flown to New York in order to fix the gearbox prior to the race at Montgomery on August 19. McAfee had enjoyed continued success in the Porsche 550, and by now Carroll Shelby had come to join the team. For the New York race, Shelby would pilot the 857 for the first time, with fantastic results. In race four, he won outright and repeated the result in race nine ahead of a Maserati 300S and three Cunningham D-Types.

At Thompson Raceway the following month, Shelby ended up in the dirt after the Ferrari’s brakes failed. Back in the hands of McAfee that November, the car came in 5th Overall at the 1st Annual Palm Springs National Championship Races. In December, four starts at Nassau, piloted by Richie Ginther, yielded no podiums, and likewise for Shelby at Pomona to round out the year. However, the 857 S had served the team well in the 1956 season, and Edgar subsequently sold it to Stan Sugarman of Scottsdale, Arizona.

In April 1957, Jack McAfee drove it in the 2nd Annual Palm Springs National Championship Races where he took 5th Place. In November, McAfee took 4th, and then 5th in the main event. Later that month, Richie Ginther finished 5th in the main event at the inaugural race at Laguna Seca.

A few more outings over the next year brought an 8th Overall at Riverside and a 3rd Overall in Palm Springs, but by 1958 Mr. Sugarman knew he had an old race car. That year he replaced the four-cylinder Ferrari engine with that of a Chevrolet Corvette V-8. During the late 1950s, the car found its way to Texas, and by 1962, Jim Hall facilitated the purchase of 0588 M to the admired enthusiast Oscar Koveleski of Scranton, Pennsylvania. Koveleski fitted yet another Corvette V-8 engine and over the next three years went racing and brought home a few podium finishes from small events in the Northeast.

In 1966, the 857 Sport was sold to pop artist Andy Warhol. An unusual owner for an old racing Ferrari, Mr. Warhol wanted to make a parody of the film The Yellow Rolls-Royce. Chassis 0588 M was subsequently painted yellow with black wheels and a black grille. The film was never produced and the Ferrari was said to have been driven by Mr. Warhol’s agent around the streets of New York.

The car eventually passed to Tiny Gould, still finished in yellow and black, prior to its return to Italy. In the early 1970s, Christopher Renwick sold the car to Luigi P. Rezzonico Castelbarco of Imbersago, Italy, more commonly known as “Count Bobily”. During his ownership, the 857 S appeared at the 1973 Le Mans Historics driven by Corrado Cupellini, who later owned the car, eventually selling it to the respected collector Jean-Claude Bajol.

Meanwhile, by 1982, a Los Angeles attorney was offering the engine and gearbox of a so-called “Super Monza” out of Australia. During an inspection of the components, the engine was found to be 0588 M – the original 3.5-liter four-cylinder unit from this 857 S. After some negotiation, the engine and gearbox were sold to David Cottingham of DK Engineering in the UK.

After 13 years in his ownership, M. Bajol sold the Ferrari to Mr. Cottingham who had persistently tried to buy the car, intending to restore and reunite it with its original engine.

In 2011, the 857 S was disassembled and inspected prior to an extensive restoration by DK Engineering. The body was found to be exceptionally original and was expertly refinished. The original engine and transaxle were rebuilt and reunited with the chassis after more than 50 years apart. By September 2011, the 857 S was returned to its John Edgar livery and debuted at the Goodwood Revival.

In 2012, chassis 0588 M joined the collection of its current owner, where it has taken its place among a score of world-class competition Ferraris and has been maintained by his expert staff of caretakers. Today, in superb mechanical and cosmetic order, the 857 Sport represents a supremely finished example of a very significant and pure four-cylinder Ferrari. Having started life as a Scuderia Ferrari works car, the subsequent race record in the ownership of John Edgar marks a successful spell in the hands of both Jack McAfee and Carroll Shelby. Additionally owned by Oscar Koveleski, Andy Warhol, and Jean-Claude Bajol, 0588 M is certainly a unique example.

Furthermore, 0588 M boasts gorgeous and unique Scaglietti coachwork, a matching-numbers engine, and an exceptional history, having been raced by some of the greatest drivers of the era. This is quite possibly the best 857 in existence and one of the most important four-cylinder Ferraris ever produced. Beautifully restored and likely the finest of its kind, this is a chance to own one of the most compelling Ferrari sports racing cars of the 1950s.

Technical Specs

• 3,421 CC DOHC Tipo 129 4-Cylinder Engine
• Twin Weber 58 DCOA3 Carburetors
• 276 BHP at 6,000 RPM
• 4-Speed Manual Gearbox
• 4-Wheel Drum Brakes
• Front Independent Double-Wishbone Suspension with Coil Springs
• Rear De Dion Axle with Transverse Leaf Spring

Ownership

• Scuderia Ferrari (retained for racing)
• John Edgar, Sherman Oaks, California (acquired from the above via Luigi Chinetti in 1956)
• Stan Sugarman, Phoenix, Arizona (acquired from the above in 1957)
• Jim Hall, Dallas, Texas (acquired from the above in 1961)
• Oscar Koveleski, Scranton, Pennsylvania (acquired from the above in 1962)
• Andy Warhol, Long Island, New York (acquired from the above in 1966)
• Tiny Gould, New York, New York (acquired in late 1960s)
• Anthony Bamford, UK (acquired in 1970s)
• Luigi P. Rezzonico Castelbarco, Count Bobily Imbersago, Italy (acquired via Christopher Renwick in early 1970s)
• Giulio Dubbini, Padova, Italy (acquired circa early 1970s)
• Corrado Cupellini, Italy (acquired circa 1973)
• Jean-Claude Bajol, Toulouse, France (acquired in 1997)
• David Cottingham, Chorleywood, UK (acquired from the above via Jean Guikas in 2011)
• Current Owner (acquired from the above in 2012)

Race Highlights

• RAC Tourist Trophy, Ireland, 1955, Gendebien/Gregory, No. 9 (DNS)
• Palm Springs National Championship, Race 2, February 1956, McAfee, No. 98 (2nd Overall, 2nd in Class)
• Stockton Road Races, March 1956, McAfee, No. 98 (1st Overall)
• SCCA Pebble Beach Road Races, April 1956, McAfee, No. 98 (3rd Overall, 2nd in Class)
• SCCA National, Cumberland Hillclimb, May 1956, McAfee, No. 98 (DNS)
• SCCA National, Eagle Mountain, June 1956, McAfee, No. 79 (6th Place)
• SCCA National, Road America, June 1956, McAfee, No. 198 (DNF)
• SCCA National, Beverly, July 1956, McAfee, No. 93 (5th Overall)
• SCCA National Seafair Road Races, August 1956, Gregory, No. 23 (DNF)
• SCCA Regional, Montgomery, Race 4, August 1956, Shelby, No. 141 (1st Place)
• SCCA Regional, Montgomery, Race 9, August 1956, Shelby, No. 141 (1st Place)
• SCCA National, Thompson, September 1956, Shelby, No. 141 (DNF)
• SCCA National, 1 Hour Thompson, September 1956, Shelby, No. 141 (DNF)
• SCCA National, Palm Springs, November 1956, McAfee, No. 99 (5th Overall)
• Governor’s Trophy, Nassau, December 1956, Ginther, No. 88 (6th Place)
• Preliminary, Nassau, Sports over 2-Liter, December 1956, Ginther, No. 88 (DNF)
• Nassau, Ferrari Class, December 1956, Ginther, No. 88 (9th Place)
• Nassau Trophy, December 1956, Ginther, No. 88 (39th Place)
• Preliminary Pomona, January 1956, Shelby, No. 88 (DNF)
• Pomona, Sports, January 1956, Shelby, No. 88 (DNQ)
• Palm Springs National Championship, April 1957, McAfee, No. 58 (4th Overall)
• SCCA National, Palm Springs, November 1957, McAfee, No. 8 (5th Place)
• SCCA National, Laguna Seca, November 1957, Ginther, No. 190 (5th Place)

Above content © 2024 Gooding and Co reviewed and edited by Rex McAfee

Gooding & Co Pebble Beach Auction

Please go HERE for more information on the auction of this vehicle.

The post Ferrari 857S returns to Pebble Beach 68 years later! appeared first on Sports Car Digest.

Rolex Monterey Motorsports Reunion

The Rolex Monterey Motorsports Reunion, celebrating its golden milestone, will welcome more than 400 meticulously restored cars for four days of racing and displays. Established in 1974 as the Monterey Historic Automobile Races, the inaugural edition featured 66 entries. Today, the hundreds of selected entrants are presented with a coveted letter of acceptance, affirming their vehicle’s prestigious heritage. The event reunites motor racing heroes with the machines that drove them to success throughout their career. Over the decades, all five Rolex motor sport Testimonees – Sir Jackie Stewart, Tom Kristensen, Mark Webber, Jenson Button and Jamie Chadwick – have driven an array of cars at the track.

Button, the 2009 FIA Formula 1® Drivers’ World Champion, returns this year to drive his 1952 Jaguar C-Type, once owned by Juan Manuel Fangio. Eagerly anticipating the event, Button says: “Laguna Seca is a fantastic circuit to drive. It’s a fast-flowing and particularly challenging track given the elevation changes and the legendary corkscrew corner. Even when you’re in a car from the 1950s, circuits like Laguna Seca feel incredibly fast and I’m looking forward to racing my C-Type there next week. The Rolex Monterey Motorsports Reunion is a spectacular event that offers some of the best racing you’ll ever see in historic cars.”

Rolex Testimonee Jenson Button behind the wheel of his 1952 Jaguar C-Type. Photo Credit: ©Rolex/Adam Warner

Pebble Beach Tour D’Elegance® Presented by Rolex

Held on the morning of Thursday 15 August, the Pebble Beach Tour d’Elegance® presented by Rolex captivates motoring and watch aficionados alike. Often referred to as a rolling museum, the convoy traverses sections of the iconic 17-Mile Drive, showcasing the meticulous restoration and refinement of the historic vehicles.

A prelude to the Pebble Beach Concours d’Elegance®, the Tour provides the first glimpse of competing vehicles ahead of Sunday’s judging. Since 2007, Rolex has proudly supported this exhibition of timeless automotive excellence as the event’s Official Timepiece and Presenting Partner.

The Quail, A Motorsports Gathering

The Quail, A Motorsports Gathering exemplifies automotive sophistication and beauty. Here, esteemed manufacturers and coachbuilders unveil their visionary models and prototypes amid a display of vintage automobiles.Taking place on Friday 16 August, this year’s gathering commemorates significant milestones for several marques: the centennial of British icon MG, the 30-year anniversary of Swedish innovator Koenigsegg Automotive, and the enduring legacy of the Porsche 911 Turbo (930), which marks its 50th year. As the event draws to a close, class winners and the overall Rolex Best of Show are welcomed into the Rolex Circle of Champions. In 2005, the Swiss watchmaker became Official Timepiece of the event, which honours the motoring heritage that shapes the future of modern engineering.

Pebble Beach Concours d’Elegance®

Enthusiasts will gather at the Pebble Beach Concours d’Elegance® for the grand finale on Sunday 18 August to witness an array of pristine historic automobiles spanning across the centuries, from 1898 to 2023. The 73rd edition of this renowned showcase celebrates the Italian heritage of Maserati and Pietro Frua, the 125th birthday of the famed Packard marque, the GT racing greats of the 1990s, along with the contemporary Wedge-shaped concept cars. Set amid the greens and fairways of Pebble Beach Golf Links® – a course steeped in the legacy of Rolex icons such as Arnold Palmer and Tiger Woods – the vehicles on display embody timeless beauty and prestige. In recognition of the commitment to excellence and the meticulous preservation of automotive heritage, Rolex will present a specially engraved timepiece to the Best of Show recipient.

Sir Jackie Stewart, a Rolex Testimonee for more than 55 years and three-time FIA Formula 1® Drivers’ World Champion, shares his enthusiasm for the celebrations in California: “The atmosphere and genuine appreciation for cars is unparalleled and Rolex’s involvement throughout the week adds to the unique charm and culture of excellence. The brand only partners the best events at the best venues, and the Pebble Beach Concours d’Elegance, and Monterey Car Week as a whole, are no exception. The 50th anniversary of historic racing at Laguna Seca is a truly wonderful milestone. I have a lot of special memories at the track from throughout my career. It isn’t only a showcase of the most remarkable vehicles in motor sport but also the drivers.”

Rolex and Motorsport

Rolex’s close ties with motor sport date back to Sir Malcolm Campbell’s World Land Speed Record successes in the 1930s, when he became the first driver to break the 300 mph barrier (483 km/h) at the wheel of his car, Bluebird. Since then, Rolex’s presence in motor racing has grown steadily, its support extending to revered endurance events such as the Rolex 24 At DAYTONA, the 24 Hours of Le Mans and the FIA World Endurance Championship. In 2013, Rolex became associated with Formula 1®, the pinnacle of motor sport, having supported Rolex Testimonee Sir Jackie Stewart since 1968. The three-time FIA Formula 1® Drivers’ World Champion has been joined by fellow high achievers from the world of motor sport: Tom Kristensen, the record nine-time 24 Hours of Le Mans winner, Mark Webber, the multiple Formula 1® race winner and 2015 FIA World Endurance Champion, and Jenson Button, the 2009 FIA Formula 1® Drivers’ World Champion. Most recently, Jamie Chadwick, Indy NXT driver, three-time W Series Champion and the sport’s most exciting young female talent, became part of the Rolex family. The brand also has a global appreciation for classic automotive events steeped in elegance, beauty and tradition, including the Pebble Beach Concours d’Elegance®, The Quail, A Motorsports Gathering, the Rolex Monterey Motorsports Reunion and the Goodwood Revival.

2023 Rolex Monterey Motorsports Reunion Highlights

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In the world of early 20th-century racing, the 1914 Sunbeam Tourist Trophy (TT) stands as a testament to innovation and engineering prowess. The Sunbeam Motor Car Company had already catapulted into the forefront of automotive racing under the brilliant and ambitious chief designer, Louis Coatalen. The Sunbeam racing team achieved remarkable success at venues like Brooklands and, in 1912, the marque secured the first three positions in the Coupe de l’Auto. At the 1912 French Grand Prix, Sunbeam claimed 3rd, 4th, and 5th places, competing against cars with significantly larger engine capacities. These victories marked the first continental triumph for a British manufacturer in a decade, solidifying Sunbeam’s status as the premier British motor racing team.

Peugeot’s DOHC 16V engine

However, the story of the all-important 1914 Sunbeam TT really begins with the 1913 Coupe de l’Auto race, where Peugeot’s groundbreaking engine design left an indelible mark on the history of the automobile. In the race, Peugeot’s L3 dominated, clinching 1st Place, while Sunbeam secured a respectable 3rd position. Peugeot’s dominance was undoubtedly due to their revolutionary four-cylinder engine, featuring dual overhead camshafts with four valves per cylinder. This configuration allowed for superior airflow and combustion, giving Peugeot a significant advantage in terms of power, efficiency, and rev limit over its competitors, ushering in the era of the modern high-performance engine.

Despite Sunbeam’s reputation as a prestigious high-quality British marque, Louis Coatalen knew that to remain competitive, changes were necessary. He, along with other English manufacturers, recognized the potential of the Peugeot engine and sought to understand the secrets behind its success. Determined to elevate Sunbeam’s racing capabilities, Coatalen acquired a 1913 Coupe de l’Auto Peugeot, carefully disassembled it, measured its components, and studied the design. His new engine design featured enhancements such as increased displacement to 3.3 litres, which delivered a substantial 85 hp.

Enter the 1914 Isle of Man

Sunbeam’s goal was to assemble a team of four cars for the world-famous 1914 Isle of Man Tourist Trophy (TT) race. Held on June 10th and 11th, this event covered a grueling 600 miles and posed a rigorous test of endurance and engineering prowess. Sunbeam utilized Dario Resta, Sir Algernon Guinness, and Kenelm Lee Guinness, later of KLG spark plugs, as drivers.

On the race’s first day, 22 cars started, but only 13 finished, including Dario Resta, due to a broken big-end bolt. However, KL Guinness finished 1st followed by Sir Algernon just three minutes behind his brother. On the second day, by the tenth lap, only eight cars remained, but both Guinness brothers maintained their lead. Unfortunately, a broken lubrication pipe compromised Sir Algernon’s 2nd Place position, forcing him to retire just three laps from the finish. Despite this setback, KL Guinness secured a commanding victory, crossing the finish line nearly 20 minutes ahead of his closest competitors.

Sunbeam not only won the Tourist Trophy, achieving an average speed of 56.44 mph but also earned the Henry Edmunds Trophy for the fastest mountain climbs. This triumphant performance brought Sunbeam racing back to the forefront and set the stage for a promising future.

1914 French GP

Shortly after the 1914 Isle of Man TT, three Sunbeam TT chassis were fitted with four 1/2-litre engines for the 1914 French Grand Prix, where Dario Resta placed 5th among stiff competition from Mercedes and Peugeot. The outbreak of WWI abruptly halted European racing. Two of the French GP Sunbeams were shipped to America, competing in prestigious races, including the 1915 Indianapolis 500. All of the Sunbeams were subsequently returned, dismantled, and stored at the Wolverhampton Sunbeam factory until after the Great War when the factory rebuilt the Tourist Trophy cars utilizing new chassis and sold them as sporting cars for the road.

Provenence

This 1914 Sunbeam TT was acquired from the factory by Matthew Wills, an heir to the Wills tobacco fortune, in June 1921 and subsequently registered as ‘DA 5852,’ which it retains today. After passing through several hands and being converted to a two-seater coupe, Sunbeam expert and renowned author Anthony Heal recognized the historical significance of this car and acquired it around 1940. Remaining inactive until 1949, it was purchased by C.R. Abbott, who meticulously restored the Sunbeam to its original Tourist Trophy specifications.

Car Highlights

• One of Three Remaining Works-Entered Tourist Trophy-Winning Cars
• Incredibly Advanced, Early Twin Overhead Camshaft Engine
• Highly Competitive; 1st Overall in the 1954 and 1963 VSCC Pomeroy Trophy
• Exceptional Provenance Including Stanley and “Gentleman” Jack Sears and Sunbeam Authority Anthony Heal
• A Fixture of Two of the Leading UK Collections for the Past 74 Years and Never Before Offered for Public Sale

Technical Specs

• 3,295 CC DOHC 16-Valve 4-Cylinder Engine
• Claudel-Hobson Carburetor
• 85 HP at 3,200 RPM
• 4-Speed Manual Gearbox
• 2-Wheel Rear Mechanical Drum Brakes with Internal Expanding Shoes
• Front Solid Axle with Semi-Elliptical Leaf Springs and Houdaille Friction Dampers
• Rear Live Axle with Semi-Elliptical Leaf Springs and Houdaille Friction Dampers

In the 1950s, Stanley Sears, who was assembling one of the pre-eminent early car collections, acquired the vehicle, becoming instrumental in both its preservation and the continuation of its racing heritage. A pioneer collector of veteran and vintage cars, Stanley Sears not only cherished the Sunbeam but actively raced it, achieving notable successes such as winning the Edwardian Class at Prescott in 1951 and securing 3rd Place in the 1952 VSCC Silverstone Itala Trophy race, competing against formidable opponents like a GP Bugatti and a 10 1/2-liter Delage. In subsequent years, Stanley continued to showcase the Sunbeam’s performance, earning podium finishes at events such as Prescott and the Pomeroy Trophy contest.

Stanley’s son, Jack Sears, was becoming an accomplished race car driver and joined his father in vintage car racing in 1951 at VSCC Silverstone, where he began his journey with the Sunbeam TT. Jack’s illustrious career spanned various forms of motorsports, including rallies, sprints, and circuit racing. His remarkable achievements include an overall victory in the 1954 VSCC Pomeroy, a testament to both his exceptional driving skills and the enduring capabilities of the 1914 Sunbeam TT in competitive settings. He later repeated this victory in the 1963 VSCC Pomeroy, further solidifying his legacy in vintage racing circles.

In 1969, Stanley Sears sold the Sunbeam TT to the consignor, who once again restored it. The car continued to compete, achieving fastest Edwardian at VSCC Silverstone in 1986, adding to its rich racing pedigree.

Over the years, the Sunbeam TT has garnered significant attention in automotive circles. It was featured in the June 1914 issue of The Motor in an article titled “The Design of the Sunbeam T.T. Racing Car” by Louis Coatalen. More recently, Cyril Posthumus described it as “pure genius” in the May 1987 issue of Classics and Sportscars in his article “Track Test: Back to the Future.” The car is accompanied by an original program and scoring cards from the Isle of Man TT Races of June 1914, alongside an extensive file of service records, correspondence, restoration notes, and comprehensive photographic records of the restoration process, including archival photos of the vehicle.

This 1914 Sunbeam TT, painted in the traditional British Racing Green, has been a fixture in top car collections in the UK for the past 74 years. Its illustrious history spans from 1914 to the present day, where it has consistently showcased exceptional performance on the racetrack. Today, fewer than 100 genuine pre-1918 racing cars are still in existence, with only eight featuring the classic “Ernest-Henry” twin-cam design. Among these, just three 1914 Sunbeam TTs survive, making this model exceedingly rare and a highly coveted collector’s item. Its historical significance is further enhanced by its association with Louis Coatalen, a pioneering figure in developing high-performance racing cars and engines.

Above content © 2024 Gooding & Co reviewed and edited by Rex McAfee

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Highlights from 2023

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Subaru Motorsports USA’s “WRX: Project Midnight,” the standout entry at this year’s Goodwood Festival of Speed, will make its North American appearance at the 5th annual Velocity Invitational at Sonoma Raceway, Oct. 4-6, 2024.

Fastest WRX ever

The quickest and fastest ever WRX race car from Subaru Motorsports USA, which placed second at the 2024 Festival of Speed Timed Shootout, will tackle Sonoma Raceway’s 12-turn road course throughout the weekend.

Hot Shoe Scott Speed

Piloted by Scott Speed, a Northern California native, Project Midnight takes things to a new level with a singular directive: outright speed. Project Midnight features ultra-wide aerodynamic bodywork and a radically enlarged version of the wing found on the team’s WRX ARA24 gravel rally car. The carbon fiber body and a significantly lightened chassis give it a curb weight of well under 2,500 pounds – nearly 1,000 pounds lighter than a standard WRX. Under the hood, a turbocharged and inter-cooled 2.0-liter flat-four engine produces 670 hp and 680 lb-ft of torque, revving to 9500 rpm and spitting flames from its hood-exit exhaust. The powerplant is the most recent and top-performing evolution of Subaru Motorsports USA’s highly successful rallycross engine that helped Speed earn Subaru the Nitro Rallycross Teams Championship in 2021.

“Watching Scott put Project Midnight through its paces at Goodwood was incredible, and I’m thrilled we can bring this ground-breaking machine to our guests,” said Velocity Invitational Founder Jeff O’Neill.  “Partnering with a brand like Subaru and hosting world-class cars like Project Midnight highlights the exceptional caliber of entertainment we will feature this year as we celebrate our fifth annual event.”

Velocity Invitational

This year’s Velocity Invitational will feature an unparalleled lineup of the world’s rarest cars, including modern hypercars, a Jaguar D-Type anniversary class, a historic NASCAR class, historic Formula 1 race cars, and other popular historic racing groups. The three-day event will also feature local cuisine and beverage options, such as a variety of wines from local vintners, in a luxurious, family-friendly setting.

General admission tickets and premium packages, including the opportunity to ride along in a Group B Rally Car, are on sale now. For more information or to purchase tickets, visit velocityinvitational.com. Stay up to date on event news on Facebook, Instagram and YouTube.

Above content © 2024 Velocity Invitational/Kahn Media, reviewed and edited by Rex McAfee

Goodwood Appearance

Highlights from 2023

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Highlights

• “Largest motorized garden party in the world” from 11 to 14 July 2024
• Highlights from the entire motorsport history of Mercedes-Benz
• Elaborately restored: Original Mercedes Targa Florio racing car of 1924
• Motorsport vehicles from all eras and racing series up to the current Formula One
• Strong presence of Mercedes-AMG

This is what Mercedes-Benz Classic is bringing to the Goodwood Festival of Speed 2024

• Daimler two-cylinder V-engine (1894): The Paris-Rouen race in 1894 was the first-ever motor race. It was won by vehicles by Peugeot and Panhard & Levassor, with Daimler two-cylinder V-engines produced under license.
• Mercedes 2-litre Targa Florio racing car, 1924: 100 years ago, it won the Targa Florio – the legendary, tough road race through Sicily. Mercedes-Benz Classic has painstakingly restored an original vehicle with the utmost authenticity.
• Mercedes-Benz 750-kilogram Formula racing car W 25, 1934: The first Mercedes-Benz Silver Arrow. It premiered in the 1934 Eifel race, with Manfred von Brauchitsch the winner. Rudolf Caracciola became European Grand Prix Champion in 1935, comparable to today’s F1 title.
• Mercedes-Benz Formula One racing car W 196 R, 1955: Mercedes-Benz returned to Grand Prix racing in 1954, with the W 196 R. With exposed wheels or streamlined bodywork, depending on the circuit. Juan Manuel Fangio was the Formula One World Champion in 1954 and 1955.
• Mercedes-Benz express racing car transporter, 1955: A sensational one-off. Its engine came from the 300 SL “Gullwing” (W 198). The nickname of the transporter for urgent racing car transport, capable of up to 170 km/h: “Blue Wonder”:
• Mercedes-Benz C 11 Group C racing sports car, 1990: 537 kW (730 hp), a monocoque of carbon fiber/Kevlar material, built for the 1990 Group C World Championship. The result: the C 11s secured the second double title in a row for the team and drivers.
• Mercedes-Benz GT racing car CLK LM, 1998: It won all the FIA GT Championship races in which it competed—the successor to the CLK GTR with a 5-litre V8 engine. AMG-Mercedes once again won the team and drivers’ championship.
• Mercedes-Benz SLS AMG GT3 (C 197), 2012: The successful customer sports car for the GT3 regulations, presented in 2010. The vehicle presented at Goodwood led a one-two-three victory in the 2012 Dubai 24-hour race.

The Mercedes-Benz Classic vehicles can be seen in the Ballroom Paddock – and most of them will also absolve the hill climb at a brisk pace before a large audience.

The Brand Ambassadors for Mercedes-Benz Classic at the 2024 Goodwood Festival of Speed

Klaus Ludwig: Three-time DTM champion. He joined the AMG-Mercedes DTM team in 1989, winning two championship titles (1992 and 1994) and finishing runner-up in 1991. With Ricardo Zonta, he won the driver’s rating in the international FIA GT Championship in 1998. He was born on 5 October 1949.

Bernd Mayländer: Regular driver of the official Formula One safety car since 2000. He made his DTM and ITC debut in 1995 with an AMG-Mercedes C-Class DTM. In 1997, he competed in the FIA GT Championship with the CLK GTR. In 2001, he returned to the revamped DTM and won the final race of the season in Hockenheim. He was born on 29 May 1971.

Karl Wendlinger: With Michael Schumacher and Heinz-Harald Frentzen, he was part of the Mercedes-Benz junior team in the Group C World Championship 1990. In 1993, he moved to Formula One as a driver on Peter Sauber’s team from Switzerland. He was born on 20 December 1968.

Mercedes-AMG from Formula One to current customer sports cars

Mercedes-AMG also has a strong presence at the Festival of Speed. Two Formula One racing cars from the Mercedes-AMG PETRONAS Formula One team can be seen in the Formula One paddock. In the AMG Ballroom Paddock, the performance and sports car brand from Affalterbach will be showcasing a Mercedes-AMG GT3 in the “130 Years of Motorsport Special Livery”, the Mercedes-AMG GT3 RAW SPEC jointly designed with RACE SERVICE and the track day racing car Mercedes-AMG GT2 PRO. The Mercedes-AMG SL 55 4MATIC+ and the Mercedes-Benz G 580 with EQ Technology are among the vehicles on display in the First Glance Paddock, while the new Mercedes-Benz EQS is on show in the Electric Car Park.

“Horseless to Hybrid”

The Goodwood Festival of Speed is a unique stage for the culture of motorsport. It takes place at the country estate Goodwood House in Sussex, England, from 11 to 14 July 2024. The motto: “Horseless to Hybrid: Revolutions in Power”. It honors the innovative history of the automobile, and thus its invention by Carl Benz in 1886. Around 250,000 visitors are expected.

Charles Henry Gordon-Lennox, His Grace the Duke of Richmond and Gordon, has organized the Festival since 1993. The focus is on racing and sports cars from the early years of automobile history to the latest innovations. Numerous sports cars can be experienced on the 1.86-kilometre-long Goodwood hill climb circuit. Sporty vehicles will also fascinate the public in the Forest Rally Stage and the Off-Road Arena.

2023 Goodwood Day 1

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The “surgeon” prevails

Alex Palou earned his second victory in three years at the West Coast’s crown jewel of circuits, Weathertech Raceway Laguna Seca,  moving into the NTT INDYCAR SERIES championship lead with his second win of the season driving the No. 10 DHL Chip Ganassi Racing Honda. Two-time and reigning series champion Palou, who started from the pole, beat Colton Herta (who has also won twice at Laguna Seca) in the No. 26 Gainbridge Honda of Andretti Global by a relatively scant 1.9780 seconds.

Palou comments: “It was a chaotic race, man! We didn’t do a very good job on the starts and those restarts at the beginning. The strategy was a bit risky for the position we were in, but we knew we had the pace, and we just had to execute.”

Palou’s victory continued an impressive string of results at this track. Besides the victory today and in 2022, Palou finished second in 2021 and third in 2023. Alexander Rossi finished a season-best third in the No. 7 Arrow McLaren Chevrolet. Romain Grosjean placed fourth in the No. 77 Juncos Hollinger Racing Chevrolet, the best NTT INDYCAR SERIES finish ever for that team.

Pre-race rumblings

Coming into the weekend, it’s no surprise that the frontrunners were the “usual suspects,” led by Scott Dixon, who won last year’s race. Chip Ganassi Racing’s six-time season champion beat Team Penske’s Scott McLaughlin in the 2023 season finale by 7.3180 seconds, and both of their teams are the jugernauts of the series. The other driver on the podium last year was Chip Ganassi Racing’s Alex Palou, who earned his second title in three years with his third-place finish. He entered Sunday’s race five points behind Team Penske’s Will Power for the series lead. Lastly, while suffering from some bad luck in the recent Detroit street race, Colton Herta has won twice here in the last 5 years, so it was anybody’s guess what Sunday would bring.

Big news from Arrow McLaren

Just days before the race, Arrow McLaren announced that it signed the young Nolan Siegel to a multiyear contract to drive its No. 6 Chevrolet starting this weekend. Siegel, 19, from Palo Alto, CA, will be the teammate to hot shoes Pato O’Ward and Alexander Rossi. Upon the team’s announcement, Siegal commented, “I’m looking forward to jumping right in with the Arrow McLaren team this week and confirming my place in the NTT INDYCAR SERIES in papaya (orange) moving forward. This is an unexpected jump, but I’m thrilled to be in this position after a rewarding run in the Indy NXT by Firestone series with HMD Motorsports. I am looking forward to this new journey and learning alongside the entire team starting this weekend in my home state.”

Qualifying

2023 NTT INDYCAR SERIES champion Alex Palou maintained the pressure in his quest for a third title by winning the NTT P1 Award for the Firestone Grand Prix of Monterey on Saturday at WeatherTech Raceway Laguna Seca. Palou earned his second pole of the season and fifth of his career with a best lap of 1 minute, 7.1465 seconds in the No. 10 DHL Chip Ganassi Racing Honda. Palou is second in the championship standings, five points behind Will Power, who qualified 15th in the No. 12 Verizon Business Team Penske Chevrolet.

“It was really tough, really tight all qualifying to get to the Fast 12 and then the Fast Six,” Palou said. “It was really tricky with track conditions. As soon as there was some wind, you couldn’t really finish the lap because there was no grip. The car was on rails today, so the best starting position for tomorrow.”

The pole continued an impressive history for Palou at this picturesque Northern California road course, an 11-turn, 2.238-mile layout that includes the famous “Corkscrew” complex of turns. Palou won this race in 2022 and finished second in 2021 and third in 2023.

Top drivers close behind

Kyle Kirkwood joined Palou on the front row after a best lap of 1:07.2204 in the No. 27 AutoNation Honda of Andretti Global. The second starting spot was Kirkwood’s best performance in qualifying since winning the pole and the race in April 2023 at the Acura Grand Prix of Long Beach.

Felix Rosenqvist continued his reinvigoration with Meyer Shank Racing, qualifying third at 1:07.2917 in the No. 60 AutoNation/SiriusXM Honda. Colton Herta, who led practice Saturday morning, qualified fourth at 1:07.2972 in the No. 26 Gainbridge Honda of Andretti Global with Curb-Agajanian. Herta won this race in 2019 and 2021.

Alexander Rossi qualified fifth at 1:07.3594 in the No. 7 Arrow McLaren Chevrolet. Christian Lundgaard rounded out the Firestone Fast Six and Row 3 at 1:07.5112 in the No. 45 Hy-Vee Honda fielded by Rahal Letterman Lanigan Racing.

Race strategy

Two distinct tire strategies emerged early in the 95-lap race, as there was no clear consensus up and down pit lane about whether primary or alternate Firestone Firehawk tires were the fastest and preferred rubber over the length of a fuel stint. Fuel and tire strategies first diverged in stark fashion on Lap 36. The first of five caution periods was triggered when rookie Luca Ghiotto went off track into the tire barrier in Turn 4 in the No. 51 GAV Air Technology Honda of Dale Coyne Racing. Rossi was leading during that incident and pulled a train of leading cars down pit lane under yellow on Lap 37. That pack of early-pitting cars included Herta, early leader Kyle Kirkwood, Scott Dixon, and Power. But 13 drivers, including Palou, decided to stay out.

The right decision?

Palou discussed that call over the radio with strategist Barry Wanser during the caution period, wondering if it was the right move. “At that time, I doubted (the strategy) a little bit,” Palou said. “I didn’t know if my radio was working or not. But everything was fine. I’m sorry I didn’t have that trust, that belief in his call during those 10 or 20 seconds, but overall, an amazing job for the Ganassi team.”

Palou stayed out front until he made his second pit stop on Lap 56, handing the lead to Herta and taking Firestone’s alternate, red-sidewall tires for the first time, deeper into the race than any other driver. Herta made his final stop on Lap 67, along with Rossi. Once again, Wanser instructed Palou to stay on track on the fast Firestone alternate tires, trying to build upon his lead of nearly three seconds. Palou made his last stop on Lap 70, along with Grosjean, and took on used Firestone primary tires. Josef Newgarden cycled to the lead in the No. 2 Hitachi Team Penske Chevrolet. But Palou took the lead for good when Newgarden made his final stop on Lap 75.

Three restarts

Still, the last 20 laps were not a stroll through the picturesque, 11-turn, 2.238-mile circuit, as Palou had to endure restarts after three caution periods during that span. “Too intense there at the end with those restarts, but an amazing win for the No. 10 DHL car,” Palou said. Palou pulled away cleanly on each restart, building a lead as large as four seconds over Herta when Jack Harvey pulled his No. 18 Dale Coyne Racing Honda off track near the start-finish line with a mechanical problem, triggering the penultimate caution.

On the ensuing restart on Lap 85, Palou built a gap of 1.6 seconds by Lap 87 when Agustin Canapino’s contact with Kyffin Simpson’s No. 4 Journie Rewards Chip Ganassi Racing Honda cut Simpson’s rear tire exiting Turn 5, forcing him into a spin. The trailing No. 15 Mobil 1 Honda driven by Rahal Letterman Lanigan Racing’s Graham Rahal had nowhere to go in thick traffic and made contact with Simpson. Both cars ended up in the gravel, with Rahal making contact with the wall. Both drivers were unhurt, and Canapino was penalized for avoidable contact.

Two-time winner Colton Herta

Herta had one final shot at Palou on the restart on Lap 91, but once again, Palou pulled away, building a gap of 1.1 seconds after one lap. “It’s a good result,” California native Herta said. “We chose the strategy that we did, and we did a really good job with what we chose. It hurts not to win here, but we have to be happy with second place here.”

Championship points

After yesterday’s win, Palou gained a 23-point lead in the series standings over Will Power, who finished seventh in the No. 12 Verizon Business Team Penske Chevrolet. Power led Palou by five points entering this race, the eighth of 17 on the 2024 schedule.

• All photos © 2024 Rex McAfee
• Above text © 2024 INDYCAR reviewed and edited by Rex Mcafee

Gallery

Race Highlights

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Keep pushing!

After leading 196 of the 200 laps of the 1912 Indianapolis 500, Ralph DePalma’s Mercedes suffered a cracked piston. Rather than pull the crippled car into the pits and retire, Ralph and his mechanic Louis Fontaine, hand-pushed the large Mercedes the remaining 4 laps (10miles!) on the brick-surfaced speedway to finish 11th! This is the stuff that legends are made of and it’s nearly impossible to imagine any contemporary sports personality exhibiting this kind of grit and determination. Ralph’s luck would improve 3 years later.

Ahead of its time

In 1913, the Le Mans specifications required a 4.5 ltr engine and Mercedes developed a new, high revving (for then) 3500rpm SOHC 4-valve, in-line aluminum block 4-cylinder with pressurized wet oil lubrication (vs. splash). The specifications also called for maximum weight of 1100kg and Mercedes chassis was a period-conventional cross-braced, pressed-steel frame suspended by semi-elliptic leaf springs and solid axles. The V-shaped radiator was also fitted to the 1913 Mercedes Grand Prix platform.

Brickyard celebration

A 1914 Mercedes Grand Prix car became part of the George Wingard collection in Oregon, where it was respectfully cared for and maintained in running order. In 2015, to celebrate the centennial of Ralph DePalma’s 1915 victory, Mr. Wingard and his family shipped the car to the Speedway to be part of the 2015 Indy 500(George’s son-in-law is featured as a riding mechanic in photos). I was fortunate enough to be engaged by Mercedes-Benz to document this remarkable centennial reunion.

Photos & Story by Royce Rumsey © 2015, All Rights Reserved

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Trofeo Pirelli

Jeremy Clarke (Ferrari Beverly Hills) wasted no time getting to the Trofeo Pirelli class lead, getting a great start at the drop of the green flag to lead every lap of Sunday’s race. Dylan Medler (The Collection) attempted to chase him down, but finished two seconds behind in second place. The battle for third, however, stole attention as Roberto Perrina (Ferrari of Seattle) hunted David Musial Jr. (Ferrari of Lake Forest) for the spot, but the latter persevered to finish third.

After a promising start but unsatisfactory finish on Saturday, Matias Perez Companc (Ferrari of Central Florida) achieved redemption with a flag-to-flag Trofeo Pirelli Am victory. Companc broke Brian Cook’s (Ferrari of Seattle) three-race win streak, although the latter still finished runner-up on Sunday. David Musial (Ferrari of Lake Forest) mirrored his son’s performance in Trofeo Pirelli with a third-in-class finish of his own.

Coppa Shell

Eric Marston (Ferrari of Westlake) was king of Coppa Shell at Laguna Seca, sweeping the weekend with another pole position and victory on Sunday. Yahn Bernier (Ferrari of Seattle) improved from third on Saturday to runner-up in Race 2, and Chuck Whittal (Ferrari of Central Florida) fended off an eager Sureel Choksi (Ferrari of Denver) – who was forced to forgo Race 1 after an incident in qualifying – for the final podium spot.

While Coppa Shell ran a clean race, it was anything but for Coppa Shell Am. Roy Carroll (Foreign Cars Italia) started from pole, but found himself fifth after the first lap. He valiantly fought back to regain the lead from Dana Goodwin (Ferrari of Seattle), going on to win Sunday’s race. It was Goodwin, Jerri Walters (Ferrari of Vancouver) and Roger Monteforte (Ferrari of Central New Jersey) who vied for the remaining podium positions, but each driver had their own spins and lost valuable track position. While fighting for second and third place, Goodwin and Walters even collided in the final three minutes of the race, causing a yellow flag and moving Monteforte, Saturday’s winner, to second and his Ferrari of Central New Jersey teammate, Jeffrey Nunberg, to third.

488 Challenge Evo

Massimo Perrina (Ferrari of Seattle) proved yet again that late cautions could not disrupt his dominance, as he endured a six-minute shootout en route to victory just one day after experiencing nearly the same. Perrina and Jason McCarthy (Wide World Ferrari) finished 1-2 as they did on Saturday, while Marc Muzzo (Ferrari of Ontario) held off Logan Broughton’s race-long pressure to secure third place.

After relinquishing his lead during Saturday’s last-lap shootout, Gregory Hopkins (Foreign Cars Italia) learned from his errors on Sunday to secure the Coppa Shell victory. Hopkins passed Gerdas Venslovas (Continental AutoSports) mid-race for the top spot, while Venslovas finished second ahead of Saturday’s winner Richard Pineda (Ferrari of Washington) in third.

Canada Calls

Ferrari Challenge travels internationally for its next round, going north of the border for a pair of races at the Formula 1 Grand Prix du Canada in Montreal, Quebec. This will be the 10th year that Ferrari Challenge has participated at the event after its first visit to the circuit in 2013 and a two-year hiatus in 2020 and 2021 due to the coronavirus pandemic. Montreal will host the doubleheader on June 7 – 9 and all races, including replays from this weekend at Laguna Seca, are available on the Ferrari YouTube channel.

All content © 2024 Ferrari S.p.A.

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