If there is one manufacturer that has dominated the endurance racing landscape over the first two decades of the 21st Century, then it is certainly Audi. The German automaker burst onto the endurance racing scene in 1999 with its R8R, in open Spyder format, and the R8C, a Coupé. The pair of R8Rs claimed third and fourth places in their debut race, while the two R8Cs posted DNFs in the same race.

It is not just in the Le Mans 24 Hours that Audi excelled, it was also the name to beat in the World Endurance Championships (WEC), American Le Mans Series (ALMS) and the European Le Mans Series (ELMS). Between 1999 and 2016, when Audi officially withdrew from the WEC at the end of that season, each new iteration of the Audi endurance racer was dominant, and it all began with the R8, seventeen years earlier.

As author Ian Wagstaff put it, Audi went from being a beginner to favourites in just one year. This was, coincidently, at the start of the new Millennium, and so Audi rose to prominence when the attention of so many motorsport enthusiasts were looking for some new blood in the sport, and it was the Audi R8 that obliged in the most unforgettable way possible.

While the Audi ‘R8-405’, the subject of this book, cannot claim the highest number of victories, it was nevertheless a multiple race winner and had perhaps the longest active life in the R8 family. R8-405 entered the heady world of endurance racing at the 2000 Le Mans 24 Hours, leading the race for six hours in the hands of Laurent Aïello, Allan McNish and Stéphane Ortelli. Thanks to the tenacity of these three drivers, they brought R8-405 home in second place, one lap behind the winning sister car and two laps ahead of the similar third-placed sister car, providing a memorable 1-2-3 for Audi.

While R8-405 first ran at Le Mans as a works car, it was entered by Joest Racing at Le Mans in subsequent years and also by them in the ALMS. Even when a race car performs outstandingly in its debut season, by the end of the season it is often considered obsolete by the factory, and for R8-405 this was no exception. The R8 had provided and exceptionally good platform on which to build the next and successive evolutions of the racer.

The 2001 season saw chassis R8-405 being allocated to the American privateer team of Champion Racing (driven mostly by Johnny Herbert and Andy Wallace), the new series Audi racer being taken by the works team. Ironically, in a corporate twist where the factory called the shots, Champion’s R8-405 was ‘recalled’ for factory duty in 2002 to race against the privateer team!

The list of Audi works drivers who spent time behind the wheel of R8-405 reads like a who-is-who of the world’s best endurance racers, and a profile and a detailed list of achievements by each driver is provided in the text. These names include the likes of Allan McNish, Stéphane Ortelli, Laurent Aïello, Emanuele Pirro, Frank Biela, Tom Kristensen, Rinaldo Capello, Andy Wallace, Johnny Herbert, Ralf Kelleners, Dorsey Schroeder and Jamie Davies.

Of interest to enthusiasts in this form of racing, the author has provided official period Le Mans intermediate and final classification time sheets, and other assorted, similar official documents. Not only are these interesting and provide a supporting role to the text, but they are also a source of accurate information to the enthusiast.

The author has gone to great lengths, right from the beginning of the book, to paint an accurate picture of the arena in which the R8s competed, interviewing drivers, team and personnel connected  with the squad. The book then includes a section devoted to the successors to the R8s. As is now the norm, the world of historic racing has taken off as one of the fastest growing categories in the world of racing today. After R8-405’s in period racing life was over, it was acquired by an enthusiast who is himself a keen racer, and the car continues to entertain the crowds wherever it is seen.

Mention must be made of the truly excellent photography throughout the book, the author using many of his own images taken during his travels to these races around the world. Additional imagery has been sourced from regular professional photographers and photo libraries, enhancing the visual experience. The final section of the book comprises a studio photo study of R8-405, showing the car liveried in both its 2000 Le Mans 24 Hours colours and that of Champion Racing.

The author has done an exceptional job of recalling the life and times of R8-405, and the final presentation is a well-crafted balance of words and images. This book is the 15th in the ‘Great Cars’ series by Porter Press, and comes highly recommended to racing enthusiasts who enjoyed seeing these cars racing. Whether collecting the whole ‘Great Cars’ series or just wanting to add a quality title to your motorsport library, this is well worth your attention.

Book information

• Title: Audi R8 – The Autobiography of R8-405
• Author: Ian Wagstaff
• Publisher: Porter Press International
• Published: 5 December 2022
• ISBN: 978-1-913089-61-0
• Page count: 320 pages
• Image count: More than 350 images
• Format: 285 x 235 mm portrait, hardback with dust jacket
• Language: English
• Price: £69.00 GBP
• Available: www.porterpress.co.uk

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The JaguarSport XJR-15 is a two-seater roadgoing sports car produced by JaguarSport, a subsidiary of Jaguar and Tom Walkinshaw Racing. The supercar, of which just fifty cars were produced, was based on Jaguar’s Group C racers and was produced between 1990 and 1992.

Tom Walkinshaw, the larger-than-life and colourful character with so much racing a commercial experience behind him, met with designer Peter Stevens at the NEC Motor Show in October 1988. The motivation behind the meeting was to probe Stevens about an idea he had to develop a roadgoing supercar based on Jaguars then current XJR-9 Group C race car. After studying the Jaguar XJ220, designed by Keith Helfet, Walkinshaw and Stevens set about compiling some potential designs. Jaguar was in the process of rising to the top of the international motorsport pyramid, again, and so Walkinshaw had his mind set on playing a part in that climb up the ladder.

The story behind the successful development of the JaguarSport XJR-15 is, inevitably, the result of some ‘big sky’ thinking. Numerous other major manufacturers (Porsche, Ferrari, Mercedes-Benz and others), have over the years been inspired by their motorsport success and converted lessons learned on the race track into iconic road cars. In this way, the JaguarSport XJR-15, was brought into the world. Not averse to taking a risk to develop something special, Walkinshaw drove the JaguarSport XJR-15 project forward with his usual energy, fortunately with Peter Stevens at his side.

The Book

As the book’s subtitle suggests, A Personal History of the Design and development of the Legendary Supercar, it is a study of the early thinking of how this supercar was conceived and eventually delivered into the world. The reader will find within the pages, an entertaining backstory of how Peter Stevens came to be a celebrated automotive designer. With parents who were both artists, his eye was trained from an early age to appreciate design and to understand perspective. Having an uncle in Denis Jenkinson, the celebrated motorsport journalist, it comes as no surprise to find Peter Stevens excelling in the field of automotive design.

Powered by a naturally-aspirated 6-litre V12 engine, the JaguarSport XJR-15 was launched in November 1990 at Silverstone in Northampton, England. The launch was followed by a supporting series, the Intercontinental Challenge, a one-make cup which served as a support event atselected Formula One Grand Prix races in 1991. Use was made of some of the finest sports car drivers of the day, including the likes of Bob Wollek, David Brabham, Derek Warwick, Cor Euser, Tiff Needell, Armin Hahne, and other top drivers. Such a high quality cast was coaxed into the series thanks to the huge international exposure and an attractive purse.

What You Get

JaguarSport XJR-15 is a superb publication about a little-known supercar, often dubbed the ‘supercar that time forgot’. The author reveals how he started his career, progressing swiftly into the top echelons of the automotive design industry. Stevens includes a chapter on his relationship with Tom Walkinshaw, and influences such as racing at Le Mans, before he launches into the nitty gritty of the car’s design and development. Chapters then follow on the model’s launch, production and sales, the 1991 Intercontinental Challenge, ‘further developments,’ and the XJR-15 today. The 240-page book is printed on superior quality paper, and the page designs allow for easy reading, the narrative being well supported by excellent photo selection. Of great interest and value for the story of the JaguarSport XJR-15, is the use of numerous original drawings, showing the development of the car through the design phase.

Recommendation

If you are a Jaguar enthusiast, a motorsport enthusiast, or simply a sportscar enthusiast, then this is a book you won’t want to be without. It is a sizeable publication, and take its place on your automotive library bookshelf with pride. The print run is limited to just 400 signed copies, so make sure you get your copy while the going is good.

Book Information

• Title: JaguarSport XJR-15
• Sub-title: A Personal History of the Design and development of the Legendary Supercar
• Author: Peter Stevens
• Publisher: Porter Press International
• ISBN: 978-1-913089-66-5
• First published: March 2024
• Page count: 240 pages
• Images: 270 images
• Format: Hardback with Dust Jacket
• Dimensions: 315 x 270 mm (portrait)
• Language: English
• Print: Limited and signed by author – 400 copies
• Price: £149.00
• Collector’s and Owner’s Editions also available
• Website: https://porterpress.co.uk/collections/all-books/products/jaguarsport-xjr-15

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The emergence of the 166 MM Touring gave him his big break in endurance racing in 1949, when Luigi Chinetti and Peter Mitchell-Thomson won the 24 Hours of Le Mans, the first race to be held by the Automobile Club de l’Ouest (ACO) after World War II.

Ferrari’s next Le Mans victory came in 1954 with the 375 Plus and again in 1958 with the 250 TR/58, but it was the first half of the 1960s that really belonged to Ferrari. From 1960, wins by the 250 TR59/60, 250 TRI/61, 330 TRI/LM, 250 P, 275 P and 250 LM gave Ferrari six consecutive victories in the French endurance race. But all the while Ferrari was also cleaning up the Grand Touring 3000 class around the world with wins by the V12 front-engined 250 GT LWB, 250 GT SWB, 250 GTO, GTO 64 and 275 GTB.

Ferrari decided to withdraw from sports car racing at the end of the 1965 season, but the ’66 Le Mans 24 Hours saw one of the highest number of Ferrari entrants, all privateer teams. This means that Ferrari’s last win at Le Mans with an official factory team, was back in 1965 (until 2023). Then, the rise of the great 365 GTB/4 (Daytona), saw Ferrari’s fortunes restored in front-engined V12 GT racing through the first part of the 1970s.

As it happens in motorsport, race car models and manufacturers come and go as the rules change, suiting them in some years but not in other years. Turbocharging and mid-engined race cars dominated and sports prototypes came to the fore once again in the ‘70s, while through the 1980s, Porsche ruled the roost with their Group C 956 and 962 cars. As the 1990s dawned and the Group C class was struggling, GT cars once again became the go-to class. The emergence and growth of GT racing through the ‘90s is largely down to the tireless work by Stéphane Ratel and the SRO Group, where the GT1 class attracted the likes of Porsche, McLaren, Mercedes-Benz, Panoz, Chrysler Viper, Corvette and others. The racing was intoxicating!

The Ferrari 550 Maranello Prodrive

Enter the likes of Frédéric Dor who wanted to drive a Ferrari in GT1, and he purchased a 550  Maranello race car for this purpose. However, he wasn’t happy with the car’s performance on track and approached Dave Richards’ Prodrive Group, to see if there was some way in which they could sort out the car’s problems. A second-hand 550 Maranello was then acquired and stripped back to a bare shell, and the Prodrive team set about rebuilding it in the way it should have been done.

In a period of just fifteen weeks, the first 550 Maranello Prodrive went from being a second-hand car to a fully fledged racer. In its first season, 2001, the 550 Maranello made its intentions very clear, winning its second race (A-1 Ring, Austria) and fourth race (Jarama, Spain) in the FIA GT Championship. In its second year, the car competed in the FIA GT Championship, the ALMS and the 24 Hours of Le Mans. Preparing the 550 Maranello for the European and American series required adhering to a different set of rules for each series, but this Prodrive did in its usually excellent way.

In 2003, the 550 Maranello Prodrive scooped a GTS Class win at Le Mans, also winning the FIA GT Championship that year and finishing second in the ALMS. The following season, the car dominated the FIA GT Championship, winning in comprehensive style, also taking the LMS Endurance Series title. In 2005, the 550 Maranello Prodrive finished fourth and fifth in the GT1 Class at Le Mans, it was third in the FIA GT Championship and scored a 1-2-3-4 finish in the Le Mans Endurance Series.

Book Set Contents

The two-volume set, Ferrari 550 Maranello Prodrive – The Last V12 Ferrari to Win at Le Mans, offers the reader an unparalleled record of how this magnificent race car came to be. Written by long-time Ferrari enthusiast and aficionado, Keith Bluemel, this well-researched and well-written account of this superb race car is top-drawer stuff. Bluemel needs no introduction in the world of Ferrari, and he has done an excellent job in producing this outstanding book.

Part 1 of the two-volume set covers the history of Ferrari’s 12-cylinder GT cars and its racing history, the 550 concept and those behind the project. Also included in this part is the return of Ferrari to the GT fold, as well as a detailed account with chassis-by-chassis statistics of each of the 550 Maranello Prodrive cars.

Part 2 of the two-volume set covers the development and testing of the car which included tests at Ferrari’s Fiorano test track. The final chapter of the book gives a detailed account of the car’s in action, with results for each race, from 2001 to 2009. At the end of the book is a comprehensive Index, plus Acknowledgements which if you take the time to peruse this section, the reader will see the high profile names involved with every aspect of the compilation.

With added knowledge and experience from the publishers, Girardo & Co and DK Engineering, this is a really worthwhile publication. Having this two-volume set on your bookshelf will most definitely be a talking point with like-minded friends and colleagues. Get your copy while you still can, it is bound to be a worthwhile addition to your library!

Book Information

• Title: Ferrari 550 Maranello Prodrive
• Sub-title: The Last V12 Ferrari to Win at Le Mans
• Author: Keith Bluemel
• Foreword: David Richards & Frédéric Dor
• Publisher: Girardo & Co., DK Engineering
• ISBN: 978-1-3999-5783-0
• First published: 2023
• Page count: 592 pages (in 2 volumes)
• Images: 830 images
• Format: Hardback, 2-volumes in Slip Case
• Dimensions: 290 x 290 mm (square)
• Language: English
• Print: Limited and numbered edition – 550 copies
• Price: 630.00 Euros
• Available: McKlein Store – Phone: +49 (0)2203-9242570
• Website: Rally & Racing – Ferrari 550 Maranello Prodrive

Written by: Glen Smale

All images: © Girardo & Co. Archive

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Preserved for close to a century

A 1920s wooden handle screwdriver, which was used by one of the original mechanics before Major Henry Segrave broke the 200mph barrier, had been dropped into the filler neck of its engine oil tank while he checked the levels – and stayed inside for almost a century. Meanwhile, a preserved shilling with a 1921 stamp was found in solidified oil on top of the rear suspension spring, when bodywork was taken off to expose the chassis. An adjustable spanner from the time of its landmark run was also uncovered after being similarly ‘glued’ to the chassis with vegetable-based Castrol R oil.

What’s making that noise?

National Motor Museum Senior Engineer Ian Stanfield explained: “It’s the first 200mph screwdriver, which couldn’t have been removed from the oil tank because it was buried under the engine. We cleaned out the tank where the oil had solidified, using hot water and detergent, and after shaking the tank the vintage screwdriver eventually tipped out. After the LSR breaking run, the oil would have stuck like glue on top of the chassis which is where we made the other discoveries. It is like a time capsule which is all part of the incredible history of Sunbeam 1000hp. It has only ever been driven for 50 miles to break the world record and these are the style of tools the mechanics would have used when they built it.”

The National Motor Museum’s specialist workshop team has needed to make its own bespoke tools to fit the iconic record breaker to dismantle it. Visitors to Beaulieu can see the exposed chassis on show in the National Motor Museum until Sunbeam 1000hp is taken to motoring events at the end of the summer.

Future plans

The Sunbeam 1000hp Restoration Campaign was launched with Hampshire-based Brookspeed Automotive in March. To help raise the profile of the vehicle’s centenary celebrations and fundraising campaign – through individual donations and corporate sponsorship – there are plans to take it to Europe and on tour to motoring museums across America. Opportunities will also be offered for schools, colleges and universities to get involved with STEM workshops and activities.

The Sunbeam’s 22.5 liter engines, each producing 435bhp, have not run since before World War II more than 80 years ago – after corrosion attacked internal workings. With painstaking rebuilding, using specialist knowledge and bespoke parts, National Motor Museum engineers will recapture the sounds, sights and smells of this ground-breaking machine and help to preserve it for future generations.

Donations welcome

Funds are now needed to turn back the clock and complete the full restoration project. Donations for the Sunbeam 1000hp Restoration Campaign can be made online HERE.

Sponsors and corporate donors who would like to be associated with the campaign are urged to contact by emailing michelle.kirwan@beaulieu.co.uk.

Original story here

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3
Penske Racing debuts their AMC-powered F5000 Lola T330 in the L&M Continental Series race at Mid-Ohio Sports Car Course in Lexington, Ohio. Mark Donohue drives the car to third place in both heats (1973).

4
The first F1 Detroit Grand Prix is won by John Watson, driving a McLaren (1982).

5
John Surtees wins the CSCC Players 200 sports car race at Mosport Park in Bowmanville, Ontario, Canada, driving a Lola T70 Spyder (1965).

6
Mansour Akram Ojeh, McLaren shareholder and head of investment for TAG, dies at age 68 (2021).

7
Arie Luyendyk is declared the winner of the 500km IRL race at Texas Motor Speedway after Billy Boat is initially, and mistakenly, named the winner because of a lap scoring error. Boat’s team owner, AJ Foyt, slaps Luyendyk in the winner’s circle before results are sorted out (1997).

8
1976 F1 World Champion James Hunt announces his retirement from racing (1979).

11
The 24 Hours of Le Mans is won by the Sauber Mercedes C9 driven by Jochen Mass, Manuel Reuter, and Stanley Dickens (1989).

12
Sports and touring car racer Manuel Reuter is born in Mainz, West Germany (1961).

14
All professional racing is cancelled at the bankrupt Watkins Glen race track, in New York (1982).

15
F1 Champion and TV commentator James Hunt dies from a massive Heart attack at age 45 (1993).

17
George Follmer wins the Watkins Glen, New York, SCCA Trans-Am race driving a Roy Woods Racing AMC Javelin (1972).

18
A corner at the Nürburgring in Germany is named after the late Sabine Schmitz, “Queen of the Nürburgring” (2022).

19
Chris Bristow and Alan Stacey die in separate accidents during the Belgian Grand Prix at Spa. The race is won by Jack Brabham in a Cooper-Climax (1960).

20
Derek Bell and Jackie Ickx drive a Porsche 956 to victory in the 24 Hours of Le Mans (1982).

21
The Fina BMW M3 E30 of Johnny Cecotto, Christian Danner, Marc Duez, and Jean-Michel Martin wins the 24-hour race on the Nürburgring Nordschleife in Germany (1992).

22
The 180-degree crankshaft used by Audi in the DTM is ruled illegal. Audi immediately withdraws from the series (1992).

25
Future F1 race winner and two-time Can-Am champion (1977 & 1980) Patrick Tambay is born in France (1949).

26
Peter Gregg drives a Porsche 934 to victory in the IMSA sports car race at Portland, Oregon (1977).

28
The March 707 Group 7 race car makes its race debut in the Interserie race on the Norisring in Nuremburg, West Germany, with Ralph Kelleners driving (1970).

30
The Porsche 935/2 “Baby” is driven for the first time, just days before its first race (1977).

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The Toad Hall Racing Porsche 911 S/T as driven by Jürgen Barth and Michael Keyser at the 1972 1000km Nürburgring – it finished fourth in class, and 13th overall. At its next race, the 1972 24 hours of Le Mans, it would win the 2.5-liter GT class.

_______________________

Arthur Schening is a freelance graphic designer and illustrator living in Arlington, VA.

Prints are 19″ wide x 13″ tall. They are printed using an Epson Artisan 1430, 6-color printer, on 65 lb. uncoated cover stock. The cost is $35 per print ((plus $7 shipping and handling for the continental U.S., overseas shipping is additional).

http://www.scheningcreative.com/auto-art/

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This year it was held on a Saturday and Sunday April 29-30; in the past it was a three-day event but post-Covid and due to economic conditions in Europe, a two-day bash seems more sensible.

Over the years the categories have changed and evolved; the races at Donington this time were:

• Jaguar Classic challenge for pre- 66 cars.
• Historic Touring Cars, 1960s-1980s.
• Ferrari Club Classics Series.
• Pall Mall Cup for pre- 66 GT and Touring Cars, pre- 63 GTs and pre- 60 Sports Cars.
• Gerry Marshall Trophy for pre- 83 Group 1 Touring Cars.
• Woodcote trophy and Stirling Moss Trophy for pre-56 and pre 61 Sports Cars.
• Dunlop Allstars pre- 66 Sports and GTs plus Classic Alfa Challenge.
• Mad Jack race for pre-WWII Sports Cars.
• Jack Sears Trophy for 1958-1966 Touring Cars

So there’s something for everyone; some of the usual categories were “mixed-up” so it was great to see different classes racing together in races of different lengths. The Pall Mall race was three hours long… what more could an Elan driver ask for? I loved it.

Aside from the on-track action there was also quite a gathering of car clubs, which were well-worth a visit in the infield; there will always be something unexpected hidden away. I’ve not seen a Ferrari 288 GTO for years and there were two side by side!

Much was made of this being the 30th anniversary of Donington Park’s sole Formula One race and there were demonstrations of several historic (that term means different things to different folks!) F1 cars during the lunch break on both days and it was great to hear and see these.

It is worth mentioning that Donington Park first came into use way back in the early 1930s and there were Grand Prix races (forerunner of F1) in the immediate pre-WWII years, with visits by both the Auto-Union and Mercedes “Silver Arrows” teams. The circuit has changed since those days: the cars no longer have to go under a narrow bridge and a long section down the very tight Melbourne hairpin, which has not been in use since the circuit was reopened by Tom Wheatcroft in the 1970s.

Under the stewardship of Dr Jonathan Palmer’s Motor Sport Vision company the circuit infrastructure has been massively upgraded and spectator facilities are now excellent. After a period of uncertainty before the MSV stepped in, it actually looked like we might lose Donington altogether, thank goodness that didn’t happen.

Full race results are available here, courtesy of TSL Timing: https://www.tsl-timing.com/event/231751

Photo Gallery

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The Spa Classic, run yearly by the meticulous guys at Peter Auto, celebrates the racing history of this great circuit, forever intertwined with the glory days of endurance racing. From 50s and 60s icons, such as the Aston Martin DB3S, Austin-Healey 3000, Jaguar E-Type, and Shelby Daytona, through the innovative, raw and fascinating days of the late ’60s and ’70s prototypes, to the halcyon days of the Group C sportscars, culminating in the more modern Endurance racing legends. Over three heavily packed days, the sports cars of yesteryear were let loose from morning until nightfall to tackle the seven-kilometer-long strip of tarmac, sharply rising and falling through the forested landscape, machines which thrived under the challenges presented by the notoriously demanding track, driven furiously in period, and no less heroically or emphatically in the modern-day celebrations of times past.

Peter Auto, under the stewardship of Patrick Peter, continues to dominate the historic racing landscape on the continent. Organizers of Le Mans Classic, Dix Mille Tours and Tour Auto, amongst others, we see here an organization dedicated to not just participating in putting on historic racing events, but ensuring the progression, through innovation, and a canny knack for attracting huge grids and a pedigree of machinery which is second to none. It’s quite remarkable to attend an event, where a Bentley Speed 8 will sit in the pits, alongside a Porsche 911 GT1 Evo and a Peugeot 905 Evo 1 Bis, whilst temporary paddocks are set up to house countless Shelby Cobras, Porsche 935s, BMW 3.0 CSLs and Lister Jaguars. What is more remarkable, is that the ticket prices for the spectator defy the usual inflation. A three-day ticket for the event costing a mere 41 Euros, a staggering achievement, one which certainly seemed appreciated by the large number of multinational fans around the circuit for all three days of the event.

New to the Peter Auto series, was the debut run out for the Formula Legends 3.5l. With the Cosworth DFV era well represented by the Masters Historic series, the next generation of Formula One cars to be revived in a historic capacity, are the naturally aspirated 3.5 liter engined models, which competed between 1987 and 1994. Bringing a more dynamic, and sensory thrill to the spectator, these high revving engines would excel at a circuit such as Spa. The first presentation of this plateau saw limited entries, but still, spirited performances from Nick Padmore in the Arrows A11 and Christian Perrier in the Rial ARC2 gave a tantalising glimpse of the potential of this category. In the first year of Formula Legends 3.5, the cars will run again at the Dix Mille tours de Castellet, with hopefully an uptick in entrants, and the resurrection of these sublime single seaters for many years to come.

…and so to the racing. Spa, as is well documented, and cemented in the mind of anyone with more than a passing interest in motorsport, contemporary or historic, is a legendary track, not made famous by a single remarkable corner, but a culmination of the numerous challenges presented by the circuit. Whether the tight pinch point at La Source, the testing Eau Rouge through Raidillon section, the battle with the kerbs at Les Combes or the high speed balancing act through Blanchimont, the challenge is real and unrelenting, with the unpredictable Ardennes weather ever ready to throw a spanner in the works at any given moment.

Indeed, what was predominantly a dry and favorable weekend, still produced a couple of heavy downpours, adding to the excitement towards the end of the Group C race, as Philip Kadoorie negotiated the treacherous conditions on a set of worn slicks to take the victory in his Porsche 962C. The Porsche 2 liter Cup started under torrential rain, proving challenging for the first portion of the race. Seb Perez and George Gamble, undeterred by the inclement conditions, continued their scintillating qualifying form to romp home to first place.

I fear there are no adequate descriptors for the experience that one has watching fields of this quality at a circuit as revered at Spa. Peter Auto must be congratulated on the manner in which they continue to deliver historic racing events across Europe with such pedigree and panache. Next up for Peter Auto is the Grand Prix de l’Age d’Or at Dijon Prenois in a couple of weeks, before anticipation of Le Mans Classic in the 100th year of the event at La Sarthe.

Photo Gallery

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1
Danny Ongais drives a Porsche 934 to victory in the 100-mile IMSA sports car race at Laguna Seca Raceway near Monterey, California (1977).

2
Three-time Indianapolis 500 winner Robert William “Bobby” Unser dies at the age of 87 (2021).

3
Charles Anthony Standish “Tony” Brooks, the last living Grand Prix winner of the 1950s, dies at age 90 (2022).

4
16-time NHRA funny Car Champion John Force is born (1949).

6
Hans-Joachim Stuck drives an Audi V8 Quatro to victory in the DTM race on the Avus Circuit in Berlin, Germany (1990).

8
Mark Donohue, driving a Penske AMC Javelin, wins the SCCA Trans-Am race at Lime Rock, Connecticut (1971).

9
Hurley Haywood drives a Porsche 934 to victory in the SCCA Trans-Am race at Pocono, Pennsylvania (1976).

10
Paul Greifzu is killed in an accident during a race in Dessau, East Germany (1952).

12
Jochen Mass and Jackie Ickx win the Silverstone 1000-kilometer sports car race driving a Porsche 962C (1985).

13
Richard Petty drives a Plymouth to victory in the NASCAR Grand National race at Darlington, South Carolina. It is Petty’s 55th career victory, making him the winningest driver in NASCAR history (1967).

14
Denny Hulme, driving a Sid Taylor Lola T70 MkII spyder, wins a race during the International Trophy meeting at Silverstone (1966).

19
Swedish racer Ulf Norinder is born (1934).

20
Jackie Ickx wins the Can-Am race at Charlotte Motor Speedway driving a Lola T333CS-Chevrolet (1979).

22
The DRM race on the Mainz-Finthen Flugplatz near Mainz, West Germany, is won by Rolf Stommelen in the Gelo Racing Porsche 935 (1977).

24
Al Unser Sr. wins his fourth Indy 500 in a car that was a show car only weeks earlier. Unser was hired by Roger Penske to replace Danny Ongais, who was hurt in practice (1987).

27
Arie Luyendyk wins his second Indianapolis 500 (1997).

28
Henry Taylor drives a Cooper to victory in the Formula Junior race at Monaco (1960).

29
George Follmer drives the Roy Woods racing AMC Javelin to victory in the SCCA Trans-Am race at Bryar Motorsports Park in Loudon, New Hampshire (1972).

30
John Crouch, who played a part in the formation of three Australian racing organizations (New South Wales Sporting Car Club, Vintage Sporting Car Club, and the Confederation of Australian Motor Sport) dies at the age of 84 (2004).

31
Howdy Wilcox drives a Peugeot to win in the first post-WWI Indianapolis 500. First Indy 500 win for Goodyear tires. First playing of the song “Back Home Again in Indiana” at the 500 (1919).

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There were four race groups this year consisting of Group “A” (Fast Cars, pre 1980), Group “B” (Faster Cars, pre 1980), Group “C” (Vintage cars from 1980-1998) and an Open Wheel/Sports Car group.

The BCHMR featured lots of exciting racing in the Group “A”, Group “B” and Group “C” divisions for closed wheel vintage production & improved production cars. Group “A” had four races with Richmond B.C.’s Paul Haym in his 1969 BMW 2002 taking home the first win, Lake Tapps Washington’s Stephen Newby in his 1959 Austin Healy Sprite taking home wins in races two and three and Byron Meston from Maple Ridge B.C. in his 1969 Datsun 510 taking home the other class win.

There were also four races for Group “B” with Don Benson from Chilliwack B.C. in his 1974 Porsche RS taking the race one win followed closely by Brett Payne from Cultus Lake B.C. in a 1972 Porsche RSR, In race two and three Brett Payne took home the wins followed by Don Benson. Pat Hall from Nelson B.C. took home the final Group “B” win followed by Brett Payne. The Group “3” race one winner was Brad Zimmerman of Maple Ridge B.C. in his beautiful 1995 Nissan 240SX, the final three races in group “3” were all won by White Rock B.C.’s Georges Kreuzkamp in his reliable 1990 Acura Integra. The final race of the weekend for the combined group “A”,”B” and “C” cars was won by Brett Payne, followed by Georges Kreuzkamp and Pat Hall.

The Open Wheel/Sports Racer group also had five races over the weekend with Erle Archer from West Kelowna B.C. in his 1967 Lotus S3 taking a clean sweep with all five wins. A couple of the highlights of the open wheel group was the first outing of Langley B.C.’s Doug Seal and his beautiful 1967 Lotus type 41 and Leigh Manyk from Kelowna B.C. in his 1963 Lotus 23B sports racer.

Once again this year several SOVREN racers from Washington State make the trek up to Canada to battle for double SOVREN points and enjoy some great Canadian hospitality as well as make some new friends. This year the SOVREN Canada Cup was presented to Frank DiMiceli from Renton Washington who came north with his 1990 Mazda Miata and was recognized for his unbridled enthusiasm for vintage racing. The VRCBC was grateful for their participation and they all had nothing but great things to say about the event (a few of them even told the mayor of Mission how much they loved coming up to Mission year after year)and were planning on coming back in the future & bringing more SOVREN members with them.

The other trophies for the weekend were the Pete Lovely Memorial Award for the best prepared car of the weekend & this year’s recipient was Rich Newman from Tacoma Washington in his 1960 Austin Healey Sebring Sprite. The SCCBC award for spirited driving was presented this year to Stephen Newby and his 1959 Austin Healey Sprite. The Battered Cup which nobody wants to win was awarded this year to Maple Ridge’s B.C.’s Peter Strachan in his 1972 Datsun 510 who won on a tie breaker (most oil on the track). The final award for the weekend was the Chairman’s award that this year was presented by event chairperson Gayle Baird to Byron Meston in his #510 1969 Datsun 510. (Gayle as usual did double duty during the weekend racing both her 1991 Honda Civic and 1964 Formula Vee).
At the end of the weekend everyone went home happy and excited about returning next year for the 35nd running of this great event. The VRCBC would like to thank all the participants, volunteers, course marshals & emergency crew for making this year’s event another great success. VRCBC would like also to thank the B.C. Historic Motor Races title sponsor “Titanium Ford” and associate sponsors Speed-Fanatics, Province of B.C., IWE Rear Ends Only, the Sports Car Club of B.C. & all the other program sponsors for their continued support.

For information on the 2024B.C. Historic Motor Races visit vrcbc.ca or bchmr.ca

Photo Gallery

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The iconic finish of the 1966 24 Hours of Le Mans – Ford crosses the finish line and takes the chequered flag. The number 2 Shelby American Ford GT40 Mk II driven by Bruce McLaren and Chris Amon, and the number 1 Shelby American GT40 driven by Ken Miles and Denis Hulme, driving side by side just ahead of the number 5 Holman & Moody GT40 driven by Ronnie Bucknum and Richard Hutcherson. Of the 8 Ford Mk II, and 5 Mk I’s that started the race, only the three podium finishers were still running at the end of the 24 hours.

Print Size: 19″ x 13″ or 24″ x 18″ | Paper Stock: 65lb Cover Uncoated

_______________________

Arthur Schening is a freelance graphic designer and illustrator living in Arlington, VA.

Prints are 19″ wide x 13″ tall. They are printed using an Epson Artisan 1430, 6-color printer, on 65 lb. uncoated cover stock. The cost is $35 per print ((plus $7 shipping and handling for the continental U.S., overseas shipping is additional).

http://www.scheningcreative.com/auto-art/

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On the grid before the start is one of two factory Alfa Romeo Tipo 33s. This one would be driven by Andrea de Adamich and Teodoro Zeccoli, though hit would retire at one-third distance.

Photo courtesy of: THE KLEMANTASKI COLLECTION
PO Box 8204, Stamford, CT 06905 USA., Tel: (203) 461-9804 • Fax: (203) 968-2970
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“Sit up class and pay attention-Bentley look to the front! Rolls stop talking to Royce and tell that new Italian pupil Ferrari to stop doodling sketches of prancing horses on his exercise book. Alfa don’t keep pulling Delahaye’s hair she doesn’t want your attentions, I know you think you’re a bit of a Romeo but you’re here to learn.” This is the parallel universe that is Goodwood Circuit down in West Sussex, UK where nostalgia and eccentricity collide head on, and the school bell has rung to start the 80th Members Meeting. Crazy as it sounds this exclusive weekend that annually celebrates motorsport’s history and heritage has a British boarding school ethos at its core, and there is plenty of eccentricity to be found in a British boarding school!

Only Goodwood Road Racing Club members and Fellows, of which there are around 18,000, can attend and invite guests making the Meeting less crowded than public events. All members, race drivers and visiting celebrities are assigned to one of four Houses and are encouraged to take part in competitions around the circuit ranging from axe throwing and laser clay shooting, to off-roading in classic Land Rovers to earn ‘House points’ with the racers needing to finish in the highest position possible to gain their points. Crazy? Possibly. Eccentric? Defiantly. Popular? Undisputedly. Thousands attend annually to be entertained by fantastic racing and unique on-track demos … the House games just add to the fun.

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1930 Alfa Romeo 6C 1500 GS Zagato and 1963 Alfa Romeo Giulia TZ1 Zagato.

Andrea and Marella Rivolta Zagato requested permission to publish this art in their Centenary Zagato book.

Pen & ink and markers on 10″x 15″ watercolour paper

Paul Chenard
Automobiliart.com
paul.chenard@hotmail.com
1 902 817-9273
www.pinterest.com/automobiliart
www.facebook.com/automobiliart.ca

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Welcome to the eclectic world of The Vintage Sports-Car Club and its unique competition the Pomeroy Trophy, or the ‘Pom’ as it is known. It is an annual event held in February and is open to all types of cars and motorcycles.

Originally conceived by Laurence Pomeroy, writer of the famous Grand Prix Car books, the Pom was first held in 1952 and this year’s event was the 67th running. Pomeroy’s original idea was to find the most efficient vehicle through a series of tests – slalom, acceleration, braking and top speed over a measured distance. Finally, each car competes in a 40-minute, high speed trial on the Silverstone Grand Prix circuit. A complicated formula is applied to each car’s performance and the result is the winner of the Pomeroy Trophy for the year. This year’s event, held Feb. 25, 2023, was won by the Subaru Imprezza driven by John Felstead.

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1
Mario Andretti, driving a Newman Haas Lola-Ford, wins the first CART Long Beach Grand Prix (1984).

2
Tommy Milton drives the Durant Special to victory in a race at Beverly Hills, California (1922).

3
Ronnie Peterson drives a March 722 to victory in the European F2 Championship race at Thruxton, England (1972).

4
Jochen Mass and Jackie Ickx drive a Porsche 935 to victory in the Six Hours of Vallelunga in Italy (1976).

6
Kevin Cogan wins the CART Phoenix 200 driving a Patrick Racing March 86C-Cosworth (1986).

7
Alain Prost wins the Brazilian Grand Prix at the wheel of a McLaren MP4/2B-Tag/Porsche (1985).

11
George Follmer wins the USRRC race in Pensacola, Florida, driving a Porsche-powered Lotus 23 (1965).

12
Lella Lombardi and Giorgio Franca drive an Osella PA9-BMW to victory in the Mugello Six Hour race (1981).

15
The European Rally Championship Saarland Rally is won by Walter Röhrl and Geistdörfer Christian in a Lancia Stratos (1978).

17
The Ferrari 333SP scores its debut 1-2 finish in the IMSA WSC race at Road Atlanta in Braselton, Georgia. Jay Cochran wins over Gianpiero Moretti and Eliseo Salazar (1994).

18
Gordon Spice, racer and constructor (Spice Engineering), is born in London, England (1940).

19
Louis Chiron, driving a Bugatti Type 51, becomes the first Monégasque to win the Monaco Grand Prix (1931).

20
Racer Mark Donohue marries Sue Warren (1963).

22
Luigi Fagioli wins the Monaco Grand Prix at the wheel of a Mercedes-Benz (1935).

23
Pilot and racer Hugh Dibley is born in Hong Kong (1937).

25
The first Ford Cosworth DFV F1 engine is delivered to Lotus (1967).

26
Warren Johnson becomes the first NHRA Pro Stock driver to break the 200mph barrier at the end of the ¼-mile (1996).

27
Christian Werner wins the Targa Florio. First win for a supercharged Mercedes (1924).

28
Luigi Villoresi, driving a Ferrari Tipo 340 Vignale, wins the Mille Miglia in Italy (1951).

30
The CART Rio 200 is won by Adrian Fernandez driving a Patrick Racing Reynard 2KI-Ford/Cosworth (2000).

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The Motorsport Assembly brought together genuine World Rally Championship cars, brilliant homages, plus homologation specials and race-inspired road cars with a capacity attendance. It is the second time the monthly coffee mornings have sold out in 2023, following Japanese January at the start of the year.

Motorsport UK, whose headquarters is based in the Command Works, opened its doors and displayed the BAR 006 from the Prodrive heritage collection as well as the Streetcar MINI that promotes grassroots motorsport up and down the country.

Auction partner Collecting Cars returned once more with its evocative Audi Sport-liveried Toyota GR Yaris and Motor Spirit began its Scramblers link-up with an unmissable display. A rugged, lifted Land Rover was joined by young karter Alfie Allen to show the breadth of the newly renamed company’s offering.

The prime display spot alongside the Wriggly Monkey Brewery was handed over to Tommi Mäkinen’s final WRC car, the Prodrive Subaru Impreza he drove to third at the 2003 Wales Rally GB.

All sorts of motorsport-themed cars lined the damp Bicester Heritage avenues, from Rover 200 BRM to modern supercars and genuine club race and rally cars.

Scramblers will be looking back for the next Assembly on Sunday April 30, with bicycling manufacturers-turned-car makers on display for Vintage Velos along with any car-carrying bikes – new or old.

A social ride route will also be running around the site, Trek Bicester is hosting a ride-out to the event from its shop, and a cyclo-jumble will be in Hangar 113.

For more information visit scramblers.bicesterheritage.co.uk

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Founded by Jan Kalmar, an automotive enthusiast and keen adventurer, KALMAR Beyond Adventure was established to allow like-minded explorers the opportunity to discover extraordinary destinations and experiences from around the globe, all from behind a steering wheel. This year’s Arctic Season was no different, with long, exhilarating driving days, unimaginably exciting navigating opportunities including night driving, and many different track styles to discover and explore. KALMAR Beyond Adventure participants always arrive as guests and leave as friends, with connections made stronger by the experiences shared and the exclusivity of the small group events.

Lining the start-line for the duration of this year’s event was a selection of the KALMAR Automotive RS models, in 993-series Porsche 911 format. Built for adventure and capable of delivering supreme on- and off-road performance, each car was carefully prepared by the experts at KALMAR Automotive – a modern coachbuilder that focuses on creating low-volume, high-quality, tailormade cars by combining classic design with modern technologies.

Even with the relatively mild temperatures of January and February 2023, the specially prepared air-cooled classic 911s were further equipped with the KALMAR-tested World Rally Championship Michelin tires, delivering a whole new dimension to the ultimate ice driving experience. The bespoke tires are designed to withstand constraints generated by the world’s top rally cars on snowy ground, while at the same time delivering a very high level of traction, corner control and braking performance.

The perfect tool for the snow and ice driving experience, the purpose-built KALMAR RS, short for Rally Special, has the equivalent ground clearance to a modern Porsche Cayenne thanks to its specialist suspension – perfect for the snow and ice. Fitted with bespoke adjustable shock absorbers, subframe drops and specially engineered spring plates and top mounts, it can traverse through snow and bring balance to the rear-biased platform on ice. With the tuned 3.6-liter engine adapted by KALMAR’s team of specialists, and a manual gearbox with much needed limited slip differential, the inside of the cabin is a joy for drivers to experience and hear thanks to its lightweight mentality, including the removal of noise deadening and the inclusion of Recaro sports seats.

Jan Kalmar, founder of KALMAR Beyond Adventure, said: “After months of planning, I’m thrilled that this year’s ice driving event has been such a success. Rovaniemi provided us the perfect location with plenty of differing driving experiences available for some amazing adventures. After a long day (including many night experiences!) of being behind the wheel, the lodge accommodation was also just the perfect place come back to, offering a cosy base to relax and unwind. The drivers learned a lot and we re-affirmed to ourselves not only what Beyond Adventure can do, but how incredible our KALMAR RS’ are. They didn’t miss a beat.”

Now that the snow and ice fun has finished, the Beyond Adventure team looks to its African travels, where the KALMAR Automotive safari-ready RS and RS-Rs are currently en route to explore Rwanda and Uganda.

For more information about upcoming Beyond Adventure events visit www.jankalmar.com

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After an absence of three years, due to the Covid pandemic, Race Retro returned to the Stoneleigh Exhibition Centre, in Warwickshire, England, from February 24–26, 2023. Traditionally the start of the racing season in the UK, it is a great meeting place for those of us “in the trade” to get together, socialize and catch up on what is new.

Held in the National Agricultural Showground the event has become more sophisticated over the years- no longer are we in unheated cattle sheds, it’s now in modern warm(!) exhibition halls with excellent furnishing and lighting. Speaking personally, I don’t miss the “aromas” of the old place at all!

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The 2019 Corvette C7 ZR1 coupe in its unveiling Sebring Orange color. 

Its 6.2L V8 engine produces 755 hp (765 PS; 563 kW) at 6,300 rpm

– 85″ x 55″  Mixed Media original stretched on canvas and black American frame.

______________________________

Nicolas does private commissions and can be reached at:

Web Site : https://gallerymomentum.com/

Email : Contact Nico :  gallerymomentum@gmail.com 

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American Tom Cole borrowed this yellow Ecurie Francorchamps Ferrari 500 F2 for this race. Perhaps it was the driver, or the car, or the combination, but Cole finished at the back in his heat and did not make the final.

Photo courtesy of: THE KLEMANTASKI COLLECTION
PO Box 8204, Stamford, CT 06905 USA., Tel: (203) 461-9804 • Fax: (203) 968-2970
E-mail: info@klemcoll.com • Web site: www.klemcoll.com • Blog: klemcoll.wordpress.com

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The dawn scene at the International Horseshoe hairpin shows the winning Eagle GTP of Rocky Moran, PJ Jones and Mark Dismore followed by a Jaguar, the winning GTO Nissan and the Momo Porsche. I had the honor and the privilege of doing several projects with Dan and AAR, including the logo for his Alligator motorcycle.

Title: 1993 Daytona 24 Hr.

300 Limited Edition Prints signed by Dan Gurney, the three drivers, Rocky Moran, P.J. Jones and Mark Dismore, and Hector Cademartori.

Size: 22 by 28

Available at: hectorcademartori.com

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1
Bob Garretson, Brian Redman, and Bobby Rahal drive a Porsche 935 K3 to victory in the 24 Hours of Daytona, the first IMSA GTP race. Bill Koll, Rob McFarlin, and Jeff Kline win the GTU class in a Porsche 911 (1981).

3
Art Christman makes the first sub-10 second (9.40) run on a 1/4-mile drag strip (1953).

4
Racecar builder Joe Huffaker is born in Terra Haute, Indiana (1927).

5
The Porsche-powered Kreepy Krauly March 83G driven by Darel van de Merwe, Tony Martin, and Graham Duxbury wins the Sun Bank 24 Hours of Daytona (1984).

6
Midget and sports car racer Phil Walters, AKA Ted Tappett, dies at age 84 in Florida, USA (2000).

9
Carl Fisher, James Allison, Arthur Newby, and Frank Wheeler form the Indianapolis Motor Speedway Corporation (1909).

11
Fred Offenhauser, of Offenhauser engine fame, born in Los Angeles, California (1888).

12
The New York-to-Paris race begins in Times Square, New York, NY.  Over five months later, the Thomas driven by Schuster, Roberts, and Williams will win the race (1908).

13
F1 and Indy car racer Jim Crawford born in Funfermline, Scotland (1948).

14
Mark Donohue, driving a Porsche 911 Carrera, wins the final race of the initial International Race Of Champions series, clinching the IROC title. Last race win of Mark’s career (1974).

16
Hendrick Motorsport Chevys finish 1-2-3 in the Daytona 500.  Jeff Gordon wins followed by Terry Labonte and Ricky Craven (1997).

19
The Lancia Stratos of Antonio Carello and Perissinot Maurizio wins the European Rally Championship Rally Costa Brava (1978).

20
A.J. Foyt wins the NASCAR Daytona 500 at Daytona Beach, Florida (1972).

22
It is announced that key elements of the Champ Car World Series will be merged into the Indy Racing League (2008).

23
Lee Roy Yarbrough drives a Junior Johnson Ford to victory in the Daytona 500 (1969).

24
The Gran Premio Eva Perón in Argentina is won by José Froilán González driving a Ferrari (1954).

25
Dentist and Grand Prix winner Tony Brooks is born in Dunkinfield, Cheshire, England (1932).

27
Dan Gurney’s All American Racers team track test their 1970 Plymouth Baracuda Trans-Am racer for the first time (1970).

28
Ken Miles and Lloyd Ruby drive a Ford GT40 to victory in the 2000 kilometer World Prototype Championship race at Daytona, Florida (1965).

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