Tag Archives: Sports

The Seriously Flared One – Porsche 911 Carrera RSR 3.0

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Having won the 1970 and 1971 Le Mans 24 Hours and sports car championships with the short lived Porsche 917, Porsche had no suitable motor with which to compete in the top tear of sports car racing which mandated maximum displacement 3 litre / 183 cui motors, of which those designed for and adapted from Formula One dominated the overall honours from 1972 until 1975.

Porsche 911 RSR, Tour Britannia, Castle Combe

To meet the demand from customers running in the GT class Porsche embarked upon a programme of building RSR race cars based on the 911 shell for GT competition in 1973. Initially these cars came with a ‘duck tail’ and motors up to 2.8 litres to 178 cui. Peter Gregg and Hurley Haywood scored back to back overall victories at the Daytona 24 hours with this type of car in 1973 and 1975, and were joined by Dave Helmick in 1973 to win the Sebring 12 hours. Perhaps the single most famous victory for any RSR came on the epic Targa Florio where Herbert Müller and Gijs van Lennep won beating the 3 litre / 183 cui protoypes in the process.

Porsche 911 RSR, Tour Britannia, Castle Combe

By the end of 1973 the first RSR’s with 330hp 3 litre / 183 cui motors, coil springs replacing torsion bars, flared wheel arches housing wheels with centre locking nuts and ‘whale tales’ came onto the scene most notably in the first International Race of Champions (IROC) series. The first IROC series ran in the winter of ’73 and ’74 at Riverside and Daytona for which 12 identical Carrera 911 RSR 3.0’s, like the one seen in today’s photographs, were prepared for the likes of, Formula One champions; Emerson Fittipaldi and Denny Hulme, Indy 500 winners; Bobby Unser, AJ Foyt, Gordon Johncock and Mark Donohue, Can Am Champions; Peter Revson and George Follmer, NASCAR Champions; David Pearson, Bobby Allison and Richard Petty with USAC Champ Roger McKlusky. Mark Donohue won three of the series four races to become the first IROC Champion.

Porsche 911 RSR, Tour Britannia, Castle Combe

The RSR remained competitive in the Daytona and Sebring endurance classics until 1977. Haywood, John Graves and Helmick drove an RSR to victory at Daytona in ’77, with Al Holbert and Mike Keyser winning the ’76 race at Sebring then George Dyer and Brad Frissell repeating the feat in another RSR in ’77. In Europe Clemens Schickentanz is thought to have made over 75 starts with at least seven outright victories in RSR’s primarily for the Kremer Brothers.

Porsche 911 RSR, Tour Britannia, Castle Combe

In all 60 RSR 3.0’s were built by Porsche and many more 911’s have been upgraded to RSR spec since the models inception. RSR’s were still being raced regularly in front line competition into 1993 when an all new Carrera RSR was introduced with a 3.8 litre / 231 cui motor.

Porsche 911 RSR, Silverstone Classic

I do not have a history for the 1974 Martini liveried car featured today which, in the 2011 dated pictures, are seen at Castle Combe with Jeremy Cook and Mike Dowd who were taking part in the Tour Britannia, the 2012 and 2015 photo’s were taken at Silverstone Classic where Jeremy and Mike competed in the FIA Masters Historic Sports Car races, if you know anything more about this car please do not hesitate to chime in below.

Porsche 911 RSR, Cooke, Dowd, Silverstone Classic

Thanks for joining me on this “The Seriously Flared One” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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Cat Under The Bonnet ! – Aston Martin DB3 #DB3/6

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The Aston Martin DB3 was designed to compete at Le Mans in 1951 by ex Auto Union D-Type designer Eberan von Eberhorst. Ten cars were built the first five for the factory team, who’s most notable success was a victory in the 1952 Goodwood 9 hour race won by Peter Collins and Pat Griffith.

Woodgate, Aston Martin DB3, VSCC, Castle Combe

Originally the DB3’s used the 133 hp Vantage version of the 2.6 litre / 158 cui straight six designed by W O Bentley for Lagonda that was also used in the Aston Martin DB2. However despite the win at Goodwood in 1952 this motor proved uncompetitive when run against the 3.4 litre Jaguar C-Typesand eventually a 2.9 litre / 178 cui straight six was introduced to the model. Later still the DB3 was replaced by the lighter DB3S.

Woodgate, Aston Martin DB3, VSCC, Castle Combe

This particular chassis #DB3/6 was the first of the customer cars is known to have been raced by Bob Dickson in 1953, with the FHH534 registration plate, when he scored a best finish of 5th with Desmond Titterington at Dundrod in the Tourist Trophy. Bob is also known to have won his class in the 1953 Rest And Be Thankful Hillclimb which ran at Glen Croe in Argyll, Scotland.

Woodgate, Aston Martin DB3, VSCC, Castle Combe

The following season R H Dennis acquired #DB3/6 and took part in at least won event at Goodwood in September 1954 where he finished 6th. By this time the car had been fitted with a larger 200hp Jaguar motor, acquired a hard top, first seen on the works racer #DB3/1 at Le Mans in 1952 and had large sections of body work removed from behind the front and rear wheels.

Woodgate, Aston Martin DB3, VSCC, Castle Combe

Dennis raced the #DB3/6 until mid way through 1956 without much success and then entered Geoff Richardson for at at least three events at Mallory and Goodwood in which he finished 2nd, 3rd and 2nd before the car vanished from the known racing records.

The DB3’s body could be removed in twenty minuets and this may have had a role being fitted with a bizarre two tone body, initially with conventional doors, and later with gull wing doors and a third headlight.

In 1965 it was all change again as #DB3/6 was united with an Aston Martin motor and the body was swapped for again with the body from a 1957 Aston Martin DBR2.

In 1989 #DB3/6 was sold for a £180,000 pounds without anybody work or even a motor, 14 years later the gullwing body also passed through auction. #DB3/6 is seen in these photo’s with a 2.9 litre / 178 cui Aston Martin 6 cylinder motor being driven by Chris Woodgate on his way to victory in the Historic Aston Martin race at Castle Combe last year.

During the research for today’s post I stumbled across the Aston Martin Scrap Book which I can heartily recommend to anyone interested in the marque and one off Aston Martin bodies.

Thanks for joining me on this “Cat Under The Bonnet !” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow for a look at another racing Aston Martin, albeit from an altogether more recent era. Don’t forget to come back now !

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Longer Taller – Aston Martin DB4 Series V

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The Aston Martin DB4 launched in 1958 was an all new car that would be updated and modified through the DB5 and DB6 models built up until 1971.

Aston Martin DB4, Brooklands, Double Twelve

The all aluminium six cylinder Tadek Marek designed motor featured twin overhead cams and produced 240hp. Enough to propel the car from rest to 60 mph in 9.3 seconds and on to a top speed of 139 mph. DB4’s were fitted with servo assisted disc brakes.

Aston Martin DB4, Brooklands, Double Twelve

The superleggera body was designed by Carrozzeria Touring in Milan and could be ordered with the headlights faired in.

Aston Martin DB4, Brooklands, Double Twelve

DB4’s were built in five distinct series, the model seen here at Brooklands Double Twelve meeting last year is a 1963 Series V, first seen in 1962, which is distinguished by having a longer and taller body on smaller diameter wheels than the first four DB4 series.

Aston Martin DB4, Brooklands, Double Twelve

In all 1,110 DB4’s were built with 2+2 coupé, 2 seat Coupé or 2+2 drophead bodies, additionally 75 DBGT’s were built on a shorter wheel base shared with 19 DB4GT Zagato’s and one DB4GT with bodywork by Bertone known as the Bertone Jet.

Thanks for joining me on this “Longer Taller” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be looking at an Aston Martin DB5 Convertible. Don’t forget to come back now !

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Unlimited Perfection – Porsche 917/30 #002

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There are some cars that stand head and shoulders above all others in terms of their achievements in their particular fields of endeavour even though their period of dominance is short lived. One such is the Porsche 917/30 as perfected into the ultimate race car for the 1973 Can Am Challenge for Group 7 unlimited sportscars by Porsche AG, Roger Penske and his driver Mark Donohue.

Porsche 917/30, Goodwood Festival of Speed

The origins of the space frame chassis and flat 12 motor that power this model lie in the Porsche 917 Endurance Sports Car programme that got underway after an unexpected change in sports car regulations designed to prolong the competitive viability of the Ford GT40’s and Lola T70 Coupé’s powered by 5 litre / 302 cui motors. The change in the regulations mandating vehicles of which at least 25 examples had been built with up to 5 litre / 302 cui motors were seen as an open opportunity by the engineers at Porsche to build a car with a competitive life limited to just three seasons of endurance racing from 1969 to to 1971. In that time Porsche and it’s preferred teams transformed the 917 from an initial limp biscuit into a preeminent sports car that conquered almost every race in which it took part laying the foundation of Porsche’s endurance racing reputation that was unrivaled until sister company Audi took up the mantel at the beginning of the 21st century. The Porsche 917’s achievements included back to back Le Mans wins in 1970 and 1971, back to back World Sports Car Championships in the same years and celluloid immortalisation by none other than the undisputed celluloid King of Cool Steve McQueen thanks to his film Le Mans.

Porsche 917/30, Goodwood Festival of Speed

Porsche’s first foray into the world of unlimited Can Am racing came in 1970 with a couple of 917 predecessors in the form of the 3 litre / 183 cui flat 8 powered 908 Spyders for Swiss driver Jo Siffert and Britain’s Tony Dean. Siffert was soon given a Porsche 917 PA Spyder fitted with a 4.5 litre / 274 cui flat 12 motor with which he finished a season high 3rd for the marque at Bridgehampton on his way to 4th place in the 1969 Can Am Challenge. The following season Tony Dean in his 908 was the only regular Porsche representative and he took an unlikely but popular win at Road Atlanta on his way to 6th in the 1970 Can Am Challenge standings.

Porsche 917/30, Goodwood Festival of Speed

Several of the closed cockpit 917K’s taking part in the 1970 Watkins Glen 6 hour race took part in the following days Can Am race at the same circuit and Siffert with a 5 litre / 302 cui flat 12 motor finished second to Denny Hulme’s Chevy 7 litre / 427 cui powered McLaren M8D.

Porsche 917/30, Goodwood Festival of Speed

Vasek Polak Racing acquired Siffert’s 917 PA for Milt Minter in 1971 while Siffert had a new 917/10 with updated bodywork that included a large rear wing but was still running a 5 litre / 302 cui normally aspirated motor. Siffert scored two season high second places and finished 4th in the 1971 Can Am Challenge two spots ahead of Minter.

Porsche 917/30, Goodwood Festival of Speed

In 1972 Roger Penske became the works Porsche representative in Can Am with a pair of Porsche 917/10’s, now fitted with turbocharged 5 litre / 302 cui flat 12 motor’s Donohue finished 2nd in the opening round at Mosport but then broke a leg in a testing accident at Road Atlanta where George Follmer was hired at short notice to replace Mark. George won the race and four more that season to clinch the 1972 Can Am Challenge. Mark recovered to win a single race upon his return at the end of the season to finish 4th in the Challenge, behind Milt Minter who still had the old 917 PA fitted with the latest 917/10 body work and a variety of turbocharged and normally aspirated engines during the course of the season.

Porsche 917/30, Goodwood Festival of Speed

For 1973 Porsche, Penske and Mark worked on the definitive ultimate 917, today’s featured 917/30, which featured a longer wheel base and a turbocharged 5.4 litre / 329 cui flat twelve fitted with 2 spark plugs per cylinder that produced a conservative 1100hp, or up to 1500hp in qualifying trim with 39 psi / 2.7 bar of boost from the twin turbochargers.

Mark qualified on pole for all 8 races in the 1973 Can Am Challenge. In the first race at Mosport he finished a season low seventh, after tripping over a back maker which allowed Charlie Kemp to win driving the previous years Penske 917/10 model for Rinzler Racing. At Road Atlanta Mark experienced a fuel filler leak while leading forcing him to pit for the leak to be fixed. Mark rejoined the race to finish second to the other Rinzler Racing ex Penske 917/10 being driven by George Follmer.

Thereafter Mark won the remaining six races as he pleased to become the first Can Am Challenge winner to score points in all the challenge races. In 1974 the hitherto unlimited Group 7 cars were given their first restriction when the SCCA mandated a 3 miles per gallon fuel limit, this did not outlaw the 917/30 as is widely believed, in fact Roger Penske entered one of the 917/30’s for Brian Redman to drive at Mid Ohio.

Under strict instructions to use only the top three, of four, gears in order to minimise fuel consumption Brian qualified on pole and came home second, behind Jackie Oliver driving a Shadow DN4, after understeering, pushing, off the circuit during the race.

In 1975 Mark Donohue returned to the cockpit of a CAM2 sponsored 917/30 now fitted with twin inter coolers to raise the world closed circuit lap record from the 217 mph set by AJ Foyt, in his open wheel USAC Coyote, to 221 mph at Talladega Superspeedway. The record which was set in less than optimal dry conditions stood for two decades.

Today’s featured car seen at Goodwood Festival of Speed a couple of years ago is chassis 917/30 #002 which appears to have served primarily served as Mark Donohue’s spare for the 1973 season. Contemporary reports in Motor Sport suggest it was only raced at Watkins Glen after a suspension failure on Marks regular chassis #003 required #002 to be wheeled out for race duty, which included winning pole and leading from flag to flag to secure a 42 second victory over David Hobbs Carling Black Label Roy Woods Racing 1972 Mclaren Chevrolet M20.

917/30 #002, one of six 917/30’s built of which only three saw in period competition, now belongs to the Porsche Museum.

Thanks for joining me on this “Ultimate Perfection” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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Twelve Hundred Horsepower – Shadow Chevrolet DN2 #DN2-2A

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Despite the loss of it’s sponsor Johnson’s Wax, the number of events being cut back to eight, down from eleven in 1970 and the number of entrants falling to an all time low, just 15 at Edmonton, the 1973 Can Am Challenge was still a huge draw for spectators who wanted to see the worlds hitherto most powerful racing cars competing on road courses. According to contemporary reports attendances at all of the races in the 1973 Can Am Challenge were up.

Shadow Chevrolet DN2, Rosso Bianco Collection,

Only two teams prepared new cars for the 1973 one of them was Shadow who built two DN2’s designed by Tony Southgate, one of those cars ran a regular 730 hp 8.1 litre / 494 cui Chevrolet V8, while the second car, featured today ran with a turbocharged version of the motor.

Shadow Chevrolet DN2, Rosso Bianco Collection,

Both DN2’s were completed too late to undergo any testing prior to the start of the season and so presented little challenge to the teutonically prepared Porsche 917/30 driven by Mark Donohue for the Penske team. Jackie Oliver retired the normally aspirated DN2-1A from the opening two rounds of the 1973 Can Am Challenge run at Mosport and Road Atlanta with gearbox and suspension failures respectively.

Shadow Chevrolet DN2, Rosso Bianco Collection,

Shadow team owner Don Nichols was entered to debut today’s featured car, seen at the Rosso Bianco Collection by Frank ‘Duc-man’ Christmann in Germany several years ago, at Watkins Glen in July 1973 but the car did not show. When #DN2-2A did show up at the next round at Mid-Ohio it was kept as a spare. Jackie Oliver scored a 3rd in the final at Mid Ohio which translated to a final 8th place overall having finished 12th in the heat.

Shadow Chevrolet DN2, Rosso Bianco Collection,

James Hunt took over the normally aspirated DN2 at Road America while Jackie Oliver tried the turbocharged DN2-2A, they qualified 14th and 21st respectively. James did not start thanks to recalcitrant fuel metering unit while Jackie who had not set a time in qualifying lasted just 3 laps before the 1200 hp motor failed.

Shadow Chevrolet DN2, Rosso Bianco Collection,

At Edmonton the Shadow team ran just DN2-1A and Jackie recorded a third place finish from seventh on the grid, driving the same car at Laguna Seca Jackie went one better finishing second from 5th on the grid, while Vic Elford tried the turbo charged DN2-2A which he qualified 18th but retired with brake failure after completing 22 of the 66 scheduled laps.

Shadow Chevrolet DN2, Rosso Bianco Collection,

At the season ending race run at Riverside Jackie qualified 9th in DN2-1A, while Vic was 14th on the grid, however neither car lasted more than a handful of laps, Jackie retired with bodywork damage on lap three while Vic retired with a broken throttle linkage after the opening lap.

Shadow Chevrolet DN2, Rosso Bianco Collection,

The Shadow DN2’s, which bear a passing resemblance to the 1972 Lola T310, were not seen again in period. It should be noted George Follmer never raced a Shadow DN2 although he did join the Shadow team for the Can Am Challenge in 1974, it remains a mystery as to why George’s name should appear on the side of the car.

I hope you will join me in thanking Frank “Duc-man” Christmann for sharing today’s photographs.

Thanks for joining me on this “Twelve Hundred Horsepower” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I shall be visiting Quail Councours d’Elegance for Ferrari Friday. Don’t forget to come back now !

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Wheelbase Balance – McLaren Chevrolet M8F #10-72

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There were three race winners in the 1971 Can Am Challenge Jackie Stewart won two races in his L&M Lola T260 while the rest all fell to Denny Hulme who won three races and eventual champion Peter Revson who won the remaining five in the fifth and final year of domination by the Traffic Yellow McLaren M8F cars.

The McLaren M8F was similar to the M8D raced in 1970 but had been upgraded by Gordon Coppuck with a 3″ longer wheel base, wider track, inboard rear brakes, sturdier gearbox to improve the handling and balance of the cars which had a choice of either 740hp 8.1 litre / 494 cui or just under 800 hp 8.4 litre / 512 cui Gary Knutson tuned alloy Chevrolet V8’s.

Agg, McLaren Chevrolet M8F, Brands Hatch

For 1972 the works McLaren team moved onto the M20 and sold on it’s M8F’s to the Young American Racing Team, one of which was driven to victory at Donnybrooke by rising French star François Cevert, while Trojan built up a number of M8F spec cars known as M8FP’s for customers to run.

The most successful M8FP customer in the 1972 Can Am Challenge was German Hans Weidmer who finished 8th from 21st on the grid at Edmonton driving chassis #07-72.

Agg, McLaren Chevrolet M8F, Brands Hatch

Helmut Kelleners sold his March 707/717 and raced a Trojan built M8FP #02-72 in various events through 1972 winning the Martini International at Mainz Finthen. In December ’72 Georg Loos won the Copa Brasil at Interlagos driving chassis #03-72.

By 1975 Peter Hoffmann had acquired #07-72 for racing in Europe and in 1976 returned the car to victory lane at Kassel Calden, Mainz Finthen and Ulm. Peter drove the car to three more victories at the Nurburgring in 1979 and 1981 and Hockenheim in 1980.

Today’s featured car #10-72 is seen with Charlie Agg at the wheel during practice for a classic race at Brands Hatch, #10-72 was never raced in period. Charlie Agg is the son of Peter Agg who revived the fortunes of Trojan and then Elva in the 1960’s.

Thanks for joining me on this “Wheelbase Balance” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now !

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The Chuck Parsons Myth – Lola Chevrolet T222 #T222 HU7

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Today’s featured car is a 1971 Chevrolet powered Lola T222, it is seen being driven with by of Britain’s most accomplished club drivers never to sit in a contemporary Formula Car by the name of Gerry Marshall at Brands Hatch in 1982. In both the contemporary programme notes and post race press reports the car is described as being “ex Chuck Parsons” and owned by Noel Gibbs an apparent novice to the motor racing scene.

In 1970 Lola Cars moved from it Slough premises west of London to Huntingdon, Cambridgeshire north east of London. All Lola cars built in Slough were given an SL prefix in their chassis numbers all Lola cars built in Huntingdon received an HU prefix in their chassis numbers.

The Lola T222 was a development, built for customers, of the 1970 Lola T220 with which Peter Revson had competed for Carl Hass (later to become Newman/Hass Indy Car fame) Racing. The T222 differed from the earlier model primarily by having a 10″ lange wheel base than the 1970 model.

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It is thought that nine vehicles were issued with a T222 chassis number which ran HU2 through HU9. The exact history of all 8 cars is not known, T222 HU1 may never have been issued because that number was thought of as the prototype T222 namely T220 SL/1. Now it get’s complicated.

T220 SL/1, the car driven by Peter Revson in 1970, crashed at Road America after it suffered a puncture. Two weeks later a new car appeared for Peter Revson with the chassis number T220 SL/2, but T220 SL/1 differed in one crucial respect, the front axle of SL/2 was ten inches further forward of the rear bulkhead than on SL/1.

It is believed that one of the early T222 chassis originally built in Huntingdon was hastily built up to replace the damaged SL/1 and shipped to Donnybrooke for Revson to race with the Slough chassis number T220 SL/02. It is also believed SL/2 might have become either T222 HU02 or perversely T222 HU/09 had it not been unexpectedly pressed into service in 1970.

The 1971 T222 models all shared the same wheel base as T220 SL/2 but there are some minor variations in the bodywork.

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T222 HU7, today’s featured car, was delivered to Bob Nagel who drove the car with blue bodywork in the 1971 Can Am Challenge his season best qualifying and race performances came at Donnybrooke where he finished 10th from 16th on the grid. The rest of his races apart from an 11th at Mount Tremblant were dogged by mechanical unreliability.

In 1972 Bob campaigned the HU7 again swapping the 7 litre / 427 cui Chevrolet V8 for first a 7620cc / 465 cui and later an 8095 cc / 494 cui unit. The larger motors contributed to three 8th places finishes which along with 2 10th’s an 14th place in the final 1971 Challenge standings 4 spots behind Charlie Kemp in the Bobby Rinzler T222 HU8.

Bob topped his 1972 season with a third place finish from 2nd on the grid in an ASR race run at Road Atlanta at the seasons end.

Gene Fisher bought HU7 for the 1973 season and appears to have started just one event at Road Atlanta with a Chaparral built 427 motor. Gene retired in the 1st heat from 21st on the grid and did not start Heat 2.

Despite apparently having lost a wheel during the course of the opening meeting for the 1974 Can Am Challenge at Mosport Gene started 11th and finished a season high 6th driving HU7 now in it’s forth year of competition. Engine and gearbox failures accounted for the cars three remaining races.

In 1981 Chuck Haines sold HU7 to Noel Gibb and the following year Noel did a deal with Gerry Marshall to lend him the car free of charge while Gerry tried to sell the car on Noel’s behalf, the car was not to be sold before the British Grand Prix meeting where Gerry is seen at the wheel here.

The throttle on Gerry’s car broke before he set a qualifying time so he started the Atlantic Trophy Race from the back of the grid. He worked his way up to 4th before easing off when his door came undone. After passing through the hands of three further owners T222 HU7 was purchased by I believe the current owner David Edwards.

While reading up on the Lola T222 I learned that Chuck Parsons never drove a Lola T222 in period and that the widespread myth that HU7 was ever driven by him possibly originated in the Brands Hatch publicity office with some incorrect programme notes.

My thanks to everyone who contributed to the Lola T222 thread at the Ten Tenths Forum particularly Gregor Marshall who’s post confirmed the identity of today’s featured car, Jeremy Jackson and David Edwards who posted details of the believed chain of ownership of T222 HU7, along with Tim Murray who kindly furnished me with the contemporary race reports from Autosport.

Thanks for joining me on this “The Chuck Parsons Myth” edition of “Gettin’ a li’l psycho on tyres”, I hope you will join me again tomorrow. Don’t forget to come back now !

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