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MMR Community Newsletter

Posted on July 2, 2015 Comments (1)

Porsche Parade by Dom Miliano

Porsche National Convention

IndyCar Amazing Race – Porsche Pics – Much More

We have an action packed issue this week. Editor Dom Miliano was in French Lick, IN for the Porsche National Convention and came back with some neat pictures. We also have some images from Thompson’s rain shortened Historic Vintage weekend and many good stories. (We at MMR often say there are only two things in life: good times and good stories.)

Michael Furman - Photographer

Michael Furman image of 1988 Porsche 911 club sport

Michael Furman’s image, in keeping with our theme this week, is Porsche from the book  Porsche Unexpected. Read our review.

Our Car’s Yeah! Podcast is with Tina Van Curren, owner of Autobooks-Aerobooks, the enthusiast’s bookstore in Burbank CA since 1951. A-A has recently moved seven blocks and is this issue’s featured supplier from our Resource Directory.

Classic Classifieds this week features some interesting Porsches.

Porsche National Convention

Boxster at the Porsche National Convention.

IMSA Tudor at Watkins Glen 6 Hours: Just Gets Better

The series is getting better with every race. Watkins Glen was amazing. The weather was the story. Dry, wet, rain, fog, it was all there. The Series leading Taylor Daytona Prototype Corvette dominated the race in the wet and the dry. With 45 minutes to go Ricky Taylor lost adhesion in the last turn before the pit straight and opened the door for the Westbrook Chevy to beat the Ganassi Ford. In Daytona GT, the non-factory Dodge Viper won with Marc Goosens. Astounding!  GT LM was won by Porsche.

Ford at Le Mans

WEC Ford GT

Ford released images of the race-prepared 2016 WEC Ford GT and it is beautiful. Ganassi will be running the effort and in a trackside interview, Scott Pruett confirmed that all is on schedule to introduce the car for the 2016 season. It will run the Ford six cylinder Eco-boost engine, which they ran at Watkins Glen and led much of the last part of the race, only to finish second when they needed a splash of fuel. Great racing and super coverage by Bob Varsha, Calvin Fish, and Tommy Kendall.

TK is our Hero

Congratulations Tommy Kendall on being inducted into Motorsports Hall of Fame. Our home page video is of TK discussing his induction. Well done.

IndyCar: Amazing Race – How Rare Thou Art

Indy cars

Before a very small crowd, the IndyCar MTA-TV 500 at Fontana on Saturday took place at a horrible track and yet produced an incredible race.

The IndyCar race at Fontana was unquestionably the finest combination of bravery, skill, and foolhardiness seen in pro racing in decades. If the norms of our times prevail, someone will surely put an end to it. And some drivers will be torn as to whether it should be so.

Readers Warning: The following will ramble.

It began with Man’s beginning. The excitement of eliminating or evading the danger posed by animals or circumstances that might harm, was triggered by “fear”. Some would argue that, other than our fellow man, we have eliminated most of the natural sources that once prompted that fear. But we have retained the capacity to fear and modern man has found that overcoming danger can be both a challenge and a stimulant. Under stress, the body produces “adrenaline” which heightens the senses and sometimes allows the achievement of feats not ordinarily possible. It also produces a pleasant, and possibly addictive, “endogenous morphine” called “endorphins” which decrease the feelings of pain and lead to feelings of euphoria.

An aside: The entertainment industry has simulated and monetized our primal fears. Ferris Wheels at County Fairs stimulate our natural fear of heights and motion. Their modern cousins are the studio created “theme” rides. Here patrons strap themselves into pneumatically operated chairs for a predetermined, computer coordinated time. We are simultaneously bounced around, assaulted audibly and visually by loud noises, and all encompassing movie screens projecting the "fear" flavor of our choosing. Brilliant! The long and constant lines to experience these faux fears attest to our apparent craving to be so stimulated.

Again, in keeping with societal demands, racing has striven to eliminate any real fear of death and, like the studios with bouncing chairs, it simulates danger while tantalizing the viewer with morbid fears of possible disaster.

On June 30, 2013 nineteen firefighters were killed near Yarnell, Arizona when winds shifted, trapped, and killed them. It was the deadliest wildfire since 1991. 

It sticks in my mind because I was traveling home in my 308 from a visit with friends in Phoenix. They suggested I take this particular route because the road offered beautiful scenery and the opportunity to ignore the speed limit on sweeping and scarcely patrolled roads. They were correct. As I was enjoying my car at a comfortable 85 MPH I saw and smelled the smoke from the wildfires and listened to the stories on my radio about the local firefighters, most well trained locals, who were battling it.

We will return to the speed I was traveling later.

As I write this it is almost two years ago to the day that this tragedy occurred and in hindsight the death of these men has been considered, by some, avoidable. In December of that year the Industrial Commission of Arizona deemed that the State had “knowingly put the protection of property ahead of safety and should have pulled the crews out earlier”. Their commander had made a choice to send them from a burned out area, where they were safe, to save a nearby town which had been evacuated. I am certain that every man who died was fearful to different degrees. I am also certain that every man saw the risk as a challenge for which he was prepared and excited. The excitement was caused by “fear”.

Fear is instinctive and a part of each of us. Men, particularly young ones, and women, more today than ever before, thrill at risk.

Another aside: Thirty years ago I was on a 40 foot sailboat off St. Vincent in the British Virgin Islands. We were returning to St. Vincent to repair our non-functioning engine when we were hit by a force 4 gale. The boat was well equipped. We were seven people aboard and we were running just enough sail to allow us to control our general direction. I know nothing about sailing, but I can take direction, so I was helping our hired captain in any way I could. The atmosphere was tense and we were all excited. At some point I noticed that a mop, lashed alongside the cabin had come loose and was in danger of falling overboard. Holding tightly to the rails on the cabin and the lines that ran from stanchion to stanchion around the boat I moved from the safety of the cockpit to “rescue” the mop. “Foolhardy” is a kind word for what I did. "Stupid" is more accurate. In those seas, with no lifejacket and a boat with no motor, the chances of the boat turning around and finding me would have been slim. Why did I do it??? Well, the feeling of fear and the sense of accomplishment from that 25 foot walk was exhilarating. I wouldn’t compare my stupidity with the bravery of those firefighters. But, it had to have crossed at least one firefighter’s mind that his choices were to stay comparatively "safe" in the middle of a burned out area in the middle of the day, or take a chance and save a bunch of buildings. To a man they went. And I understand that.

In my late teens, I was participating in a club race meet at Mosport, near Bowmansville, Ontario. The spot next to me in the paddock was occupied by a well-known Formula Vee driver. Race weekends are always very busy and though we had met before at other races we were just like all the other guys parked next to each other. We weren’t together but we would have helped each other. That’s how it was. He was killed on Saturday when his car went off the back straight.

They parked the wreck next to our pit and Sunday, mid-morning, when I came in after my race, it and all his “stuff” were gone. Just like that. We all said the right things about him being a great guy and a really good driver and how he died doing what he wanted to do. Not one of us ever thought that it would happen to us. Yet the reason we raced, to some extent, was to see just how close we could come to disaster, the edge, the limit, or numerous other words that implied disaster, perhaps death. But not likely to happen.

Back to when I was doing 85 in Arizona. I was 68 years old. Had I been 38 years old, I would have been doing 90. And had I been 18 years old I would have been testing the limits of adhesion. Badly, and with adrenaline.

As one ages, whether or not one matures, one learns. Whether by accident or by design those “learnings” define our thoughts and actions going forward. If one is the slightest bit introspective, they explain many things that seemed puzzling in the past.

Many years ago I watched a TV show about marathoners. Runners were being scientifically analyzed and compared to other athletes who competed in sprints. Basically, it was determined that to compete successfully in these two disciplines required distinctly different muscle fibers structures. The sprinters had “fast" twitch muscles which were quick and powerful. “Slow" muscles enabled the low intensity required for marathon running.

While this information defines and separates us physically, our aspirations don't recognize the difference. Upon reflection, this physiological fact of our being might shed light on events in our lives that have defined who we are and what we believe ourselves capable of being. My father was a gifted athlete who played hockey and baseball and competed well into his fifties against much younger men. He had excellent eyesight and physical dexterity. We had little in common. He was very competitive in nature and sports were very important to him. I imagine now that I must have been a disappointment.

A 10 mile foot race, at age 39, was the first time I realized I could run distances comfortably and competitively for my age and running became a life-long love. The knowledge that we all possess either “fast” or “slow” twitch muscle fibers color how I view all sports and my personal ability to excel in them. Particularly, motorsports.

Denise McCluggage told me that Sir Stirling Moss could pick flies out of the air and read the fine print in a certificate mounted on a wall across the room. I have heard the same extraordinary qualities attributed to Juan Manuel Fangio. The protagonist of Tom Wolfe’s The Right Stuff, Test Pilot Chuck Yeager, is described as equally gifted. Defined by their natural abilities, these are special people who have found the occupation, niche, or sport which suits their set of particular physical attributes and allows them to succeed.

There is no doubt that today’s top drivers are all “fast” twitch equipped and gifted in additional complimentary ways such as size, eyesight, experience etc. Proof was on exhibit at the IndyCar race on June 27, 2015 at Fontana in California.

As we write this, Graham Rahal is the declared winner of the race. However, on lap 187 of 250, Rahal left the pits with a portion of the refueling rig attached to his car. It fell off at the track entrance and the race was yellow flagged. IndyCar did not assess a penalty immediately but allowed that they would review the incident after the race. Derek Walker, IndyCar’s competition manager, told the announce crew that the race stewards would definitely assess a penalty at race’s end. They fined him $5000. Not much in dollars but big in percentages when you calculate that the win paid $30,000.

The Race: Teams have complained to IndyCar that driving cars with similar aero packages and engine power creates an equality that results in what is called “pack” racing. The cars don’t have the power to get away from one another and are moved around on the track involuntarily as they pass and repass each other. The race was 250 laps on a two mile banked oval track with average race lap speeds of 215 mph and speed on the straights over 220 mph. From the drop of the flag “pack racing” was on. Official lead changes are measured once per lap at the start-finish line. There were a record 80 official lead changes. Certainly far more than twice that overall. The track is 75 feet wide with a 15 foot apron and the racing was often three and four cars wide with occasional moments of five wide racing. It was incredibly risky. All the leading drivers took part.

These are comment highlights from drivers and Team Managers after the race:

Will Power: What are we doing? What are we doing? As exciting as it is, it is insane. It is crazy! Crazy!

Tony Kanaan: It was a crazy race. It’s a great race for the fans but hopefully we get together and come up with a better solution.

Tim Cindric, Pres. Penske Racing: We talked about (putting an end to) this kind of racing. I am sure it is fun to watch but it is very difficult.

AJ Foyt: I enjoyed this kind of racing when I was doing it.

Marco Andretti: I enjoy it. It is definitely crazy. It was definitely great for the fans.

Juan Pablo Montoya: This was definitely crazy and sooner or later someone is going to get hurt.

Tony Brooks was a highly talented British driver who was the fourth winningest Grand Prix driver of the fifties behind Moss, Fangio, and Ascari. In a recent interview, Brooks, who retired early, said he felt that racing was too dangerous then. Three or four drivers per year were dying. It would be years and many more driver’s lives lost before track safety got us to where we are today. Ayrton Senna was the last F1 driver to die on a track. That was in 1994. In 1999, IndyCar's Greg Moore died at Fontana.

Overall, we take a couple of things away from the post race interviews. One, everyone interviewed said it was exciting. Most agreed it was dangerous. This is the best race we have seen in a long, long time. IT WAS EXCITING! We don’t want to see anyone hurt or killed but we do want to see more “exciting racing”. Don't change a thing.

Other Voices:

Gordon Kirby: IndyCar racing has issues. Venues and scheduling leading the pack. This week’s  Gordon Kirby column in MotorSport addresses these issues in detail. He feels that less downforce and more engines are the answer. Perhaps he is correct. In the meantime, while New Orleans was unquestionably a low point, since then Indy, Barber, and certainly Fontana, were a damn sight more entertaining. 

Robin Miller: Always controversial and seemingly never concerned about political correctness. You don’t want to dance with him, he steps on toes. Miller has a similar take on dates and venues but agrees with us about how good that race on Saturday really was and has a message for IndyCar management. Watch his video.

Tracks Access Grows

This story was prompted by our visit to the Vintage Motorsports Festival at Thompson Speedway on June 20th. We had the opportunity to watch good people having a good time.

First automobile race.

Automotive folklore tells us that the first auto race took place when the second car was built. That may be an exaggeration but it is likely true.

The first car races were point to point affairs, generally between towns along crazed-spectator-lined dirt roads. Once the cost to flora and fauna was calculated, the racing madmen and their equally mad followers were confined to circuits where they were encouraged to damage each other, but little else, to their hearts content.

The sport of driving like hell to get back to the spot from which you all started gradually adapted itself to the differing styles of mayhem the participants were most comfortable inflicting on each other. At the same time, as well heeled Europeans were strapping themselves to thin tubes and careening around paved circuits meant to resemble the country roads from which they were banned, Americans were throwing dirt at each other in powerful Champ Cars on unpaved ovals in every small town that owned a fair ground.

Tracks evolve in response to the evolution of the cars that run on them. No one track suits multiple racing disciplines, though many try. And, not by accident, the most successful tracks in each discipline are those that can limit the performance parameters of the vehicles using them. For instance, each year a small group of parochial Frenchmen convene to concoct a new set of rules that will encourage ambitious foreigners to spend fortunes building cars that will survive a 24 hour beating on their public roads. Historically French cars dominated something entitled the Index of Performance class. It was essentially an economy run in the middle of the fastest race in the world. Oddly, the rules always favored cars built by French manufacturers. It was eventually phased out. Today’s Prototype II class, a less powerful version of the exciting lead cars, is dominated by French chassis manufacturers. Our point here is that Le Mans dominates the WEC series and their rules dictate rules for all the other races in the WEC series.

IndyCar rules are made to best suit the Indianapolis Speedway and their premier event, the Indy 500. NASCAR is owned and governed by the family that owns and governs the Daytona Speedway. The most closely regulated, least consistent and most political set of rules is Formula 1. And the quality of the races reflect it. Owned by an investment company and operated by a brilliant manipulator, the governing rules of F1 are set by the FIA, a world motorsport sanctioning body based in Paris. Rules are made in consultation with committees appointed by the race teams. F1’s iconic track is a street circuit in a hilly tax refuge beside a sunny bay filled with 100+ foot long boats and on which passing is virtually impossible.

In the 21st Century a new landscape is emerging. The growth of vintage race car usage and the evolution of street cars suitable for track use are making possible the development of interesting private club road circuits. Spurred by the success of club venues, declining enrollment in driving schools, and independent track days, established road circuits are offering club memberships. They also offer the added cachet of history.

This plethora of options has given rise to a new phenomenon: club shopping. Drivers now have options that allow them to optimize their track experience by matching their abilities and their car capabilities with a track configuration that best suits them.

We have come a long way from WWII runways and hay bales. And then again… there is always Sebring.

Have a great Fourth!

Peter Bourassa
Publisher


Vintage Racing: Home of the Brave

Posted on September 4, 2014 Comments (2)

Several early Saturday mornings ago I was flipping TV channels between F1 practice and a rainy day’s ride at the Tour de France bicycle race.

Tour de France crash

Co-incidentally at virtually the same time on my TV an F1 car left the track at extremely high speed and hit the barrier wall head on at elevated speed. And several TdF riders went down on a muddy corner somewhere in France. The F1 driver walked away from an impact judged to measure 26 G’s of force which totally destroyed the car. He drove the next day. Two of the bicycle riders suffered broken collar bones, one had a broken arm and all were out of the biggest race of their year.

The following week I was in a modern shop that services vintage race cars. While Vintage racing organizations require the use of more safety equipment than was ever required in the day, it struck me that the cars themselves, as required, were as close to original as possible but most had better, safer tires and reliable engines, several had better brakes, and yet many were as unsafe today as they were originally. Shoulder harnesses are a big improvement over lap belts and helmets and fire suits hugely better, but roll bars appeared to be original and in images posted around the shop, some current drivers’ helmets exceeded them by 2 inches or more. Modern open wheel racing at the highest levels requires tethered wheels on single seaters, not here. Fuel cells are mandatory as are external electrical shut off switches. Very good. During practice three weeks ago at Virginia International Raceway a Porsche race car spun on oil at high speed and hit the tire barrier over a hundred yards away.

Spinning Corvette

Within seconds, a factory Corvette hit the same oil and, following the trajectory of the Porsche, crashed into it. The Corvette driver suffered a mild concussion and the Porsche driver had a broken arm. I shudder to think what would have happened had two vintage cars experienced the same crash. Changes to personal gear notwithstanding, the now faster and better handling 1940-50-60-70s race cars are easily as dangerous in a crash now as they were then.

Vintage racing was dangerous when it wasn’t vintage. At the front end of the grid the cars were prepared by professional race teams with proper equipment and were always in top condition. It would be a stretch to say that today’s vintage drivers, though unquestionably more experienced, could be as quick of hand or eye as they were 40 years ago.

MG-PA Special

Last weekend at Lime Rock, a vintage racer lost his life in an MG-PA Special. We love to watch those old cars race. And we all recognize that this isn’t tennis. Accidents will happen and people will be hurt. We also realize that cars must go through scrutineering before they are allowed on the track. We asked the question earlier in the year when a vintage “Penske” Camaro crashed at the Glen: Is it time for vintage racing governing bodies to take a closer look at the cars and the people who are racing to determine whether either or both are capable of handling the demands of their class of racing? After all, they are not alone out there.


MMR Community Newsletter

Posted on January 31, 2014 Comments (0)

Nearly Everyone can Read… Many can Type… Fewer can Write

Denise

People who depend on words for a living—writers, editors, teachers, and lawyers, know when something is written well. We, the general reading public, first begin reading for education and sooner or later for entertainment. We only gradually become aware of the differences in style and flow. And then one day you read a book or an article that is written in such a way that makes you notice that you enjoyed the way the story was told as much as the story itself. That is exactly how I felt when I read my first story by Denise McCluggage. My eagerness to read her Autoweek column has never subsided. In this issue of the MMR Newsletter, we are thrilled to announce that, with the gracious help of Hagerty Insurance, Denise will be writing a semi monthly column in our MMR Newsletter entitled My Word.

This week’s column, entitled Auto-Auto, is her vision of the future of transportation. It is certainly a dramatic departure from the past and we look forward to your comments.

A Happy Day in Detroit

There was joy in Mudville on this past Monday morning! Detroit hit a mighty homerun! What a month for Chevrolet! First they are named North American Car and Truck of the Year at the Detroit Auto Show and then they take the top four places in the Daytona 24 Hour race. Quite spectacular really. For those who do not follow sports car racing in America, and they are legion, the winning Corvette was a Daytona Prototype, A Chevy powered full race car, not the enhanced street version of the Stingray which ran in the GTLM class and finished fifth in class . The new C7-R did not fare as well in the GTLM class finishing 13 laps down to the winning Porsche. In its defense, it was its first outing and… it is damned good looking.

Corvette

It is obvious and expected that the rules will require continued tweaking to allow the ALMS prototypes to be more competitive. The fastest of these was three laps behind the winning car. These constant changes will unquestionably incur pushback from competitors who see their hard earned advantages disappear. If the end product is better racing, everybody wins. The road ahead is rocky indeed. The next round is in Sebring in Mid-March. You can read Motorsports Magazine’s Gordon Kirby’s take on the events prior to the race.

GM

Accountants be Damned!

So here’s to the bright bean counters who came in with government money and turned GM around, then had the good sense to turn it over to smart young car people. As for the bean counters who thought GM should die, they cannot be anything but disappointed. Pity.

Have a great weekend.

Peter Bourassa


MMR Community Newsletter

Posted on January 17, 2014 Comments (0)

Ah Paris!

Our images this week evoke Paris from two of our past issues. Sandy Cotterman’s images from last year’s Salon Retromobile reminds us all of this year’s show to be held on February 7-8. And in the summer of 2011, Tony Singer took these shots of the L’Art de L’Automobile exhibit which featured a selection of Ralph Lauren automobiles. Enjoy.

Scottsdale, We Miss You!

If I am the prototypical motorhead, then you, like me, aren’t going to Scottsdale and don’t want to talk about auctions anymore. That isn’t to say I wouldn’t want to be in Scottsdale because I would. And the reason I would want to be there is to be around cars and car people, several of whom are friends, live there, and are great company. I want to walk on warm grass, smell the fresh wax, and take pictures of beautiful cars. I want to wear summer clothing and maybe even play a round of golf. And as attractions like Automobilia and the Arizona Concours get bigger and better, and perhaps a track event is thrown in nearby, I will be there. But it is not yet there and neither am I.

Detroit Auto Show, Looking Good

Corvette

For the immediate moment, the Car Show season has begun and the Detroit Auto Show has stolen some attention from auctions. Not too surprisingly, the Corvette Stingray was named North American Car of the Year and it is tough to think of an American car that garnered as much attention since its introduction almost a year ago. The new 625HP Corvette Z06 was introduced and, as you would expect, it has all the muscular boy racer qualities a Z06 should have. The display model was in Corvette Racing yellow which serves to highlight all the track day winglets, vents, and attachments which are black. Oddly enough, the car, in another color, could actually be more attractive than the Stingray. It has a brutish excitement to it that is reminiscent of the first Vipers and the 427 Cobra. Mikey likes it!

Lambo

On another note, mea culpa, I confess I don’t really care much for Lamborghinis. With the exception of the early GTs, the serenely lovely Miura and the groundbreaking Countach, the remainder is simply design dreck with attitude. There is little joy about these beasts. The odd thing is, I suspect, Lamborghini designers would actually be pleased to hear this from all traditionalists. Lambos have always been the anti car. The car that thrives on negative achievement: it doesn’t go racing; it doesn’t come in red; it doesn’t care to be round and smooth; it doesn’t have rearview vision; and, other than its founder and test driver, it doesn’t have a hero or a champion. It simply doesn’t care whether you like it or not. Or… didn’t. And then one day the little Kingdom of Sant’Agata Bolognese, received a short message from a powerful king in a neighboring land. The message was simple. Fix your attitude. Design a pretty car or you will be an R8 assembly line. Have a nice day! And, behold, the Huracan was born. It is more stunning than beautiful but unlike its predecessors, it doesn’t need explaining and is a huge leap forward. What do you think?


This week’s video is a collage of the better racing scenes from Steve McQueen’s Le Mans.


We still have tickets for the Denise McCluggage driver’s workshop, The Centered Driver, to be held on January 28th. Join us for a wonderful evening of motorsports camaraderie and learning.

Peter Bourassa


Seminars at Amelia

Posted on March 19, 2013 Comments (0)

Part of the Amelia joy has to be the multiple seminars. This year’s Corvette, Porsche, and the feature GT40 seminars were all outstanding.

The Corvette seminar celebrated the 50th ground breaking design of the 63 Corvette Split-Window Stingray. In context, before its advent, the 61/62 Jaguar XKE had taken all the air out of the room. Corvette’s exciting new design offered new technical and design features that got Corvette back in the game. Members of the original design team dominated the panel and happily described the evolution of the new model. On the field, significant iterations of it were also celebrated.

Bill Warner, Peter Brock, Ed Welburn at Corvette Seminar, Amelia 2013

Bill Warner, Peter Brock, Ed Welburn at the Corvette Seminar, Amelia 2013

Ed Welburn, International Director of Design at GM introduced the C7 and shared the thinking behind the design. The significant question from the audience related to its most controversial aspect, the seeming design steal from the Camaro back end. Welburn explained that this was Corvette’s response to the fact that its sales were dropping, as its base was aging, and that it needed to find a way of appealing to a younger demographic. In surveys, the new Corvette’s edgier design was apparently very popular with younger buyers. (See our article on the C7 Corvette for our take on the new car and GM’s dilemma.)

The Porsche seminar was another genuflection to the brilliance of the 911 by the people most closely identified with its success. This rear view tribute to a long in the tooth design ignores the elephant in the room. More and more, the street is saying the Cayman is a far better car.

The Porsche Seminar, Amelia 2013

The GT40 seminar was billed as the top event and it didn’t disappoint. The beloved native hero, Dan Gurney was the unquestionable crowd favorite. Age and his recent accident made his accession to the speaker’s platform painful to watch. Once in place however, his cogent observations and pithy comments put lie to the thought that Dan Gurney is mentally less than he ever was.

GT40s at Amelia 2013

To me, one of the more interesting interchanges was cleverly engineered by moderator Tim Considine. After several less than positive comments about absent fellow driver Jacky Ickx, the moderator asked Gulf/ Wyer Team Manager and Engineer, John Horsman, who he believed was the best driver he ever managed and Horsman replied, without hesitation, Jacky Ickx. Putting point to his comment he cited the numbers at the end of the first lap of a rainy GT race at Spa when Ickx established a 38-second lead on the second place car. An incredible feat! When you think of that in terms of distance it is unbelievable.

The GT40 Seminar, Amelia 2013

The GT40, like all success stories had many fathers. Primarily, Wyer, Shelby and Holman-Moody.

Representatives from each team were on the podium and their stories of corporate infighting, conflicting instructions and the struggle at the highest levels of Ford management made for fascinating listening. If you haven’t yet, you must read John Horsman’s Racing in the Rain, recently reprinted by Bull Publishing with a new soft cover, it is not available on Amazon and sells for $29.95 from Bull Publishing. It is the GT40 book to own! Read about it in our Racemaker Book Reviews.