Tag Archives: 2010

Chuck Porter’s Mercedes 300 SLS – ADAC Eifel Rennen 2010

At the ADAC Eifel Rennen this weekend we spotted the Chuck Porter Mercedes 300 SLS,  the “S” defines that it was a wrecked 300 SL Gullwing and Chuyck Porter went about rebuilding the Mercedes marque.

After Mercedes-Benz retired their highly successful 300 SLR program, many racing teams and amateur drivers started creating their own versions from the 300 SL production cars. These became known as the SLS and most were prepared with a wide variety of modifications. One of the most famous of these is the Porter roadster which was actively campaigned in America.
Chuck Porter used a wrecked 300 SL Gullwing to create his own SLS. A new body was designed out of his body shop in Hollywood, California and executed by Jack Sutton from .064 aluminum sheet. For the most part, the body stayed faithful to the Mercedes-Benz styling. It featured a much wider front opening, no windscreen, removed doors and a custom interior.

Despite working from a fire-damaged hulk, Porter persisted with the SLS. After it was done, the car was considerably taller than the SLR, since the production SL is much taller than the SLR’s grand-prix chassis. This didn’t stop it from keeping up with the fastest cars in its class with drivers like Ken Miles, Billy Krause and Porter himself.

The car was used from 1956 until 1962, later being fitted with a few different American V8s. Throughout this colorful career, the Porter Special challenged even the Ferraris and Maseratis of the period. This was possible even though the engine was pretty much stock except for a factory performance camshaft.

Sports Car Illustrated tested the Porter SLS against a factory aluminum-bodied 300 SL Coupe and found the SLS to be considerably faster. In 1999 the car was restored by HK-Engineering and subsequently raced at the Monterey Historic Races.

Historic Pictures courtesy of  Bill Tibbetts hopefully well see some more of the historic moments in time from Bill !

Eifel Rennen 2010 Gallery:- CLICK

ADAC Eifel Rennen – Bugatti Type 37 Racing

At the ADAC Eifel Rennen this weekend we spotted the Bugatti Type 37 Racing, the valuation of this model of car varies from £200k.

The Type 35 was powered by a four cylinder in line, overhead camshaft, 3 valves per cylinder, 1496cc, 60hp; Gearbox: four speed, transmission to rear wheels; Suspension, front: Bugatti axle on semi-elliptic leaf springs, rear: solid axle on quarter elliptic leaf springs; Brakes: four wheel drum, cable operated. Right hand drive.
Blue with black leather inter.

At the French Grand Prix at Lyon in 1924, Bugatti unveiled a new production racing car, the famous Type 35. They were officially campaigned in every possible competitive event until 1930, during which this little jewel recorded a huge number of successes in the hand of Works drivers and private drivers. Today, it remains the symbol of the Bugatti marque. Throughout production, there were a number of variations offered by the factory for the Type 35, including supercharged versions, but always based on the eight cylinder engine. A four cylinder variant was introduced at the end of 1925 and designated the Type 37. It benefitted from the same chassis, and with a few alterations, the same chassis as its bigger sister. The Type 37 was renowned for its lightness, nimbleness and reliability, and was good for 145kph. Over the four years of production, approximately 270 examples were completed, of which many have disappeared, due to being worn out by active sporting careers. So, original examples with continuous history such as the car on offer today, are extremely rare.

Thanks to Ralph the owner of the vehicle for the Model number of this car you can see his personal website here :- www.bugatti37.de

Click Here to see the Eifel Rennen Gallery.

[ Source:- Sportscarmarket ]

ADAC Eifel Rennen 2010 – Ford GT40

This weekend at the ADAC Eifel Rennen there was many old marques of distinction taking on the historic Nurburgring in Germany, one of the cars and my personal favorite was the Ford GT-40 and still today a very modern looking car.

Going back to the 60’s, Henry Ford head of The Ford Motor Company wanted to improve the image of Ford to the younger generation. He decided that Ford should set out to win both The Indianapolis and the Le-Mans 24 hour race in France, as they were the two major motor races.

After a failed attempt to buy Ferrari, who held dominance over the Le-Mans race, Ford decided to go his own way and to win Le-Mans with a new Ford GT car.

Ford’s Company approached various people to design the new Ford GT can They decided upon Eric Broadley of Lola Cars, who had just produced for racing a Lola GT mid-engined car powered by the Ford 4.2 Ltr engine and driven through a Colotti type 37 transaxle.

It was in August 1963 that John Wyer received an invitation to join Ford’s new GT40 prototype development team. Ford Advanced Vehicles Limited was formed with new premises at Slough and the set-up was managed by John Wyer. Throughout 1964 John Wyer was responsible for the racing programme of the GT40, but at the end of that year Ford decided to split the racing activity between Carrol Shelby, a new Ford racing subsidiary in Detroit. John Wyer and the Slough works were to be responsible for the development of the existing model and in due course to build production road cars.

By April 1964 the first GT40 prototype was completed. The first engine in these prototype cars was a 4.2 Ltr Ford V8, both block and heads were of aluminium, the engine was dry sumped, with IDA Webber carburettor. In this form the engine produced 350 BHP at 7,000 RPM and 275 lbs.ft of torque at 5,600 RPM and weighing dry [no driver]:- 1,835 lbs, or with liquids [no driver] 2,450 Ibs a four speed.

During 1964, The prototype testing began and it became known that the rear of the car was very unstable at speed, after two cars crashed they were repaired and taken to MIRA for the tail lifting problem to be remedied, Bruce McLaren and Roy Salvadori were the test drivers, who found that contrary to earlier wind tunnel test results a spoiler across the width of the tail, forced the rear end down and cured the instability problem. Over the twelve months to 1965 Le-Mans, they tried 289 c. i. and 325 c. i. engines, improved brakes, early ZF transaxles etc and finally the definitive nose cone was confirmed.

By mid 1965 Ford decided that the GT40 had reached a sufficiently designed car to go into a limited production run and build 50 GT cars to qualify them for the Production Sports Car Category.

The right amount of success eluded the early Mk1’s which used the 289 c.i. [4.7 Ltr] engine, 48 IDA Webber carbs, ZF transaxle 5-DS-25/11 5-speed plus reverse with synchromesh and Boroni wire wheels. Ford decided that even after extensive development the Mk1 would not remain competitive in the GT category, so work started on a new prototype design called the GT40 MK2 with a 427 c.i. [7 Ltr] engine, which had been successful in American Saloon Racing Series.

In the Mk2 car this engine produced 485 BHP at 6,200 RPM and 475 Ibs.ft of torque at 4,000 RPM providing a driver with a wide and useful power band, together with a new Ford designed transaxle to handle the extra power. Again they had to alter the bodywork and scoops were added to cool the rear brakes, improved ducting for the radiator and carburettor and ventilated disc brakes were added. First time out in 1966 the Mk2 won at the Daytona 24 hour endurance race – finishing First, Second and Third.

The ultimate challenge was the Le-Mans 24 hour race. The event had GT40 Mk1’s and Mk2’s seeking to challenge the dominance of Ferrari. By the end all the Mk1’s were out, only four Mk2’s were left, but they couldn’t have done better finishing First, Second and Third. Ferrari failed to finish. Ford had finally beaten the italian Ferrari team in the world’s only 24h endurance motor race.

During the early Mk1 years Ford produced a GT40 MK3 to comply for road use, especially in America. These cars differed from the Mk1’s by two pairs of round front headlamps, a longer rear body to accommodate a luggage box of six square feet, the interior was functional, adjustable seats, centre floor mounted gear-lever, [other GT40’s had right hand gear-levers] sound and heat insulation, moving the water pipes from the centre to the sill, softer springs and shockers, and a 4.7 ltr engine with a single Holley Four- choke carburettor. This engine produced 306 BHP.

During 1966-67 there was a new GT40 designed, the J-Car. The J-car was designed mainly from Ford’s styling department than by wind tunnel work. This resulted in aerodynamic problems which together with other teething problems kept the J-car from competition.

The J-car was developed further by Kar-Kraft in Dearborn U.S.A. during the winter of 1966-67. The car now benefited from wind tunnel testing with its improved aerodynamics and a much improved chassis. Again, for Ford the highlight of 1967 was Le-Mans, where they finished 1st and 4th with Ferrari 2nd and 3rd.

Ford now bowed out of GT racing, having achieved its goal of beating Ferrari at Le-Mans. Ford had done it two years running and proved their mastery in a very demanding sport. This left John Wyer with no works cars to compete, so with sponsorship from Gulf Oil he further developed the Mk1 for the 1968 and 1969 seasons.

These developments included wider rear bodywork to accommodate wider racing tyres, with six spoke magnesium knock on wheels, more efficient Girling brakes, a very strong engine:- 400 BHP at 6,500 rpm and 385 lbs.ft of torque in 1968. In 1969 this was raised to 425 BHP at slightly lower revs of 6,250 and 396 lbs of torque at 4,750 rpm with a 302 ci. engine plus other improvements.

The Ford GT40 again won Le-Mans in both 1968 and 1969, the remarkable fact was that the same chassis, P1075 won in both years. This was the very first time that the same car had won Le-Mans twice and the feat was not repeated until the 80’s when a Porsche 956 matched the record.

Speeds of 217 mph were recorded for the Ford GT40 at Le-Mans, which in 1969 was staggeringly fast – a lot of normal road cars did not get to 90 mph then, yet the road version of the Ford GT40 was capable of 165 mph.

In order to curb the high speeds of GT racing new rules governing engine size were introduced at the end of 1969 and so the GT40 was beaten by the rules, not the opposition, It left whilst in command at the top, leaving a fine history by Mk1’s, Mk2’s and Mk4’s, winning Le-Mans in 1966,1967, 1968 and 1969.

2010 Nürburgring 24 Hours Race Big Mini Cooper S & BMW 130i GTR #Crash

Watch as the mini drifts into the BMW 130i GTR and causes both cars to crash out at Pflantgarten 16.5km in to the Nordschleife.

The 107 BMW car was running a good race at the time until the mini tried to sneak a cheap grope of the beautifull naked lady displayed on the side of the BMW.

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Nurburgring 24h SP8 Class results #n24 #gazoo @astonmartin @lexus_eu

The Gazoo team lead the Lexus powered LFA to the SP8 victory in a closely contested battle with the Aston Martin team.

The sound of this cars V10 blipping its way thorugh the gear changes; were really spellbinding you could tell the LFA’s was on route.

Overall the LFA driven by Kinoshita Iida Wakisaka in car 50 finished in overall 19th in the 24h.

The two works Aston Martins finished second and third in the SP8 class, One of the Lexus LF-A of Gazoo Racing kept the two works Aston’s at bay. The V12 Vantage Car 6 had held the class lead until mid-morning when a combination of fuel pump and driveshaft problems left the car driver and motoring journalist Richard Meaden stranded on track.

The team only lost sixteen minutes in repair a true tribute to the team effort shown, returned the car to the race, drivers Chris Porrit, Meaden and Peter Cate able to pull back inside the top 40 – their teammate Oliver Mathai having been taken ill earlier in the race.

It finished just behind Car-7 – the Aston Martin Rapide, which enjoyed a trouble free run thoughout the 24h race.

The race, and the Nordschleife track, was as unforgiving as ever, with only 123 cars surviving to be classified finishers.

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The 2010 Bentley Mulsanne


We first saw the 2010 Bentley Mulsanne at the 2009 Frankfurt Motorshow where it was unvailed for the first time, After the show we was expecting to see it undergoing test at the Nurburgring in Germany.

But this week the luxury flagship of the Bentley range was spotted for the first time, I wouldnt say it was going fast but I imagine the passenger didn’t drop a drip of his vintage Claret.

I was expecting some news to follow that week and like clockwork the official Press release was held in Scotland where some lucky individuals first drove the car.

Bentley’s founder, W.O. Bentley, wanted to create a car at the pinnacle of motoring. Something large, fast, refined and comfortable. This philosophy resonates deeply at Bentley and has, over time, created a legacy that embodies all of these characteristics: record-breaking feats, daring exploits and a host of exquisitely handcrafted and beautifully engineered cars. Now, more than 90 years later, the all-new flagship Bentley Mulsanne embodies W.O Bentley’s passion. It is a powerful and elegant driver’s car like nothing else on the road.

The new Bentley Mulsanne is a brilliant celebration of this ongoing quest for quality and craftsmanship, with Crewe representing the centre of excellence. Here, some local families are now on to their third generation of service, with one in four people having been at Bentley for more than 20 years. Each of these individuals is not just passing down their knowledge of timeless skills, but a fierce sense of pride in their work. As a result, Bentley people are able to stay true to the soul of the brand, despite the complexity – from idea to final car. That is why “Made in Crewe” truly does stand for unparalleled quality and attention to detail – all in the quest to build the world’s most prestigious driver’s car.

2010 Bentley Mulsanne specifications:
Price: £220,000 starting price.
0-62mph: 5.3 seconds
Top speed: 184mph
Combined economy: 16.7mpg
Kerb weight: 2585kg