thebear's archive of motorsports trivia

[thebear]

1935

Edwin Halford, Guy Robins and Henry Godfrey hit upon the idea of building a lightweight two-seater, and in a modest shop in Kingston they hand-built a prototype and called it the HRG. Weighing 1550 pounds, the HRG went from 0 to 50 mph in around 10 seconds and had a top speed of 85 mph.

So encouraged, the three engineers formed HRG Engineering in 1936 and began production in Tolworth. “Hurgs” sold well, and in 1937 one owner drove his car to a second-in-class win at Le Mans. At £395, the HRG’s price was about half that of the 1.5-liter Aston Martin, which weighed nearly 1000 pounds more.

The Meadows engine of the car was replaced by a 1500-cc Singer for 1939. A Hurg won the 1.5-liter class at Le Mans that year. Prewar output totaled 33 cars.

HRGs carried over the same styling after World War II, and went on to take wins in the Coupe des Alpes, Spa, Tourist Trophy, Silverstone and Belgian 24 Hour events.

A total of 241 were built. HRG was solvent to the end, profitably selling its factory site to a cosmetics firm in 1966.

[thebear]

Here is a LINK to all sorts of trivia in advance of the 75th race (Road Atlanta, end of SEP) in the American LeMans Series.

[thebear]

October, 1954

The scoring format used for Formula 1 races :

Points for top 5 finishers (8, 6, 4, 3, 2).

Points for fastest lap: 1 point.

Only the best five of nine scores counted towards the world championship.

Points for shared drives were divided equally between the drivers, regardless of who had driven more laps unless one of the drivers was deemed to have completed "insufficient distance".

Drivers who shared more than one car during a race received points only for their highest finish.

Bill Vukovich scored 8 points for wining the 1954 Indianapolis 500 in a Kurtis powered by Offenhauser. This was good enough for 6th place in the standings at the end of the year.

J.M.Fangio was 1st with 42 points, driving for Maserati and Mercedes-Benz.

[thebear]

Oct 12, 1906

Piero Tarruffi is born in Rome Italy. Taruffi started motorcycle racing in the 1920s before switching to a Fiat car in 1923. He raced in the Mille Miglia for the first time in 1930, finishing third in 1933, but it would take him another 24 years to win the famous Italian road race, a success he achieved in its final edition. He retired at the age of 51 after that Mille Miglia victory. His subsequent book "The Technique of Motor Racing" (published in 1966) is regarded as one of the sport's all-time classics. He died in Rome January 12, 1988.

[John Turner]

Ah, thebear, I wondered where you'd got to! Did nothing motosportwise happen between 15 Sept and 3 Oct? Only kidding!

Taruffi, was an interesting character. I have a copy of his autobiography, entitled 'Works Driver' translated into English in 1964 by D.B.Tubbs. It's a good read!

[thebear]

Originally Posted by John Turner

Ah, thebear, I wondered where you'd got to! Did nothing motosportwise happen between 15 Sept and 3 Oct? Only kidding!

I thought that `blowing my own horn' in SEP was sufficient even if it was 42 years ago.

[thebear]

1966

Lotus borrowed an engine from BRM to use at the US Grand Prix at Watkins Glen and won with it. BRM was having all sorts of trouble with the complications of their new car and new engine for that year's 3 liter formula.

[John Turner]

Yes, a real irony that the only time the complex H16 lasted sufficiently well enough to win a GP, it was installed in a Lotus.

[thebear]

Originally Posted by John Turner

Yes, a real irony that the only time the complex H16 lasted sufficiently well enough to win a GP, it was installed in a Lotus.

Would you have any more details to contribute?

My post has all the information I had access to.

[Alan Raine]

Wickpedia has this entry:

For 1966, the engine regulations changed to 3.0 litre unsupercharged (or 1.5 litre supercharged) engines. BRM refused Aubrey Woods' proposal to build a V12, and instead built a strange engine H 16 (BRM 75), which essentially used two flattened-out V8 engines one above the other, with the crankshafts geared together. This engine was powerful but heavy (Rudd's design drawings were not followed and castings were too thick) and unreliable, had low torque and a high centre of gravity. BRM found the H 16 attractive because it initially shared design elements with the successful 1.5 litre V8. Jackie Stewart (who drove for BRM in this period) is believed to have said "This piece of metal is better used as a ship's anchor than as a power plant". At that time BRM earned the nickname of "British Racing Misery". However, Lotus had been using enlarged versions of the BRM 1.5 V8 in 1966, as competitive 3.0 engines were in short supply in this first year of the new regulations. Lotus also took up the H16 as an interim measure, building the Lotus 43 to house it, and Jim Clark managed to win the US Grand Prix at Watkins Glen with this combination. It was the only victory for this engine in a World Championship race.

http://en.wikipedia.org/wiki/British_Racing_Motors#H_16

[thebear]

Oct. 3, 1969

Max Papis is born in Como Italy. He began by racing karts and after a few years in Formula 3 stepped up into Formula 3000. Papis joined Footwork in 1995 and scored a career best seventh place at Monza in the F-1 Italian Grand Prix. He drove the Momo team's Ferrari 333SP in 1996 after which he was invited into the Arciero-Wells CART team after the death of Jeff Krosnoff. In 1999 he was invited to drive for Bobby Rahal's team and deservedly scored his first CART win at the start of the 2000 season.

[Davhut]

I heard that H-16 at Watkins and its sound alone was to die for! An engineering accomplishment, I think, and had it been developed by, say, Cosworth, who knows what would have happened.

[John Turner]

I think that's the point though; they wouldn't have tried anything so complex.

[thebear]

Oct 12, 1906

Piero Tarruffi is born in Rome Italy. Taruffi started motorcycle racing in the 1920s before switching to a Fiat car in 1923. He raced in the Mille Miglia for the first time in 1930, finishing third in 1933, but it would take him another 24 years to win the famous Italian road race, a success he achieved in its final edition. He retired at the age of 51 after that Mille Miglia victory. His subsequent book "The Technique of Motor Racing" (published in 1966) is regarded as one of the sport's all-time classics. He died in Rome January 12, 1988.

[Chatters]

Originally Posted by thebear on October 6

Piero Tarruffi is born in Rome Italy. Taruffi started motorcycle racing in the 1920s before switching to a Fiat car in 1923. He raced in the Mille Miglia for the first time in 1930, finishing third in 1933, but it would take him another 24 years to win the famous Italian road race, a success he achieved in its final edition. He retired at the age of 51 after that Mille Miglia victory. His subsequent book "The Technique of Motor Racing" (published in 1966) is regarded as one of the sport's all-time classics. He died in Rome January 12, 1988.

Originally Posted by thebear on October 11

Piero Tarruffi is born in Rome Italy. Taruffi started motorcycle racing in the 1920s before switching to a Fiat car in 1923. He raced in the Mille Miglia for the first time in 1930, finishing third in 1933, but it would take him another 24 years to win the famous Italian road race, a success he achieved in its final edition. He retired at the age of 51 after that Mille Miglia victory. His subsequent book "The Technique of Motor Racing" (published in 1966) is regarded as one of the sport's all-time classics. He died in Rome January 12, 1988.

[thebear]

Originally Posted by Chatters

I hate it when that happens . . . .

[John Turner]

Never mind, mate; you can't win them all and at least it means that they are getting read.

[thebear]

Oct. 27, 1930

Bernie Ecclestone is born in Ipswich in Suffolk. Ecclestone was the son of a trawler captain and he spent his childhood in the town of Wangford, near Southwold. The family then moved to Bexleyheath in southeast London and Ecclestone left school at 16 and went to work at the local gasworks where his father had a friend who was in charge of the chemical laboratory. Thereby hangs a tale. . . . . . . .

[Chatters]

A sad, sad day in history...

****, he's 75?!

[thebear]

Oct. 19, 1958

Britain's 1st world champion

Briton Mike Hawthorn, driving a Ferrari Dino 246, clinched the F1 World Championship at the Moroccan G/P at Ain-Diab near Casablanca on this day. But the triumph of Britain's 1st World Championship was marred by the death of British driver Stuart Lewis-Evans, who died a few days later from injuries sustained during an accident in the race, & by the tragic death of Hawthorn himself, who died in a road accident just 2 months later.

While Stirling Moss undoubtedly stands out as the best British driver of his era it was Mike Hawthorn who on many occasions led the way towards British domination of F1.

In '52 he scored the 1st podium finish for a British car, finishing 3rd at his home G/P in the nimble Cooper-Bristol T20, trailing the Ferraris of Ascari & Taruffi. His consistent points finishes in the Cooper entered by his father turned Mike into the find of the year. His achievements were acknowledged by Enzo Ferrari who signed on the mercurial young Brit for his '53 campaign, alongside his trusted Italian troika of Ascari, Farina & Villoresi. In the 4th race of the season, the French G/P at Reims, we saw Hawthorn truly coming of age, battling it out w/Fangio to score a famous 1st British win - albeit in an Italian car. Altho the honor of scoring the 1st victory by a British car went to Moss - sharing the Vanwall w/Brooks to a much awaited win in the '57 British G/P - it was Hawthorn who celebrated another British 1st, claiming the 1st world title for a British driver, just pipping Moss in the final G/P in Morocco.

Of his 3 career wins - he took the '58 crown with just one win, again at Reims, ending a 2-year drought for Ferrari - his 1st at the '53 French G/P stands out as his best. And one of the best for the spectators, for that matter! The picture shows 3 Ferraris in line astern chasing the Maserati of Froilan Gonzalez in the early part of this thriller of a race. After the low-on-fuel Pampas Bull had led the opening 29 laps it needed a stirring battle between Hawthorn's Ferrari & Fangio's Maserati to decide the winner. Mike had come up thru the field from 7th on the grid & started challenging new leader Fangio from lap 31 on. The next lap he found a way by, but the lead changed 4 more times before Hawthorn made the decisive pass 3 laps from the end. With Gonzalez & Ascari trailing by just two & five seconds, it was the closest finish of the year, ending Ascari's long run of victories.

Hawthorn's win for Ferrari at Pedralbes in '54 ended his 1st association w/the Scuderia, for family matters directed him home to take over his deceased father's garage business. His stay w/Vanwall was not a happy one, however, Tony Vandervell's operation not nearly up to the standard which won the team the '58 Constructors Championship. So after 2 miserable races Hawthorn was back at Ferrari. The next year he signed for the BRM sports car team, which obliged him to do F1 as well for the Owen Racing Organization. But the BRM P25 was late & Mike had to make do w/an interim 250F. The result was that Hawthorn went back to Ferrari for a 3rd term, this time joining up w/his dear friend Peter Collins. After a year in the Lancia-Ferrari, knocking on the door of success occasionally, the new Dino proved Ferrari's & Hawthorn's wonder toy for '58.

Mike's Championship - gained thru sheer consistency - was clouded by tragedy, however. First, his 3rd & final win at Reims left no room for celebration as team mate Luigi Musso was killed in the race, while in Germany fate struck again when Peter Collins lost his life. This prompted the 1st British F1 World Champion (& the 1st champion of the post-war generation of drivers) not to defend his title. Then, as if fate hadn't dealt a big enough blow to the Hawthorn family Mike ironically followed in his father's footsteps by being killed in a road accident in January '59. He was just 29 years old.

January 29, 1959

On 1/22/1959, John Michael (Mike) Hawthorn, Britain's 1st World Champion Driver, was killed after losing control of his Jaguar whilst driving along the A3 Guildford by-pass in southern England.

To this day controversy surrounds the cause of his crash. The hand throttle he had fitted to the car stuck open - the car was fitted w/experimental Dunlop tyres that were unsuitable for the wet conditions. Maybe in the end he was just going too fast & lost it.

By chance he had come across an acquaintance just prior to the crash, the famous entrant of that time Rob Walker. Walker was driving a Mercedes-Benz 300SL, which must have been like a red rag to a bull for Mike, in those perhaps more patriotic times. Hawthorn had spent much of his racing life driving his beloved Jaguars against all types of foreign cars on the race tracks of the world. As he saw the car up ahead & recognized its driver, no doubt it was just another opportunity for his specially modified Jaguar to uphold British "honor" one more time.

Hawthorn accelerated past the Mercedes & gave its driver a cheery wave. They were now doing over 100 MPH going slightly down-hill on what was a wet & narrow road. As the Jaguar entered a right hand bend, the rear end broke away & clipped the curb spinning it thru 180 degrees. It continued backwards for an instant before clipping a traffic island & then ended its journey sideways against a tree.

Mike Hawthorn was found in the Jaguar's back seat, alive but dying.

In the days that followed, thousands came to drive quietly past the spot where Hawthorn had died, hundreds of wreaths were laid to mark the spot where a racing legend's luck had finally run out.

[Chatters]

On a lighter note bear... Where do you find this stuff? It really is quite interesting to read, good work.

[thebear]

Originally Posted by Chatters

On a lighter note bear... Where do you find this stuff? It really is quite interesting to read, good work.

Being retired, I have lots of time to prowl the 'net and read magazines (when my wife hasn't found something for me to do) as well as many online friends who send things to me.

[Chatters]

Cool, keep it coming!

[thebear]

1951

Gordon Buehrig is awarded a US patent for his "vehicle top with removable panels", later introduced on the '68 Corvette and popularized in the mid '70s as the T-top.

[thebear]

1974, Porsche

During the latter half of '73, Porsche decided to produce a factory prototype sports car, which could compete competitively against the Matra V12, Mirage Ford, Bonnier Lola & Alfa 33 in the prototype sports car category during '74 - for the World Championship for makes. They therefore developed two purpose built & designed prototype sport cars towards the end of '73, & another two "upgraded" versions during '74, making the total number of these prototypes ever build in the world, only 4!

These factory entered cars competed extensively at Le Mans, Monza, Spa, Nürburgring, Watkins Glen & all the other circuits used for the world makes championship of '74.

Porsche's plan for competing in the '74 World Championships of Makes was a simple one - take a Group 4 Porsche Carrera RSR race car of the previous year, outfit it w/lightweight fiberglass doors, deck lids & fender extensions, develop & install a turbo engine & go racing. This is essentially what Porsche did, by constructing the 4 turbo-racers that were campaigned under the then familiar Martini Racing Team banner & competing as a Group 5 prototypes during that year. Unlike its more sophisticated competitors, like the Matra Simca, Alfa 33 & Gulf Mirage, the Porsche RSR Turbo was basically a Group 4 machine modified to more lucrative Group 5 specs. It is interesting to note, that the Porsche 936 actually utilized the same turbo charged engine as used w/the Porsche Carrera RSR Turbo prototype of '74.

However Porsche's Group 5 turbo charged Carrera did remarkably well as they finished 3rd OA in the '74 World Makes competition, including two 2nd places OA in both the Le Mans & Watkins Glen events for that year. The secret of the cars success was a turbo equipped 6-cyl engine, which developed upwards of 470 bhp, light weight body & a huge rear wing to generate the much required down force in the high speed sweeps at Le Mans. During the '70s the Porsche RSR Turbo was considered to be the worlds fastest 911.

PORSCHE RSR TURBO SPECIFICATIONS OF THE ORIGINAL CAR
Engine

One KKK turbo charger
Engine output: 500 bhp
Maximum torque: 410 lb/ft @ 5,400rpm
Bosch mechanical FI
Twin spark ignition
Wheels
Front: 245/575-15
Rear: 340/575-15
Performance
0 - 100 km/h (62.5 mph) = 3.8 seconds
0 - 200 km/h (125 mph) = 9.4 seconds
Top speed on the Le Mans straight = 300 km/h (187.5 mph)

RACING HISTORY OF 1974 PORSCHE RSR TURBO
The Carrera RSR Turbo competed in the sports prototype class during '74 & competed against sportscar prototypes including the Matra, Alfa 33, Gulf Mirage, & achieved a 3rd OA for the '74 World Championship of Makes from the following individual results:
Le Mans 2nd OA
Watkins Glen 2nd OA
Spa 3rd OA
Paul Richard 4th OA
Monza 5th OA
Brand Hatch 5th OA
Nurburgring 6th OA
Ostereichring 6th OA
Imola DNF
Kyalami DNC

<><><><><><><><><><><><><><><><><><><><><>

The 2003 Version
During '03 Johan van Veelen the CEO of F1 G/P Tours, who has been fascinated by these rare Porsches for many years, finally took the decision to build a replica of these historic cars & to compete mainly in the South African Historic Racing Car Series & the South African Porsche Challenge series. He wanted to produce something as close to the real cars as humanly possible & therefore after much negotiation w/the Porsche Museum in Stuttgart acquired permission to measure, take profiles & photographs of the original car in the Museum, which he did during August '03.

On his return from Germany he managed to put together a specialist building team to accomplish this difficult historic task. Polystyrene mockups of the relevant body parts were created from the original profiles, which were then shaped to exact specifications after which a fiberglass body specialist Johan Krause covered them in fiberglass. Some very rare original engine parts were sourced & Porsche Turbo guru Brian White was commissioned to build the motor utilizing an original twin spark distributor, Bosh mechanical injector pump, camshafts, etc.

After 4 months of hard work by Johan Terburgh & Johan Fourie mainly responsible to put the car together, this stunning & rare piece of Porsche history, was ready for racing in South Africa.

Has anyone seen it run?