Images via Duncan Hamilton ROFGO

This 1986 Spice SE86C Cosworth helped Gordon Spice to two C2 World Sportscar Championship drivers’ titles and picked up a class win at Le Mans. It’s up for sale at Duncan Hamilton ROFGO.

The car, Spice SE86 chassis 001, is the first Group C car that Spice ever built. It was designed in conjunction with Pontiac, who were funding the project, to be a silhouette match for the Pontiac Fiero.

Spice ran it as a works car in ’86 and ’87, debuting in the 1986 Coppa Kouros at Monza with Gordon Spice and Ray Bellm driving it to second place. In its second race, the Kouros 1000 km at Silverstone, it went one better and picked up a class win, a feat they’d repeat in the Trofeo Silk Cut at Jerez later in the year. The rest of the season would be similarly successful and earn Spice and Bellm the 1986 C2 Drivers World Championship.

The car’s lone trip from the C2 podium in 1986 was the 24 Hours of Le Mans, for which the team added Jean-Michel Martin to the driving roster and picked up 19th overall and 6th in class. Today the car is presented in the 1986 WSC/Le Mans Cannon/Listerine livery that it wore for this race.

001 returned to the track for the 1987 World Sportscar Championship season and strung together an even more impressive year. Fermín Vélez joined the driving roster, driving alongside Spice for most of the races. Philippe de Henning helped pilot the car in the 24 Hours of Le Mans. The SE86C claimed a nearly unbeaten string of class wins, picking up victory at Jarama, Jerez, Monza, the Nürburgring and the 24 Hours of Le Mans along with two at the Norisring for good measure.

Chamberlain Engineering took over the car following the 200 Meilen von Nürnberg, running it through the rest of the season. Meanwhile, Spice and Bellm moved into chassis 003 and would wrap up the year with a second Drivers World Championship to their names.

001 continued to compete in ’88, ’89 and 1990, running in the 24 Hours of Le Mans three more times.

Its current owner took ownership in 2010 and has driven it successfully in historic Group C racing, maintaining it with no expense spared. It will be sold with Cosworth DFL motor and gearbox that have only one shakedown run on them. Also included in the sale are current FIA HTP papers, fuel tanks and crack test.

For the full details, head to Duncan Hamilton ROFGO’s official website here.

Images via Duncan Hamilton ROFGO

The post C2 World Sportscar Championship-Winning 1986 Spice SE86C Cosworth Up For Sale appeared first on Motorsport Retro.

“It’s fun to drive, you just have to stay out of mischief.”

24 Hours of Le Mans-winner Jochen Mass spends a very busy few minutes behind the wheel of a Mercedes-Benz 300 SL Gullwing in this video from the 2017 Goodwood Revival.

Mass drove the 300SL in the Freddie March Memorial Trophy for pre ’56 sports and GT cars and was in very good company indeed, surrounded by beautiful ’50s machinery like the Jaguar C-Type, Aston Martin DB3, Ferrari 500, Austin-Healey 100S and Maserati A6GCS.

Running period-appropriate tyres on a wet Goodwood surface, Mass has to work very hard to, very occasionally, keep the Gullwing pointed straight. Enjoy the magic ’50s motorcars and the quality car control.

MORE: One off Grand Prix winners: Jochen Mass Montjuich 1975

The post Jochen Mass Tames a Squirrelly Mercedes-Benz 300 SL Gullwing For a Wet Goodwood Lap appeared first on Motorsport Retro.

Images via Historic Cars.

This lovely 1966 Porsche Carrera 6, one of 65 Carrera 6s built, has a storied racing history in Europe and South Africa, has been restored to concours standard and is up for sale at Historic Cars.

The car was imported by Porsche Cars GB in 1966 and bought by privateer racer Michael Grace De Udy. De Udy raced it throughout Europe, running in the Targa Florio, Zeltweg 500KM and the Trophy of The Dunes.

Early on in the Carrera 6’s life, during a test at Silverstone, the original motor, 906-122, failed resulting in substantial damage. De Udy was sponsored by BP at the time, and it’s suggested that at the time their oil was not up to the quality of their major competitor, Shell, leading to the engine failure.

The engine needed to be replaced, so De Udy tasked his mechanic, Bob Ridgard, to source a new one. He bought a replacement directly from Porsche – 906-156. This Typ 901/20 motor was the last originally-built carbed engine of the series, as the next engine, 906-157, was the first ‘E’ fuel-injected engine. It also had history with the Porsche works team, making it quite a storied replacement.

The car has an extensive and well-documented period history as well as an active career in historic motorsport, running in the Le Mans Classic and Tour Auto, and certainly would be welcome at historic racing events around the world.

Recently restored to concours standards, and sold with original Type 901/20 engine, original gearbox and chassis, the car’s up for sale at Historic Cars. For full details, see their official website here.

Images via Historic Cars.

The post This Lovely 1966 Porsche Carrera 6 is Up For Sale appeared first on Motorsport Retro.

Images via Girardo & Co

This Works Martini Racing 1985 Lancia Delta S4 Corsa Group B is the first Delta S4 to enter a European Championship rally and was used heavily in progressing the development of the iconic and unstoppable Group B legend. It’s up for sale at Girardo & Co.

Abarth built the car, chassis 205, delivering it in time for some promotional activity and a test run in the Rali Lois Algarve in November, 1985. In the week leading up to the event it was demonstrated at the Stadium de Restelo by Markku Alén. Then, because the Rali Lois Algarve was scheduled to kick off on the 31st of October, it was given an advance homologation by FISA. This made it the first Works Lancia Delta S4 to compete in Group B and the first to compete in an international championship event.

The rally itself would be used as a testing opportunity, with the car again driven by Markku Alén and co-pilot Ilkka Kivimäki. On the first day of competition, the 205 won every stage. The combination continued to dominate the following day’s competition, however on day three teething troubles would get in the way of the fun. The transmission shaft failed and the resulting delays and penalties dropped them out of contention.

The S4 entered the World Rally Championship a few weeks later, joining the competition for the final round of the 1985 season – the RAC Rally.

Chassis 205 was then devoted to development work. It went almost immediately from the Rali Lois Algarve to the Nardo test track in late 1985 for endurance testing of the chassis, returning early in 1986 for a test that aimed to simulate the Acropolis and Safari rallies. It then went to the Fiat wind tunnel for aerodynamic testing, Mandria to test a new Michelin gravel tyre and back to the wind tunnel for testing that would lead to the Evo 2.

205’s next brush with competition would arrive in the second half of 1986, with Alén using it as a test car for Karkkila and the team allocating it to Kalle Grundel and Benny Melander as a spare.

It was kept by Fiat Auto Spa until 1991, when it was sold to the Jolly Club. Rasini Leasing Spa would take ownership of it that same year before selling it to Michele Papaleo in 1996.

Papaleo took the car to the United Kingdom, but it would return to Italy when Massimiliano de Marco took ownership of it in recent years, competing in historic rally events like Rallylegend. When preparing the car for sale, de Marco entrusted it to the Balti twins in Turin, ex-Group B works mechanics, for inspection and service. This process led to engine, gearbox and compressor servicing as well as a new Ferguson differential. After the service the car clocked 480 bhp and 516nm of torque on the dyno. De Marco sold it to its current owner in 2012.

An opportunity to own an excellent example of one of the most legendary cars of rally’s most iconic era, this 1985 Lancia Delta S4 Corsa Group B has an interesting and significant history, and would make a great addition to any collection or, more importantly, be welcome at historic events around the world. It’s up for sale at Girardo & Co and you can find the full details on their website here.

Images via Girardo & Co

The post Group B Fever: 1985 Lancia Delta S4 Corsa Group B For Sale appeared first on Motorsport Retro.

In 1972 Roger Penske Racing set the Porsche 917/10K loose on the Can Am series with the goal of disrupting McLaren’s enduring dominance of the series. This video, Roger Penske Racing: The Can Am Challenge, tells the story of the opening round of the season at Mosport in Canada.

The 917 had already given Porsche wins in the 1970 and 1971 24 Hours of Le Mans, unseating another dominant force, the Ford GT40, in the process and earning its endurance cred. When it got to Can Am it did much the same, with Penske Racing driver George Follmer bringing home full points in five of the series’ nine rounds and stretching out a championship lead that doubled Denny Hulme’s total in the McLaren M20.

Roger Penske Racing: The Can Am Challenge follows the team through the first round of the 1972 Can Am season at Mosport and features plenty of behind the scenes footage, track action and the awe inspiring sounds of these magic old race cars.

The post Friday Feature: Roger Penske Racing: The Can Am Challenge appeared first on Motorsport Retro.

Marcel Hundscheid / Speed-O-Graphica.com

Spend some quality time getting to know the Emeryson F2/F1 prototype with this widescreen gallery by Marcel Hundscheid of Speed-O-Graphica.

Emeryson built monoposto racing cars between the 1930s and 1960s. Around 1960 Peter and Paul Emery founded companies Emeryson Experimental and Emeryson Cars.

Both men dedicated themselves to a small-batch production of racing cars, building Formula Junior, Formula 3, 2 and Formula 1 machines.

Paul Emery built race cars between 1954 and 1962 for use in Formula 1.

Emeryson built innovative cars, but in fact his constructions were often a little too unusual. Most of his cars lacked stability due to limited financial and material resources. The first Emeryson for use in Formula 1 was produced in 1954, which was only used in non-championship events, still without any real success.

The prototype of the Emeryson F1 was produced in 1960 but used in Formula 2. The car debuted without any success at Brands Hatch that year. Equipe National Belge from Belgium approached Emeryson in 1961 to run a selection of cars.

The design used a multi-tubular space frame. The rear suspension was derived from a Lotus 18. Engines used were the Maserati 150S 4-cylinder and the Coventry Climax FPF-4 cylinder.

In the end the cars that entered racing tended to crash out or proved to be off the pace. Today, they exist as interesting entries in the history of the sport and it’s wonderful to see them still out racing.

The post Emeryson F2/F1 Prototype – Widescreen Gallery appeared first on Motorsport Retro.

Images via William i’Anson

This stunning ex-works 1968 Alpine A220 has significant history in sports car racing, including two trips to the 24 Hours of Le Mans, and is in concours-winning condition. It’s up for sale at William i’Anson.

The car, chassis 1731, is the second of just nine A220s built. It was completed in mid-1968 and made its racing debut a few weeks later at Zeltweg airfield in Austria in the Zeltweg 500 Kilometres.

At Zeltweg it was driven by Mauro Bianchi, who qualified it fourth. Bianchi started well, but a mistake would leave him with damaged steering and a broken oil pipe, dropping him out of the race.

The 24 Hours of Le Mans was delayed until late September in 1968, and by that time Alpine had prepared four A220s for the race. 1731 was one of the four and would be driven by Jean Guichet and Jean-Pierre Jabouille.

Technical gremlins would interfere with the car’s performance in the endurance epic. Engine failure in qualifying necessitated an engine swap, but the team was able to qualify 18th. In the race, Jean Guichet took the car up to 5th overall before it started requiring trips home for repairs.

The team would repair the exhaust bracket, fit a new starter motor and wrangle many electrical problems as they fought through the night. The final straw came with the sun, and the alternator failed as the car traversed the Mulsanne straight in the morning, dropping them out of the race.

Next up, 1731 would head to Casablanca for the Grand Prix de la Corniche with André Guelfi on board as the driver. Again the car demonstrated pace, with Guelfi sitting as high as third, and again technical issues interfered, with a faulty gearbox relegating him to use of just two gears before blowing the motor.

Mauro Bianchi would pilot the car in testing for the 24 Hours of Le Mans in march of 1969. There, newer A220s featured faired-over side intakes, but this car would run its original side radiators, intake and comb rear wing. It’s the only A220 that still runs the side radiators.

The Monza 1000 Kilometres would have been the car’s first outing at race pace in 1969, had it not suffered engine failure in practice after qualifying 17th. The story continued at Spa, with Henri Grandiser and Jean-Pierre Jabouille qualifying 14th but leaving the race with a broken damper.

July 1969 saw 1731 back at Circuit de la Sarthe. Jean Pierre Nicholas and Jean-Luc Thérier qualified 19th and fought their way up to 10th, but mechanical issues and an eventual head gasket failure brought their race to a premature end.

Sensing a trend, Alpine decided to commit the A220 to shorter, lower speed street circuit races, and updated 1731 to suit the task. The side radiators were retained, but its long tail bodywork was removed.

In its updated short tail form, the car ran in the Chamrousse Speed Hill Climb, where Jean Vinatier drove it to third overall. A second at Nogaro followed in August after Vinatier spent most of the race leading the field.

Following those events, 1731 was modified to suit specifications for the Citerium Des Cevennes, which was run on public roads. To suit the regs and handle the public roads, engineers raised the ground clearance, reduced the carburetor size and fitted cooling fans, a second alternator and co-drivers seat. The car was road registered on the 17th of August, 1969 and is the only A220 road registered by Alpine.

The Citerium Des Cevennes would be the final event in the car’s period racing career and, sadly, it went down in much the same way as so many of its earlier outings. Jean-Pierre Jabouille and Jean-Claude Guénard piloted the car, but were forced to retire when the alternator failed.

Following that event 1731 went to the Alpine factory and stayed there until Alpine chassis designer Jean-Pierre Buirette bought it late in 1978. Buirette would spend the next two decades restoring it, finally completing work in 2004. In 2012, 1731 won first prize in the Meguiar’s Concours d’Etat et d’Elegance and was displayed by Alpine at Retromobile the following year.

Its current owner purchased it in 2013, moving it to the United Kingdom and undertaking further work to bring it into good mechanical order. The car won another first prize in the Meguiar’s Concours d’Etat et d’Elegance in 2014 and was shown in Meguiar’s Car Club Showcase at the 2014 Classic Motor Show.

Featuring a very short list of owners and an interesting, extensive, history, this magnificent Alpine A220 would make a brilliant entry into historic racing, and we’d love to see it take to the track once more. It’s up for sale at William i’Anson, and you can find the full details on their website here.

Images via William i’Anson

The post Ex-Works Le Mans 1968 Alpine A220 For Sale appeared first on Motorsport Retro.

Images thanks to Gulf Oil Australia / Group S Racing

The iconic Gulf Oil brand is headed to Australia and getting involved in one of the country’s most active historic racing groups – Group S.

The Group S category is one of the most active and exciting groups in Australian historic racing. Entries routinely fill grids to max capacity and drivers put on exciting and hotly-contested races that are great fun to watch. And because the cars don’t require a period racing history or Certificate of Description and regulations only allow minimal modification, they’re an attainable option for entering historic motorsport, so you can have great fun driving as well.

We’re thrilled to see Gulf Oil supporting historic racing in Australia and grateful for the work that organisations like the Group S Racing Association put into developing their categories and contributing to the health of the sport overall.

The Gulf Oil Classic Sports Car Racing Series has a packed schedule for 2018. Check out their full calendar here and make sure to head to an event near you to check out the action.

Read on for the official announcement from Gulf Oil Australia and the Group S Racing Association.

Announcing the Gulf Oil Classic Sports Car Racing Series 2018

“Racing is life. Anything before or after is just waiting.” – Steve McQueen

A company synonymous with racing, not to mention Steve McQueen, is Gulf Oil.  The iconic Gulf livery was a regular on the tracks of Europe in the in 60s and 70s, adorning everything from Porsche 917s to Ford GT40s… and now Gulf Oil is in Australia and on Australian race tracks.

Historic race category Group S has secured the sponsorship of what will now be known as the Gulf Oil Classic Sports Car Racing Series.  A regular on Historic grids, Group S has added some new events to the 2018 calendar including the first event at Tailem Bend (Shannons Nationals) as well as the recent Bathurst 12 Hour.

“We’re very excited to announce our sponsor… and what an amazing brand to have on board.  When you think of Gulf Oil, you naturally think of 1960s and 1970s sports cars… with Group S’s period correct grid, it’s the natural fit for such an iconic brand” said Alex Webster, President of Group S.

Regularly running at grid capacity, the category is one of the fastest growing historic racing classes in Australia.  “With limited modifications allowed, the cars are essentially historic production sports cars, though unlike other categories they don’t require a period ‘racing history’ or ‘COD’ making the category attainable for amateur racers to get on track.” Said Mr Webster.

Gulf Oil Australia CEO Mike Ridley-Smith said the classic racing community identifies strongly with the Gulf name due to its association with some of the world’s most famous drivers and cars. “Many race teams of the 1960s and 1970s achieved great success using Gulf’s specialised lubricants and we naturally wanted to extend that opportunity to Australian racers to coincide with the introduction of the Gulf Oil brand in this country.”

The Gulf Oil Classic Sports Car Racing Series is open to machines built between 1941 and 1977, and is split into three classes:

• Group Sa – 1941 to 1960
• Group Sb – 1961 to 1969
• Group Sc – 1970 to 1977

Gulf Oil Australia welcomes enquiries from classic and performance car enthusiasts and workshops.  For more information, visit www.gulfoilaustralia.com.au

For more information on the Gulf Oil Classic Sports Car Racing Series, visit www.groupsracing.org.au

The post Gulf Oil Australia to Sponsor Classic Sports Car Racing Series 2018 in Australia appeared first on Motorsport Retro.

Images via Pendine

This stunning 1972 BMW 2002 race car doesn’t have a period history, but has been driven by Jochen Mass and was built to European Group One specifications. It looks like a lot of fun and a should be weapon in the right hands. It’s up for sale at Pendine.

The car, dubbed ‘Gold Member’, was built by Simon Diffey from a restored rolling shell bought from BM Technika. Diffey built it to take racing with his son, taking inspiration from 1970s privateer BMW racers.

The engine is from Snitzer, with a reconditioned head from Laranca. It was originally built by Mass Racing. Power is sent to the wheels via a prototype limited slip differential built by Phil Quaife.

‘Gold Member’ was finished in a Warstiener livery, and is absolutely stunning. It picked up some serious period cred in 2014, when it was invited to the 72nd Goodwood Members’ Meeting and driven by Jochen Mass.

Built to European Group One specifications, it’s welcome at events like the Master ’70s Celebration, Classic Sports Car Club Super Saloons and Legends Historic Touring Car Challenge. With the engine recently refreshed the car’s race ready and looking for a new home. Head to Pendine’s official site for the full details.

Images via Pendine

The post Go Racing With This Stunning 1972 BMW 2002 Race Car appeared first on Motorsport Retro.

Images thanks to Racecars Direct

This ex-Alan Jones & Clay Regazzoni Williams FW07, the car in which Jones won the 1979 Dutch Grand Prix, will be auctioned online at Racecars Direct over the next two weeks until March 31st, 2018.

The car, Williams FW07/01 #27, was unveiled to the public at the 1979 United States Grand Prix West at Long Beach. Its Long Beach appearance was just as a display car, however, so its race debut would come at Jarama a few weeks later in the Spanish Grand Prix. Alan Jones drove it and the pair were very much on the pace when a gearbox issue forced them into retirement at two-thirds race distance.

Jones took FW07/01 into the lead of the Belgian Grand Prix at Zolder just two weeks later, but would again have to retire with a mechanical. Jones led for 15 laps, and it was the first time that a Williams-built car had led a grand prix.

Williams prepared some updates for the FW07 for the British Grand Prix, and Jones was was given FW07/03 to pilot, with FW07/01 kept on board as a spare. Jones spun the newer car in testing on Thursday morning and ended up hopping back into FW07/01 to run the afternoon tests. The pair were extremely quick and Jones decided to run the 01 car in the race.

He qualified in pole position, Williams’ first ever, and set a new lap record in the process. Teammate Clay Regazzoni got the jump on him at the start of the race, but Jones was able to get by and had the lead by the end of the first lap. He held it until lap 38, when a water pump failure dropped him out of competition. Regazzoni would go on to win the race, securing Williams’ first grand prix victory.

At the Dutch Grand Prix, Jones qualified second next to the turbocharged Renault of René Arnoux, but the team was not confident in the newer FW07/04, and put him back behind the wheel of FW07/01 for the race.

Arnoux struggled at the start, allowing Jones to get the jump on him. Gilles Villeneuve passed Jones early in the race, but Jones was able to hang on, regaining the lead when Villeneuve spun late in the piece and holding it until the chequered flag, giving FW07/01 its grand prix victory.

The car ran eight times in 1979, four at the hands of Alan Jones and four with Regazzoni behind the wheel. It gave Williams their first pole position and helped them to second in the constructors’ championship, as well as playing a role in Jones’ third place finish in the drivers’ championship and Regazzoni’s fifth.

In 1980 it was raced in the Aurora AFX British F1 Championship, where Eliseo Salazar and Emilio de Villota drove it to four pole positions and three wins. At the end of the season it retired from its period racing career and was placed in the Williams Grand Prix Collection.

2013 saw the car entrusted to John Cadd of JC Historics for a ground-up restoration to original specification, even using original Williams parts where possible. During this time the engine and gearbox were completely rebuilt by Geoff Richardson Engineering and BPA Engineering Ltd. The car was finished in its livery from the 1979 Dutch Grand Prix at Zandvoort.

The car will be auctioned online over the next few weeks, with the auction running until 5PM BST on the 31st of March, 2018. For the official details or to bid, head to Racecars Direct here.

Images thanks to Racecars Direct

The post Grand Prix-Winning Ex-Alan Jones Williams FW07 Heads to Auction appeared first on Motorsport Retro.

Images: C12 productions

This magic ex-BMW Team PTG E36 M3 has a magnificent period history in the United States and has been freshly rebuilt and returned to its 1998 GT3 United States Road Racing Championship livery.

The car, chassis STC 95 020, was originally run by Raffanelli Racing in the Italian Super Touring series. BMW Team PTG bought the car from Raffanelli Racing as a rolling chassis, building it up to IMSA specifications for Eduardo Pellerano. It is one of seven cars built by PTG, with only six remaining today, and is the only original championship-winning car in private ownership.

After testing with Boris Said and John Paul Junior at the Vegas round of the 1997 IMSA GT Championship, it debuted in its IMSA specifications at the following round held at Pikes Peak. Pellerano entered it at Pikes Peak, driving it to fifth with Paul Junior. A mechanical caused John Paul Junior to have a serious shunt at Sebring, leading Pellerano to sell the car back to PTG.

With the return of the United States Road Racing Championship in 1998, PTG decided to enter the car in the full series while also running select events in the Professional SportsCar Racing series. This was the car’s most successful season, and it helped Ross Bentley to several wins and ultimately the 1998 GT3 United States Road Racing Championship title.

At the end of the ’98 USRRC season, PTG leased the car to Aspen Knolls Racing, who ran it in the Petit Le Mans in 1998 and would continue to drive it in USRRC events in ’99 as well as GrandAm’s debut season in 2000. A fifth at Daytona in 1999 topped the team’s efforts in this period.

By the end of the 2000 season, the E36’s pace was beginning to fall off in the face of tough competition and it was consigned to the PTG workshop before being sold to Marcus Motorsports. Marcus Motorsports gave it to Larry Hahn took for development and he pushed the suspension, chassis and body work into a new era, giving the car a new 410 horsepower big valve 3.4-litre motor to match.

This ushered the car into a new age of competitiveness, and Steve Marcus was able to take it to 7th at Daytona in 2003 as well as a victory at Mid Ohio, now more than a decade after its debut. After a strong season, the team finished second.

The car was purchased by its current owner in 2004 and raced in Historic Sportscar Racing events around the ‘States. He sold it to Greg Galdi after the 2006 HSR season, and Galdi treated it to a full mechanical rebuild with all work being carried out by former PTG mechanics. With the work completed, Gladi never actually drove the car and sold it back to the current owner in 2016, when it was returned to its 1998 championship livery.

It will be sold with spare wheels, bodywork, gears, axles, tools and miscellaneous parts. A Facebook page has been set up for the car here, so hit the link for full details. Contact Scooter with any questions, or to make an offer.

Images: C12 productions

The post Ex-BMW Team PTG 1997 BMW E36 M3 Up for Sale appeared first on Motorsport Retro.

By Marcel Hundscheid / Speed-O-Graphica.com

Please join us and learn a little about the beautiful Bizzarrini 5300 GT Strada from 1965, thanks to this widescreen gallery by Marcel Hundscheid of Speed-O-Graphica.

In his early career, Giotto Bizzarrini built a reputation working with Ferrari and Lamborghini. He went on to work for Iso until 1964, and then moved into developing his own cars.

Bizzarrini, Giorgetto Giugiaro and Renzo Rivolta worked together on Iso’s flagship, the Iso Rivolta 300, using a welded steel monocoque and a American Chevrolet V8-engine. As Renzo Rivolta didn’t want to enter endurance racing with the Rivolta 300 he agreed to develop the Iso Grifo. The Grifo is in fact the precursor of the Bizzarrini 5300 GT and the two are similar in many ways.

In the end the Iso Grifo A3/C and the Bizzarrini 5300 GT turned out to be very much the same, although Bizzarrini broke with Italian tradition for the engine and decided to power the car with the reliable and cheap Chevrolet V8, capable of 365 bhp.

Another aspect was the position of the heavy V8-engine. Bizzarrini decided to put the Chevy V8 back as far as possible to create a perfect weight ratio. He used a 5354 cc longitudinally-mounted Chevrolet V8. Despite the weight of 1250 kgs the Bizzarrini 5300 GT Strada had a top speed of 280 km/h.

The post Bizzarrini 5300 GT Strada – Widescreen Gallery appeared first on Motorsport Retro.

© Marcel Hundscheid / Speed-O-Graphica.com

From April 20-22, the Bosch Hockenheim Historic will take place on the famous Hockenheimring in Germany. Also known as the Jim Clark Revival, the event was initiated in honour of the Scottish Formula 1 World Champion, who died on 7 April 1968 in a tragic accident at the Hockenheimring.

The radiance of racing driver Jim Clark and the Lotus brand is particularly alive in two racing series – the Lotus Cup Europe and the Historical Formula 2.

Lotus Cup Europe is the world’s only official Lotus racing series. Big fields, exciting, battle-oriented races and the full range of Lotus vehicles make up the series.

Historic Formula 2 is booming, and organisers expect more than 50 drivers for this 2018 event. F2 was the springboard to Grand Prix racing for young talents through to the late ’70s, helping drivers like Jim Clark, Keke Rosberg, Jochen Rindt, Niki Lauda and Jackie Stewart find a seat in Formula 1. F1 pilots who had already arrived in the sport, used F2 races as opportunities for additional earnings on grand prix-free weekends.

A real treat at the Hockenheim Historic are the single seaters from the BOSS GP Series and the CanAm bangers from the Canadian American Challenge Cup. BOSS stands for Big Open Single Seaters featuring more recent Formula 1 vehicles but also cars from the former Superleague Formula, GP2 or the IndyCar Series.

Single seater fans will be thrilled by Race Club Germany powered by FNT. For the 2018 edition of the Bosch Hockenheim Historic several highlights will be presented on track such as an ex-Keke Rosberg 1984 Williams-Honda, the 1997 Michael Schumacher Ferrari and Toyota Formula 1 cars from the 2000s. Besides these beauties, a former Stirling Moss Maserati 250F from 1957 and a 1961 Cooper T53 will be present.

Several touring car series will be present at the event, including the premiere of the Tourenwagen Classics at the Bosch Hockenheim Historic. The series was launched under the patronage of former DTM racer Leopold Prince of Bavaria. Cars that are allowed include former DTM or super touring cars from the late ’80s. In 2017 former DTM aces Klaus Ludwig, Christian Danner and Roland Asch appeared in a field of nearly 50 cars.

The UPS 4ALL Youngtimer Touring Car Challenge also draws its attractiveness from a colorful mixed field that will include touring cars, sports cars and prototypes, including the BMW M3, Ford Sierra, Mercedes 190, Opel Omega and Volvo 850. Exotics like the Audi 90 quattro IMSA GTO, BMW M1 or Ford Zakspeed Turbo Capri have also found their sporting home here.

Then there are the fast-paced GT3s, former DTM racers and Porsche Cup cars from the Special Touring Car Trophy H&R Cup, thrilling the fans for more than 30 years.

Last but not least are the historic single seaters from the Historic Racecar Association, the FIA Lurani Trophy and the cars from the Triumph Competition & British HTGT. If you want to be part of this not be missed action packed event, tickets can be bought here.

Images thanks to Marcel Hundscheid / Speed-O-Graphica.com

The post Previewing the Bosch Hockenheim Historic 2018 appeared first on Motorsport Retro.

I’ve decided to get the old gang back together and have a crack at club level racing in a road registered, 1993 Mazda MX5 1.6 under the Motorsport Retro banner.

It’s been two long years since I hit the race track for some proper door to door action. Last time out I was racing my mate Craig Drury’s fierce Lotus Exige S1, this time I’ll be racing something a bit more low key.

What to buy?

I decided on the Mazda because of its versatility, cost and fun factor. Which car can I drive to the track, race and then drive home in? Which car can I take on a Sunday drive with the roof down? Which car can I tinker with and improve performance without forking over an arm and a leg? Which car has a gigantic range of aftermarket and performance parts?  Which can can I buy for $10K?  That’s right a humble 1.6L 1993 Mazda MX 5.

Road and race spec – no difference.

So, I bought this little beauty from Cameron at Blue Mountains Mazda . It was lovely and straight and included a few track ready modifications, such as a half roll cage, some entry level coil overs and upgraded brakes from an NB model, plus some Sparco sprint seats. However, the standard 100HP wasn’t going to cut it on road or track. I had to do something about the power, so decided on a Supercharger upgrade kit from Fast Forward Supercharges in the USA.  I prefer Superchargers to Turbos as the torque and power curves are more linear and for me more fun to drive on the throttle.

The Supercharger installation

In the Fast Forward Supercharger kit – An Eaton TVS 900 blower

The kit arrived complete, but we did run into a few problems with the install mainly with fit issues with the difference between the LHD of the USA kit and the RHD of my Australian model. One of the challenges was that the clutch master cylinder was in the way of the supercharger, which required it to be relocated along with the fabrication of a few custom parts.  In the end the however, the thing worked wonderfully well and produces great reliable power.

A few track days proved its reliability and now we are getting a modest, but reliable 155HP at the wheels on the dyno.

I was really keen for the car to remain an enjoyable, if slightly stiff road car. So the “race trim” is pretty road friendly with full carpet , a stereo and fully functioning air conditioning!

The engine bay

Getting it race ready

To race in the NSW MX5 Cup the car required a AASA logbook, meaning it needed to meet club level safety standards.

So in went a battery isolation switch, secondary bonnet catch, tow hooks, race harness, and the correct stickers

For a bit of extra performance I fell off my wallet and bought some Nankang AR1 semi slicks, a Kaaz LSD differential and some Hawk blue brake pads to make it stop.

My old racing buddy Derek Smith from European Autotech agreed to help make the car safe and ready to race

Sparco sprint seat and OMP wheel, schroth belts

Lets go racing!

So we packed the car, which is now 100% prepared, and set off on our racing adventure. We know that you often win or lose races in the garage before the event, so we set off fairly confident that the machine would stand up to the racing and be reliable. We really wanted enjoy the atmosphere and the racing schedule and not be chasing car issues.

So we headed to the 1st Round at Wakefield Park, car prepped, but having not raced there since the mid 1990s.

Ready to roll

Road Trip

When you’re 46 years old and racing just for fun, taking off for the weekend with one of your good mates is one of the highlights of the whole adventure. My Irish pal Derek, who used to prepare my Formula Fords, kept me in stitches with his stories on the three hour leg from Sydney to Goulburn. We enjoyed a few too many beers and a bite to eat on arrival, but managed to hit the hay at a respectable 10pm.

Rich & Derek

Wakefield Park  – Mazda MX-5 Cup Round 1

We arrive on Saturday at 6:45 am, set up, sign on, get scrutineered, attend the drivers briefing, attach the dorian timer to the car, tape the magnetic numbers on the side. And suddenly it was 9:30am and time for our qualifying!

Two tables, a toolbox and good mate is all that’s required!

Qualifying – 10 minutes

Having not driven this car on this circuit and not knowing anything about the pace of my car relative to the competition, I drove into the marshalling area early and lined up about 4th. It was a mistake to line up 4th, just behind the quick cars. Once on track, I drove as fast and politely as I could, but generally just got swamped by the faster guys, so I didn’t really get a clean lap in. The result was last! P15, in a scrappy 1:13.6. It was clear the car was off the pace and I was a bit rusty too.

The car lacked power compared to the others, but handling wise, whilst nice and pointy, it was oversteering on entry, rolling too much and generally not behaving that nicely. We went one stiffer on the front bar for race 1.

Pre qualifying nerves

Race 1 – 6 Laps

I actually got a ripper of a start and held off a few guys into turn 1, then positioned myself well for the run up the hill and passed a couple. Another guy fell off in front of me. So I had made up 4 positions by the end of lap one. The car was better than in qualifying although still too tailey, but I drove well, soaked up a bit of pressure and drove pretty defensive drive cars to take P11, which as it turned out later was enough for a first up C class win!

The car is still too oversteery on entry, so we disconnect the rear bar as it was already maxed out on full soft.

Race 1 highlights

Race 2 – 8 laps

This time I got a poor start. I’m not sure what happened next, but this time I have a guy called Paul Nudd in an NC all over me. Again I drove defensively to hold him off. I cant attack anyone, I’m too slow. I finish in P12. Paul introduces himself and we talk about how he enjoyed our battle, which are the conversations you want to be having at a club race!

The car is more raceable, but generally still lacks grip. We decide on dropping 2 psi from the tyres.

Charging hard

Race 3 – 10 laps

Another shit start, but the car is more racebable now, I can push it harder into the corners. The tyre pressure change has helped and all is going well. Again I have Paul all over me. Coming onto the straight, I make a mistake and miss a gear. Paul is past me and I set off in pursuit. I have a crack at him under brakes, but mess it up. I close on him towards the end, but then in my mirrors see the two leaders Verne Johnson and Todd Herring all crossed up behind me and I pull out of their way. I finish in P10.

I manage a 1m12.4 so we feel pretty good about the pace improvement of 1.2 seconds from qualifying. The result is that the little street registered machine, complete with air condition, carpets and stereo finishes a credible 2nd in class C. This puts us 5th outright. A great result for such a mellow little race car.

When we return, the stickers come off, the road seats get fitted, the roof comes off and the MX-5 resumes service as a Sunday cruiser.

There is a car behind me!

Thanks

Thanks to Derek and Cameron at European Autotech and David at Leatherman and Ledlenser

Action shots courtesy: X Trim Motor Trimming

The post Racing Adventures: Motorsport Retro goes racing in the Mazda MX5 Cup appeared first on Motorsport Retro.

Images thanks to Seth Reinhardt

The 2018 Autumn Festival saw the HSRCA rumble into Wakefield Park with a magic collection of motoring machinery to kick off their year of historic motorsport in style. Scroll on, and catch up on some of the action with this widescreen gallery.

Set in the picturesque countryside of Goulburn, the Autumn Festival offered some awesome historic motor racing over the 7th & 8th of April. The event celebrated the 60th anniversary of Formula Junior, commemorated the life and career of Jim Clark and welcomed the BMW E30 Racing series to an HSRCA event for the first time.

The 60th anniversary of Formula Junior was well supported, and also provided a good way to remember Jim Clark, who tragically passed away 50 years ago on the 7th of April, 1968, while driving in the Deutschland Trophäe. Clark has a successful and important Formula Junior history with Lotus, and also had a great relationship with Australia, piling up a record 14 race wins in the Tasman Series and winning the title in ’65, ’66 and ’68.

The Jim Clark trophy race was held on the afternoon of Saturday the 7th of April, 2018, and saw Victorian Danny Ciarma and Donald Thallon from Queensland fight tooth and nail for the win, with Ciarma eventually triumphing. Kim Shearn brought a beautiful Lotus 18 Formula Junior home in third.

Great drives and dices were easy to find throughout the entry, no matter the category or format that happened to be on track at the time.

The mixed field of Group N Historic Touring Car Association tin tops and BMW E30s were a highlight, and the BMW E30s perfectly fit the aesthetic and pace of the meeting. Similarly, the mighty ’75 Nola Chev of Daniel Nolan and ’68 Elfin 600 of Paul Hamilton were magic on track together. Both drivers have taken over their fathers’ seats in the cars, and were well on the pace – comfortably pushing below the previous lap record for the category at Wakefield Park. Regularity and Super Sprint are going from strength to strength and continue to attract interesting cars to meetings and provide more options for people to get into what is truly a wonderful sport.

Thanks to perfect weather, an awesome entry and plenty of great drives throughout the ten categories that competed at the meeting, the Autumn Festival made for a brilliant weekend. We’re already looking forward to the Spring Festival, which will be held at Wakefield Park over the 22nd & 23rd of September.

Images thanks to Seth Reinhardt. For more, head to the HSRCA website here, and follow them on Facebook.

The post Widescreen Gallery: An Autumn Festival of Historic Motorsport with the HSRCA appeared first on Motorsport Retro.

Images: William i’Anson

This beautiful little 1958 Lotus 16 is one of the earliest examples of the Lotus 16 and has history with Formula One legends Graham Hill and Jim Clark. It’s up for sale at William i’Anson.

The Lotus 16 was first seen by the world at the 1958 French Grand Prix. That car, chassis 362, was later damaged while running at Oporto and put into storage. The car we have here today was originally set to be given chassis number 364, but was brought in to replace the damaged car and given number 362-2.

Lotus first showed it off at the 1958 Earls Court Motor Show. It was also used as a test car for a promotional event at Brands Hatch that allowed  prospective buyers to give the new model a spin. Graham Hill was on hand for the day, putting on demonstration laps for interested parties. This is where the car’s history with Jim Clark was made, with Clark testing it prior to his first race in a single seater.

362-2 was bought from the show floor at Earls Court, with John Fisher purchasing the car for Bruce Halford to race in 1959. Before it would be delivered to Fisher, on Boxing Day, 1958, Graham Hill was back on board for the Silver City Trophy race. This would be the car’s most successful outing, with Hill winning the race from pole position and setting fastest lap along the way. It was the first single seater victory for both Hill and the Lotus marque.

Bruce Halford climbed into the car for the first time at the Lavant Cup during the 1959 Easter Monday Goodwood meeting, driving it to 9th place. A spate of retirements followed in the British Empire Trophy at Oulton Park, the Aintree 200 and then again at Syracuse.

In a highlight for the pairing, Halford was one of three Formula 2 cars to qualify for the 1959 Monaco Grand Prix. He nabbed the last spot on the grid to start the race behind Wolfgang von Trips and Cliff Allison, who were driving the other two Formula 2 cars that qualified. Sadly, a spin by von Trips on just the second lap would take out all three Formula 2 cars, and leave 362-2 with damage to the front end.

The car was stripped and sent to Progress for repair, returning to Halford for the Coupe International de Vitesse at Reims. Unfortunately, things would not improve for Halford and the Lotus 16. The pair did not see the end of the Coupe International de Vitesse, and the rest of their season went down in much the same fashion. The run culminated in a puncture at Coupe d’Auvergne that left Halford in hospital and 362-2 in for repairs once more.

At the conclusion of the season the Lotus was sold to Tony Kotze, who repainted it red and campaigned it consistently until mid-1961. Kotze would sell the car to Cecil Hooper, who raced it under the Ecurie Aquila team. At this time the car’s nose was modified to improve cooling. As with Kotz and Halford, Hooper would also struggle with the car’s Climax motor and eventually sold the car sans motor.

362-2 passed through a several owners’ hands at this point, eventually finding itself in the hands of Hugh Edgley. It was kept in a garage that eventually fell into disuse, which led to the poor Lotus being lost to time.

Robin Lodge would discover the car some years later, purchasing it and beginning a restoration. He sent it to Bruce Halford, who attained the help of Ken Nicholls and the trio set to work restoring it in as original condition as possible. However, during the work, they ascertained that it had been stolen at some point in its lost years. This halted the process, but an investigation was undertaken and they were able to resolve the situation.

The car was bought by its current owner in 2014. It was in pieces, as Lodge had left it nearly three decades prior in 1988, but still retained its original chassis, bodywork and many major and minor parts.

The chassis was sent to Peter Denty, who completed a four-year no-expense-spared restoration. Chris Gilbert of Init Racing built a new Coventry Climax FPF motor for the car, which was mated to a new Queerbox. Similarly, a new oil tank and aluminium radiator were made and a fuel cell fitted inside the original fuel tank. The original bodywork has been reserved, with a new body made and fitted to the car.

The original dashboard panel, steering wheel, seat and headrest were all retained, as were other details throughout the car.

362-2 is set to return to the track at the 2018 Monaco Grand Prix Historique. With sorted FIA HTPs, a stunning restoration and up-to-date safety gear, it’s in race-ready condition. All original parts that remain will be included in the sale, along with a full history file.

This beautifully-restored car has a fascinating story, including history with some of the sport’s greats. It’s up for sale at William i’Anson, and you can find the full details on their website here.

Images via William i’Anson

The post 1958 Lotus 16 With Jim Clark, Graham Hill & Bruce Halford History Up For Sale appeared first on Motorsport Retro.

Back in 1992, Ayrton Senna tested Team Penske’s race-winning 1992 IndyCar, the Penske PC-21/Chevrolet. This short documentary by motorsport reporter Marshall Pruett and director Travis Long was put together to tell the story of the event for its 25th anniversary late last year.

“That was one of the things he loved about it. He got to drive again.”

The test took place on the 20th of December, 1992, and caused quite a stir in the motorsport world. The documentary covers what went down and why it was such a significant test. It includes interviews with Roger Penske, Rick Mears, Paul Tracy, Helio Castroneves, Tony Kanaan and Jeremy Shaw as well as plenty of period footage and stills.

Hit play, and enjoy this look at a fascinating moment when the histories of Formula 1 and IndyCar combined.

The post Friday Feature: SENNA: The Test appeared first on Motorsport Retro.

by Marcel Hundscheid/Speed-O-Graphica.com

Please sit back and enjoy our report and gallery from the Bosch Hockenheim Historic – the Jim Clark Revival 2018, which was held over April 20-22 at the Hockenheimring.

The Hockenheimring celebrated the opening of the 2018 motorsport season with the Bosch Hockenheim Historic – Jim Clark Revival during the weekend of April 20-22. A record crowd of 25,000 spectators gathered to enjoy the sights and sounds of 500 historic racing and sports cars playing on the sun-drenched circuit.

Traditionally the Bosch Hockenheim Historic honours Jim Clark, and the 2018 event was an important one, commemorating the 50th anniversary of his death on April 7, 2018. The event itselvef presented a mixture of historic  and contemporary motorsports and featured some unique cars.

In this article we will focus on some of the historic cars and racing series that saw action during the weekend. Besides cars, celebrity autograph hunters could complete their collection thanks to the presence of Jochen Mass, Christian Danner, Marco Werner and Ellen Lohr.

The sports cars of the Canadian American Challenge Cup are a consistent highlight of the event. Former CanAm big bangers battled it out with prototypes from the former Interseries.

During this year’s event a McLaren M8C/D, McLaren M8F and Lola T310 saw fierce competition from a 3.0-liter Cosworth DFV-powered Lola T294. During the first race on Saturday, the Lola driven by Felix Haas from Switzerland outclassed the big CanAm bangers. On Sunday Haas was leading the race once again when he suffered a puncture and had to retire.

The McLaren M8C/D (chassis M8C/70/06) was first owned by Trojan. Toyota used this car as a development project and in 1972 it was driven by Gordon Dewar in the CanAm-series.

In the BOSS GP Series former Formula 1 cars go head to head against former GP2, Auto GP, World Series by Nissan and Renault and Superleague Formula cars. Within Europe the Big Open Single Seaters are known as the fastest race series.

The former F1 cars are characterised by their magnificent engine notes. Amongst the former F1 cars on track were a Toro Rosso STR1 and a Benetton B197. The Toro Rosso STR1 is identical to the Red Bull RB1 raced by Scuderia Toro Rosso in 2005, powered by the original Cosworth V10 F1 engine. Vitantonio Liuzzi and Scott Speed raced this car in 2006.

The Benetton B197, powered by a Renault V10, was originally raced by Gerhard Berger, who won the German Grand Prix in 1997. Nowadays this car is equipped with a Judd GV V10 engine.

Ingo Gerstl (Toro Rosso STR1) and Phil Stratford (Benetton B197) fought an intense battle on Saturday resulting in a 0.3 seconds lead at the finish line for Austrian Gerstl.

Another highlight was the season-opening race of historic Formula 2, with its fascinating variety of vehicles (Ralt, March, Chevron, Brabham, Lotus, etc.) The finish was identical in both races: Peter Hans (Ralt) ahead of Robert Simac and Torgny Johansson (both March).

Other historic single-seaters found their way to the starting grid in the FIA Formula Junior  and Historic Racing Association series. Over 40 cars entered the grid for the Youngtimer Touring Car Challenge. Former DTM-team manager Peter Mücke dominated the three races with his commanding Ford Capri Zakspeed Turbo.

The Touringcar Classics celebrated their debut at the Bosch Hockenheim Historic, presenting cars mainly from the DTM championship. Jörg Hatscher and Thorsten Stadler, champion and runner-up of the previous year, teamed up in Hatscher’s Mercedes AMG C-Class as Stadler’s regular former Ellen Lohr Mercedes C-Class had suffered an engine failure. Hatscher and Stadtler scored victory in front of the former Christian Danner Alfa 155 V6 driven by Stefan Rupp.

Another remarkable car was the Williams FW09, in fact the first Williams F1 car powered by a 850 hp turbocharged Honda 1.5 liter V6-engine. Williams debuted the FW09 at the 1983 South African Grand Prix. The car suffered from unpredictable handling caused by sudden bursts of power that made it nearly undriveable.

Keke Rosberg and Jacques Lafitte raced it during the 1984 season and, from the 16 races, accumulated no less than 21 retirements between them. Rosberg, however, managed to win the US Grand Prix in Dallas and he scored a second place in Brazil.

The car was demonstrated at Hockenheim by Jo Vonlanthen from Switzerland, who debuted at the 1975 Austrian Grand Prix with a Williams FW03.

March 842-BMW (chassis #12) is a former F2 works car of Yokohama in Japan, originally sold by March to Yokohama in 1984.  In addition to some entries in the Japanese Formula 2 series the car was mainly used for tyre tests. In 1989 chassis #12 came to Germany and was used in 1990 by Dieter Riegl in the Inter Series championship. In 2007 it was given a complete restoration including a new BMW F2 engine and a FT200 transmission at the beginning of 2008.

Reynard 91D F3000 was built by Reynard in 1991 and raced in the official F3000 championship. The FIA created the Formula 3000 International Championship in 1985 as a feeder series for Formula 1. Formula 3000 was meant as a cheaper and quicker race series in comparison to Formula 2 during that particular period. Reynard entered Formula 3000 in 1988, the beginning of a virtual Reynard monopoly. Pictured here is a Reynard 91D powered by a 3.8 liter Holden V6 engine creating 340 hp.

The 2018 edition of the Bosch Hockenheim Historic was one for the history books, featuring 500 historic cars, a record crowd and outstanding weather. We can’t wait for the 2019 edition!

Results Bosch Hockenheim Historic – the Jim Clark Revival 2018:

BOSS GP race 1

1) Ingo Gerstl                                     Toro Rosso STR1

2) Phil Stratford                                Benetton B197                                          + 0.385

3) Florian Schnitzenbaumer          Dallara GP2                                               + 2.508

BOSS GP race 2

1) Ingo Gerstl                                     Toro Rosso STR1

2) Phil Stratford                                Benetton B197                                          + 3.059

3) Florian Schnitzenbaumer          Dallara GP2                                               + 1:07.803

Canadian American Challenge Cup race 1

1) Felix Haas                                      Lola T294

2) Henry v.d. Amalien                     McLaren M8C/D                                      + 1 lap

3) Peter Schleifer                              McLaren M8F                                           + 13.286

Canadian American Challenge Cup race 2

1) Georg Hallau                                  Lola T310

2) Peter Schleifer                               McLaren M8F                                          + 57.294

3) Henry v.d. Amalien                      McLaren M8C/D                                     + 1:32.648

FIA Lurani Trophy race 1:

1) Bruno Weibel                                 Lotus 22

2) Pierre Tonetti                                Brabham BT6                                           + 1.999

3) Philipp Buhofer                            Lotus Mk.5A                                              + 16.495

FIA Lurani Trophy race 2:

1) Bruno Weibel                                 Lotus 22

2) Pierre Tonetti                                Brabham BT6                                           + 2.417

3) Philipp Buhofer                            Lotus Mk.5A                                              + 4.255

Historic Formula 2 race 1:

1) Peter Hans                                     Ralt RT1

2) Robert Simac                                March 712M                                              + 15.098

3) Torgny Johansson                       March 782                                                 + 35.657

Historic Formula 2 race 2:

1) Peter Hans                                     Ralt RT1

2) Robert Simac                                March 712M                                              + 13.805

3) Torgny Johansson                       March 782                                                 + 28.419

HRA Historic Race Association race 1:

1) Thomas Warken                           Ralt RT3/84

2) Stefan Scho                                   Ralt RT3/84                                               + 5.634

3) Bruno Houzelot                            Ralt RT3/84                                              + 15.929

HRA Historic Race Association race 2:

1) Davide Leone                                 March 783

2) Thomas Warken                           Ralt RT3/84                                              + 4.146

3) Bruno Houzelot                            Ralt RT3/84                                              + 6.045

Lotus Cup Europe race 1:

1) Steve Williams                              Lotus Evora GT4

2) Bence Balogh                                Lotus Evora GT4                                       + 0.978

3) Jason McInulty                            Lotus Evora GT4                                       + 3.368

Lotus Cup Europe race 2:

1) Steve Williams                              Lotus Evora GT4

2) Bence Balogh                                Lotus Evora GT4                                       + 1.130

3) John Rasse                                    Lotus Exige V6 Cup R                              + 4.817

STT H&R Cup race 1:

1) Jürgen Alzen                                  Ford GT

2) Jürgen Bender                               Corvette Z06 GT3-R                                + 2.343

3) Ulrich Becker                                 Porsche 997 GT3-R                                 + 26.857

STT H&R Cup race 2:

1) Jürgen Bender                                Corvette Z06 GT3-R

2) Mario Hirsch                                  Mercedes AMG GT                                  + 3.839

3) Jürgen Alzen                                  Ford GT                                                      + 7.081

Tourenwagen Classics race 1:

1) Jörg Hatscher                                Mercedes AMG C-Class DTM

2) Stephan Rupp                                Alfa Romeo 155 V6 ITC                           + 2.520

3) Alexander Schmidt                       Renault Laguna BTCC                             + 3.731

Tourenwagen Classics race 2:

1) J. Hatscher/Th. Stadler                Mercedes AMG C-Class DTM

2) Stephan Rupp                                Alfa Romeo 155 V6 ITC                            + 0.964

3) Alexander Schmidt                       Renault Laguna BTCC                              + 1 lap

Tourenwagen Revival RT1:

1) Jörg Koslowski                              BMW E46 WTCC

2) Kuno Schär                                    Porsche 964 Cup

3) Thomas Feierabend                     BMW M1 Procar

Tourenwagen Revival RT2:

1) Jörg Koslowski                              BMW E46 WTCC

2) Marcel Höltschi                            Porsche 964 Cup

3) Dethelm Horbach                        Porsche 911 2.8 RSR

Triumph Competition & British GT race 1:

1) Philippe Vermast                          TVR

2) Paul Conway                                  Morgan plus8                                            + 20.262

3) Marcel van Mulders                     Triumph TR4a                                          + 1:01.618

Triumph Competition & British GT race 2:

1) Philippe Vermast                            TVR

2) Christian Graf von Wedel            Lotus Elan 26R                                         + 27.968

3) Paul Conway                                   Morgan plus8                                           + 1:03.357

Youngtimer Touring Car Challenge race 1:

1) Peter Mücke                                   Ford Zakspeed Turbo Capri

2) Achim Heinrich                            BMW M1                                                    + 8.353

3) Daniel Schrey                                Porsche 935                                               + 55.718

Youngtimer Touring Car Challenge race 2:

1) ) Peter Mücke                                Ford Zakspeed Turbo Capri

2) Achim Heinrich                            BMW M1                                                    + 13.298

3) Udo Rienhioff                               Shelby Cobra 427                                      + 58.733

Youngtimer Touring Car Challenge race 3:

1) Peter Mücke                                   Ford Zakspeed Turbo Capri

2) Achim Heinrich                            BMW M1                                                    + 50.874

3) Daniel Schrey                                Porsche 935                                               + 53.789

The post Report & Gallery: Bosch Hockenheim Historic – The Jim Clark Revival 2018 appeared first on Motorsport Retro.

Images via Duncan Hamilton ROFGO

This Judd-powered 1990 Leyton House CG901 is a vision of Formula 1 beauty. It raced during the 1990 World Championship season at the hands of Ivan Capelli and Mauricio Gugelmin and is now up for sale at Duncan Hamilton ROFGO.

The car is Leyton House CG901 Chassis 02, which made its Formula 1 debut in May, 1990 at the San Marino Grand Prix at Imola. Named after Cesare Gariboldi and designed by Adrian Newey, it is one of five chassis built and is powered by a Judd EV 3.5-litre V8.

It took the CG901 a little while to find its groove and the first half of Leyton House’s 1990 season did little to demonstrate the car’s performance, with DNQs and retirements filling results sheets. The design didn’t truly hit its stride until the midpoint of the 1990 season, when it received a ‘B-specification’ upgrade.

With the update in place, Capelli and Gugelmin bounced back from not qualifying for the Mexican Grand Prix to running first and second in the French Grand Prix for most of the race. Their slippery new car was great on the long Mistral Straight and allowed the two drivers to try to stretch a single set of tyres to the end of the race.

They nearly pulled it off, too. When race leaders came in to pit, the two Leyton House drivers stayed out. Capelli moved into the lead of the race with Gugelmin in second. Gugelmin was eventually passed by Alain Prost, his engine blowing a few laps later. Meanwhile, Capelli led for some 45 laps, fighting tooth and nail with Prost in the closing stages until engine trouble allowed Prost to sneak by and win his third consecutive French Grand Prix.

This was the best result for the cars, with Capelli’s Chassis 01 finishing second. A few top-ten finishes followed, but the cars struggled with reliability.

Chassis 02 is unique in that its bodywork has not been repainted, making it quite original and patinated. Featuring a rebuilt Judd motor and sold with a large spares package and history file, it will make an excellent historic racer. Duncan Hamilton ROFGO note that the current owners are in touch with Ivan Capelli and Tim Holloway, who acted as race engineer in period.

For the full details, head to Duncan Hamilton ROFGO’s website here.

Images via Duncan Hamilton ROFGO

The post For Sale: 1990 Leyton House CG901 appeared first on Motorsport Retro.

© Marcel Hundscheid / Speed-O-Graphica.com

The eighth edition of the Spa Classic is right around the corner. Spa-Francorchamps is set to host the 2018 event, organised by Peter Auto France, over the weekend of the 18th, 19th and 20th of May and it’s bringing a magnificent collection of motoring machinery to the Ardennes rollercoaster.

Since 2011, the year that saw birth of one of Europe’s greatest historic motorsports events, the event has grown in stature, experience and maturity. Set amongst the epic scenery of the Ardennes region, it will see cars that have written history throughout the world settle down for a thrill ride on the iconic circuit. Last year a record crowd of 20,000 spectators found their way to the track.

Nine grids will be presented over the three days of racing, including a stunning 33-car grid in Group C set to bring the golden days of endurance racing back to the Ardennes roller coaster. Taking a closer look at the entry list reveals two Peugeot 905 EV1Bs, a Jaguar XJR12, a XJR8, A XJR11, two XJR14s, seven Porsche 962s and a Porsche 956 to name just a few.

Classic Endurance Racing, one of Europe’s best historic motorsports series, returns this year. The series features sportscars and GTs from the late sixties to the late seventies and will be present with 51 cars in CER1 and 36 cars in CER2.

Back in 2014 Peter Auto introduced touring cars to pay tribute to the Spa 24 Hours. Since that moment the Heritage Touring Cup has been another highlight of the weekend, taking us back to the glory years of touring car racing (1966-1984). An epic 45 car grid will fill the circuit with cars like the BMW CSL, BMW 635csi, Ford Capri, Ford Escort and others.

The Euro F2 Classic has seen a particularly impressive entry that includes Formula 2 cars, Formula B and Formula Atlantic cars from 1967 to 1978, as well as Sixties Endurance making up a massive 77 car grid.

If your passion lies with Italian Sports and GTs from the late fifties until 1965 you must come and see The Greatest Trophy, promoted by Peter Auto. Besides these Italian beauties, this year will see some Aston Martin DB 2 Vantage, a Porsche Abarth Carrera and a Osca 2000 invited to compete against different Ferraris, Bizzarrinis and Alfa Romeos.

Last, but definitely not least, are the Modern Manufacturer Series, a demonstration grid for GTs and prototypes from the 1990s to the 2000s.

More information about this great event, ticketing and programme can be found here.

© Marcel Hundscheid / Speed-O-Graphica.com

The post A Stunning 33-Car Group C Grid will Rock at the 8th Spa Classic! appeared first on Motorsport Retro.