This image documents two pairs of old fashioned big balls in use. The spectators and competitors are in awe of the high flying Number 1 machine.
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Designed with the big picture in mind, built with incredible attention to detail. The works of Emory Motorsports have often been relegated to the parking lot at big Porsche events. This is their Porsche 356 Outlaw.
Because of their banishment from popular Porsche shows, and their preffered choice of vehicle, friends of the Emory family have dubbed them “Outlaws” themselves. It’s a name which has stuck, and it’s not hard to see why.
This video tells the story of Emory Motorsports and their stunning Porsche 356 Outlaw, both of which have been a family affair since day one. They operate north of Los Angeles with the goal of crafting customized cars that draw attention to their design as a coherant whole, rather than single stand out adjustments and changes that have been made.
MORE: Gallery – Porsche 356 Outlaw
It’s an awesome mentality, and in practice it really works. In looks and in performance, the Emory Motorsports Porsche 356 Outlaw is a real winner. This video by Petrolicious demonstrates.
MORE: Sideways in a Porsche 356 (video)
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Up close and personal with a beautiful DeTomaso Pantera – the famous Ford powered Italian supercar, built between 1971 and 1991. Both on and off the track, the De Tomaso Pantera was an awesome sports car. Powered by a small block Ford V8 and wrapped in an Italian designed body, it was a curious combination which worked so well that they were manufactured until as late as 1991.
MORE: For Sale – Ex Works De Tomaso Pantera Group 4
Today, to see a De Tomaso Pantera in the metal is a treat. This particular car was spotted at Sydney Motorsport Park, and had been extensively modified for racing. We caught a few moments with it in the pits and managed to snap this quick video of it idling, revving up and being prepared to do battle on the track. Just listen to that glorious note!
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Image thanks to the Shannons Club & the Jim McKeown Collection
In an age when big V8s were throwing their formidable weight around in touring car racing, Jim McKeown and his Ford Cortina-Lotus Mk II stood tall for the little guys.
Jim built a great reputation racing and developing his fierce Lotus-Cortina Mk I throughout the mid-‘60s, winning state touring car championships and engraving his name on the top of the record sheets at circuits around the country.
When it came time to move on from the Mk I the logical progression was to follow performance trends and jump into a big bad V8. Jim’s long-standing contract with Shell, however, would preclude him from making the jump.
It didn’t preclude him from attaining motorsport glory in a Ford Cortina-Lotus Mk II, however, and you can find out what the pair got up to in Ford Cortina-Lotus Mk II: Jim McKeown, Rallying and The Marathon at the Shannons Club.
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A draw-dropping, eye-watering collection of photographs taken from deep within Nissan’s favorite secret stash. Take a step inside…
This eye-popping collection of photographs by Speedhunters takes us inside the secret stash where Nissan keep the largest collection of their marque’s products in existence. Race cars, road cars, concepts, legends and would-have-beens, this warehouse features the whole lot under one roof, behind one red door… 
We can only imagine what it was like to open the door and find this:
Some of the race cars on display are very familiar:
The weird and wonderful concept cars, not so much so…
Of course, there’s nothing quite like a handful of homogulation specials:
Check out the full gallery by Speedhunters below:
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Image: Fox Racing
Fox are celebrating their forty-year anniversary in 2014, and this week Fox Racing are getting stylish – releasing a limited 40th Anniversary tribute collection.
The collection sits within their 360 racing gear, and pays tribute to one of their very earliest sets of custom racewear. Originally designed for the 1977 AMA 125 Nationals Team Moto-X Fox, the collection features the retro yellow, orange, red and black Moto-X Fox livery and looks absolutely awesome.
The 40th Anniversary LE 360 racewear set includes helmet, jersey, pants, goggles, gloves and boots. In terms of technology and fit, the design is anything but retro featuring an articulated fit designed for aggressive racing positions. The helmet will keep your noggin in order with its fancy multi-composite technology construction, dual density EPS liner and Fox’s MIPS brain protection technology.
And for when you hop off the bike and back into the real world, a full line of Forty-Year Anniversary t-shirts, hats and hoodies is available as well.
It’s all looking great, and with its limited run you’ll need to get in quick! Head to Fox Racing’s official site here to check it out.
Images via Fox Racing
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A disastrous scene unfolds during the opening moments of the 1998 Belgian Grand Prix. This was one race start which most certainly did not go to plan.
Thirteen cars were involved in the accident, which is said to have been caused when David Coulthard lost control of his McLaren in unsightly conditions. Four of the drivers involved in the pile-up were unable to rejoin the race when it was restarted, Coulthard however was not one of them.
Rubens Barrichello, Olivier Panis, Mika Salo and Ricardo Roset were the unlucky ones.
The race itself was most dominantly lead by Michael Schumacher, who commanded a huge 30 second lead by the 24 laps. However disaster struck when Schumacher lapped David Coulthard. David stayed close behind Schumacher following the overtake, the water spray from the Ferrari blinding his vision. Coulthard slammed into Schumacher, forcing the race leader to retire. David would finish the race in seventh position. Only eight cars finished the race, if nothing else, the 1998 Belgian Grand Prix was eventful!
MORE: The most memorable Belgian Grand Prix moments
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Relive the amazing final lap of the 1991 250cc Italian Grand Prix. A wild battle between Luca Cadalora and Helmet Bradl unfolds side by side. Misano 1991 was one for the books!
Side by side racing at its best! Watch as Luca Cadalora and Helmut Bradl battle it out back in 1991, leaning on each other as the cross the line – what an incredible finish!
Supported by commentary from Paul Fowler, this clip is great.
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Image: Motorsport Retro Store
Porsche’s 908/02 is a super lightweight sportscar racing juggernaut. With its nimble handling, aerodynamic body and robust internals it kicked off Porsche’s multi-decade World Sportscar Championship domination.
Plus it’s gorgeous and looks great on this simple tee. This is a standard fitting Continental Earth Positive organic t-shirt made with 100% organic cotton.
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Once upon a time, Formula One helmets were an unchanging symbol unique to each driver, a cornerstone of their profile. To this day when browsing old photographs you can spot a helmet and immediately recognized who the driver is.Sadly, those days are more or less gone. The good news however is that modern Formula One helmets are marvels of safety, beautifully complex and ever developing as designers and engineers push to protect drivers from the unthinkable.
MORE: Illustration – Formula One helmets and signatures
This collection of photographs supplied by McLaren showcases the evolution of the lids worn by their drivers throughout the years. Starting of course, with Bruce McLaren.
MORE: Beautiful 1970s Formula One helmet drawings (gallery) 
Bruce McLaren – 1970
Open face helmets were all the rage during the 1960s, with pilots often teaming them with a neckerchief and a pair of goggles for added protection. This is the helmet worn by Bruce McLaren in 1970, note the black tape across the top of the goggles to protect his eyes from the glare of the sun. Sadly, Bruce was wearing this helmet when he was killed while testing the M8D CanAm car at Goodwood.
James Hunt – 1976
Half a decade later things had changed dramatically. Sir Jackie Stewart had spearheaded a safety revolution which saw improvements made to guardrails, fuel tanks, seat belts, medical facilities, and of course – Formula One helmets. Full face designs were now the standard, and many of the helmets featured additional safety features, such as James Hunt’s velcro strip around the base – used for attaching a fireproof neck protector and oxygen supply pipe. 
Alain Prost – 1988
A huge leap in quality of internal padding and construction saw the helmets of the late 1980s raise the bar of safety once more, however ventilation remained minimal. This particular helmet, worn by Alain Prost in 1988, also featured a very simple onboard radio communication system.
Ayrton Senna – 1993
Inbuilt pit-to-car communication systems were now the norm for Formula One helmets. Ayrton Senna’s featured a setup consisting of an internally routed collection of radio cables and a tiny microphone fitted to the chin bar. It was also decked out in one of the most iconic helmet designs of all time.
Mika Hakkinen – 2001
This helmet was used by Mika Hakkinen during the brief time in which Formula One helmets featured aerodynamic additions such as a sculpted front bib and contoured rear spoiler. The idea was the more effectively channel airflow in the desired direction around the cabin and into the engine’s induction system. 
Jenson Button – 2014
In 2003 the HANS device was introduced, transforming driver safety immediately. The HANS (short for Head and Neck Safety) was designed to restrict neck movement in the event of an impact, and it works brilliantly. Note the locking system on the side of the helmet. The 2014 helmet also features a kevlar strip designed to strengthen the visor, an inclusion following Felipe Massa’s accident in 2009 at the Hungaroring. In terms of design, the modern helmet is ever changing between Formula One events – this particular design was run by Jenson Button at Silverstone 2014 to celebrate the life of his father, John.
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A pileup of epic Formula 3 proportions unfolds on the first lap of the 1995 Macau Grand Prix. Trulli, Schumacher and Couto escape – the rest of the field aren’t so lucky. The 1995 Macau Grand Prix looked to be going well, for all of 45 seconds. Soon after the Formula 3 race commenced, the majority of the field were involved in a spectacular accident.
MORE: Spectacular Formula Ford crash at Phillip Island (Video)
Massen (the defending winner of the 1994 event), Fontana, De La Rosa, Couceiro, Wurz and Gavin were all involved. Ralf Schumacher went on to win the race ahead of Jarno Trulli and Pedro de la Rosa. Total chaos!
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Any video which opens with a Nissan Skyline HR31, or one of its brethren for that matter, straining to maintain traction as it plunges into a lap of Lakeside is one which we want to see more of.
In 1981 Nissan joined the Australian Touring Car Championship, along with BMW and Mazda, and set about knocking Ford and Holden off the top step.
It took just shy of a decade of hard work, but they finally pulled it off in 1990. Once they were up there it was hard to convince them to go anywhere else, and they won the 1991 and 1992 championships as well. This was the age of Godzilla.
MORE Godzilla with Jim Richards: Bathurst 1000 1992 – Skaife, Richards, and the Pack of Arseholes
The Skyline HR31 is the car which did it for them. Jim Richards secured three wins and the hotly-contested Drivers’ Championship ahead of Peter Brock, Dick Johnson and a procession of no fewer than six Ford Sierra RS500s.
Richards reunites with his Skyline in this video and you can ride on board for a fiercely quick lap of Lakeside. It looks a little wet out there in the first half of the video, and the way Richards dances on the edge of traction is magic. Hang on tight, turn it up and enjoy.
MORE Japanese racing royalty: The eight most iconic JGTC racing machines ever
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Images: Bonhams
This 1969-70 Porsche 908/02 ‘Flunder’ Langheck Group 6 stunned us when we first saw it. It’s a beautiful artifact from sportscar racing’s history, and it wears its story on its sleeve in a way that’s utterly enchanting.
It’s set to head to auction on the 30th of November at Bonhams’ November Bond Street Sale.
Porsche’s 908s are well known as the marque’s breakthrough car into outright sportscar racing contention, if not domination.
The 908/02 stripped the 908 down to its bare essentials, converting it to an open-cockpit Spyder configuration that would barely register on the scales. The Langheck is a long-tailed version designed to slip through the air while still providing stability at the high speeds seen at Le Mans, Spa and Monza.
While the combination of endurance-developed air-cooled, 3-litre flat-8 in a super light weight chassis seemed destined for glory, it didn’t set the world on fire in its opening outings. The 908/02s floundered at Daytona and Sebring in 1969.
When they got to the Brands Hatch 1000 Kilometers, however, they nailed it. 908/02s locked out the entire podium ahead of the newest and best from Ferrari and Ford.
They then went on to win the Targa Florio, the 1000 Kilometres of Spa-Francorchamps and, after braving 1000 kilometers of The Green Hell, they filled the top five places in the results sheet at the Nurburgring. It was a portent of what was to come over the next few decades.
At the end of the 1969 season, the World Championship of Makes belonged to Porsche.
From these 908/02s came the ‘Flunder’, which redefined the car’s aerodynamics with a body made of thin-as-possible fibreglass. A special Langheck version of this was developed for Le Mans and it was this car that Jo Siffert and Brian Redman wanted for the 24-Hour race. The two tail fins which give the car its distinctive profile were designed to deal with cross winds.
This particular car, chassis 908/02-005 made its debut in the 1969 Sebring 12-Hours as a works team Spyder with Vic Elford and Richard Attwood at the wheel. They made a strong first impression, finishing seventh overall. Elford and the team then took it to Sicily for use as as a training car at the Targa Florio, before the car had a little rest.
It reappeared at the 1000 Kilometers Zeltweg at the hands of Hans-Dieter Dechent and Gerhard Koch for the Blau und Geld team where it was ultimately unsuccessful, but made enough of a splash to get noticed.
In 1970 the car was rebodied as a 908/02 Flunder and raced as the lead car with Martini International Racing Team sponsorship.
It claimed seventh at the Sebring 12-Hours, now driven by Gerhard Koch, Richard Attwood and Gerard Larrousse and went one better at Brands Hatch to finish sixth. For Monza Rudi Lins joined Larrousse and the pair took fourteenth.
Returning to the Targa Florio in 1970 the car would finally get to stretch its legs in the main event, and Larrousse and Lins finished lucky thirteenth.
Things were looking good by the time they made it to Belgium and they finished ninth in the 1000 Kilometers of Spa-Francorchamps. Germany was better still and they claimed sixth at the Nurburgring in 1970.
Then it was off to the 24 Hours of Le Mans where the 908/02-005 enjoyed one of its finest moments. Rudi Lins was joined by one Dr. Helmut Marko and the team claimed third overall, winning the 3-litre sports-prototype class and completing Porsche’s podium lockout that year.
From that strong result the car was off to the States to compete in the Watkins Glen 6-Hour, where they finished seventh, before its globetrotting career returned it to Austria. 1970 at the Osterreichring saw a much stronger performance and the Larrousse/Lins pairing climbed the podium once more to third.
After two years of World Championship competition the car still had plenty of work ahead of it. It became part of Hans-Dieter Weigel’s Team Auto Usdau, with Eduardo Jose Capello joining Weigel in the 1971 Buenos Aires 1000 Kilometers. Sadly this race was not to be, and the trio retired with engine troubles.
10th place at Brands Hatch would follow, but Monza, the Nurburgring and Le Mans were unkind to the car.
In 1971 908/02-005 was sold to Jo Siffert, who hired it to Solar Productions for the filming of Le Mans. It appears in several scenes in the Martini International Racing Team livery that it wears today.
When Jo Siffert passed away during the Rothmans World Championship Victory Race at Brands Hatch at the end of 1971 the car moved to Hans Grell and was put on exhibit in his private museum. From there it went to Peter Monteverdi, who sold it to Ernst Schuster.
It was Schuster who began its historic motorsport career, taking it to Goodwood and the Monterey Historics. He sold it to Julio Palmaz, who eventually moved it on to its most recent owner.
Just by nature of being a Porsche 908 this sits amongst the greatest and most significant racing cars Porsche has made. It also has the period racing history to suit, playing a role in some of the marque’s defining moments as both a works car and customer car. It has recently been displayed within the Le Mans exhibition at the Porsche Museum.
Recently the car has received a full restoration from Porsche specialists Willison Werkstatt in Florida and is now presented in its 1970 Le Mans Flunder Langheck specification with its Martini International Racing Team livery. Its nose section, floor, doors and more are all original from the period and only the Langheck tail is a replacement.
Its heart is beating strong, with the motor enjoying a recent full rebuild by ex-works specialist Gustav Nietsche.
A magic motorcar like this doesn’t come along very often, and we’re very interested to see where it goes and what it gets up to going forward. It’ll be auctioned at Bonhams’ Bond Street Sale in London on the 30th of November, 2014. Hit this link to Bonhams’ official site for more information on the car and sale.
Images via Bonhams
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Image: RMD
This genuine factory-supported Lotus Cortina Mk1 is a Swiss Touring Car Champion with a fierce period competition history. It’s up for sale at RMD and would make an excellent candidate for historic racing today.
Built in 1963, the car was raced as a Ford Switzerland entry and later for the Scuderia Filipinetti team in Swiss championships from 1964 to 1966 to impressive results.
From ’64 to ’65 it raced with factory support from Lotus and collected four overall wins and an impressive collection of class wins to claim the 1965 Swiss Touring Car Championship.
Lotus continued to support it in 1966 when it raced for Ford Switzerland, now under the Scuderia Filipinetti team. It claimed one victory at Hockenheim, but couldn’t repeat 1965’s impressive effort.
From there it enjoyed a half-decade break before Gordon Poell acquired it in 1970 and again raced it briefly in the Swiss championship.
The car was taken to the United Kingdom in 2008 and received a lot of love and care to bring it to prime racing condition. It’s since only been out for two races and one run the Tour Auto Rally.
The engine is fresh from a rebuild by Field Motorsport and has not seen track work yet, and the car features new calipers, fire system and seat belts.
This terrific classic touring car, complete with rare and desirable works history, is sold with FIA HTP papers. With its recent engine rebuild and refresh it looks like a brilliant option to go racing.
It’s up for sale at RMD and you can check out the full details on their official website here.
Images via RMD
Looking for more Cortina Action? Try Lotus Cortina – The 1964 Sebring 3 Hour
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Brooding skies and the unmistakable backdrop of Sebring make for an awesome scene as David Brabham takes to the track in his father’s champion Cooper Climax. The car is of course, Jack Brabham’s famous Cooper Climax T51. It’s the machine he drove to an overall Formula One World Championship victory in 1959, and the same one he raced in that year, on this very track as part of the 1959 United States Grand Prix.
Brabham didn’t win the 1959 US GP, instead he came fourth and the race was taken by Bruce McLaren in another Cooper Climax. Sir Jack would place fourth at the American Grand Prix a total of four times in his career, never winning, but reaching the podium once in 1965 when he placed third.
MORE: Geoff Brabham’s tribute to his father (video)
In this video, we see his son David Brabham take to the iconic circuit.
MORE: Brabham is back! (and how you can get involved)
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Stunning widescreen gallery captures the magic of the Opel Mantra 400 Group B RM-38, perfectly restored and as menacing as ever. How about that support van…
Images: Rallye Magazin . De
The Opel Mantra 400 was a Group B homogulation special, built as a run of 245 in order to satisfy the needs of FISI (FIA) and allow the Mantra to be raced in competition. Today, we drink in the sights of the competition cars themselves.
MORE: Lancia 037 Group B – Beyond Beauty (video)
These particular examples demonstrate the Opel Euro Team 1985 livery, raced by the likes of French Ace Guy Frequelin.
You can check out the Opel Mantra 400 Group B in action on video here.
Take a look at the remainder of the gallery here:
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Images & Story Jayson Fong of Form & Function
The very first chassis from a very long and distinguished line of successful racing cars, Porsche 956-001 holds a very special place in the history of Porsche Racing.
Synonymous with the 956/962 is the name Derek Bell. Five time Le Mans Champion and motor racing icon, Bell drove successions of the masterpiece from this Rothmans chassis 001 to the IMSA-spec 962 in which he won his last 24hr race.
Earlier this year, Bell was reunited with the Rothmans-liveried 956-001 at the Festival of Porsche held at the iconic Brands Hatch. But how special was the 956 to Bell? He was once quoted by Evo Magazine, “What can I say about the car that set me up for life?”
A legendary car, a legendary driver, a legendary track – A very special moment indeed.
Originally built to comply with the FIA World Sportscar Championship’s new Group C regulations for 1982, the 956 was a replacement to the successful 936 which had previously competed in the Group 6 category.
Designed by Norbert Singer, the 956 was an innovative turn for Porsche as its first all-new bodied race car in over a decade and also featuring the company’s very first Aluminium monocoque with front and rear sub frames. Although powered by the same turbo flat-six of the 936 (albeit with smaller turbo’s to comply with Group C fuel regulations) the 956 was anything but similar.
The 956 would go on to be perhaps the marque’s most significant achievement in racing and definitely one of the most successful cars in endurance racing. Remarkably, the 956/962 design won the 24 Hours of Le Mans in its debut race and in its very last 12 years later.
The recipe for success in Group C endurance racing was perfected with Porsche 956/962, and it all began with chassis 001.
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A tale of legends amongst motorcycle riders, those who conquered bikes so fast, so brutal that they’ve been dubbed The Unrideables.
“On good days, really enjoyable to ride – on bad, certain death at every corner” – Kevin Schwantz
MORE: Trailer – The Unrideables (video)
Lightweight MotoGP monsters, the maniacs who were crazy enough to try and ride them, and talented enough to succeed. Eddie Lawson, Kenny Roberts and more tell the story of The Unrideables Part II, which takes us out of the 1980s and into the 1990s. It’s awesome, enjoy.
MORE: Video documentary – The Unrideables Part I (video)
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NASCAR personality Ray Evernham has a garage so impressive that we’re hesitant to even call it one. Come and take a peek…
Blurring the lines between museum, office, man cave and garage, Ray Evernham’s complex is tough to define – most gear heads would comfortably call it ‘heaven’.
MORE: James Glickenhaus’ amazing garage (Video)
It features an awesome collection of historic racing cars, including the one in which Evernham famously wrecked all those years ago. Something for everyone, enjoy.
MORE: Inside Nissan’s garage of secrets (Gallery)
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Steve McQueen – Le Mans 1970. Image: The Cahier Archive
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