There are a lot of enthusiasts in the United States who like what’s going on in the European automotive scene. Italian exotics like Ferrari and Lamborghini, German sports and luxury cars, hot hatches, wagons, manuals – you name it. Something exciting from Europe has been in the works to head to our shores for a while – Formula One. F1 hasn’t been in the U.S for five years. Texas – specifically the city of Austin, has been selected to host it. Recently though, the operation hit a snag.

On November 15th, it seemed as if the deal to have the race hosted at the new track fell through. One company was building the track, and the other held the contract from Formula One to hold the race. The contract wasn’t delivered because F1 failed to receive a $25 million bond it was due to receive from the state of Texas. Apparently the Texas state comptroller decided the public money wouldn’t be delivered until after the race.

F1 chief Bernie Ecclestone set today as the deadline for receiving the funding. According to KXAN, the state didn’t deliver the money, but rather an disclosed source put the money up front. There is no details other than that, except to say construction is back on track and will be completed in time for the scheduled race next year.

Circuit of the Americas is a highly ambitious project, the first purpose-built Grand Prix facility in the U.S. It is designed for all types of racing, with the centerpiece being a 3.4-mile circuit track. The track will include public transportation, bike lanes, a medical facility, executive meeting suites, a conference center, banquet hall and outdoor music space. Other things in the works for the future include a driving/riding experience, motorsports driving club, kart track, Grand Plaza event center/tower, along with a trackside RV park. With all the tourists coming into the area, we can see why Texas would be putting up some public money to support the endeavor.

People coming to the event are expected to spend $700 per day per person (!). Circuit of the Americas said it has already received 100,000 expressions of interest to purchase tickets for Formula One alone. For more information you can head to the project’s website, www.circuitoftheamericas.com.

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Through the 1950s and 1960s, American automakers ambition to beat each other on the sales charts saw race tracks staging some of the fiercest battles in auto racing history. Muscle car era icons like the Chevrolet Camaro Z-28 and the Plymouth Superbird were specifically designed street cars purposed to wage combat in motorsports. When the Ford Mustang debuted in mid-1964, the pony car arose to be the blue oval brand’s vanguard in auto racing activities. The original Ford Mustang Boss 302 was unleashed as a weapon inside the popular SCCA Trans Am Series. Piloted by drivers like Parnelli Jones, the Mustang Boss 302 remains a cultural symbol identified for road racing.

Commanding respect on the twists and turns of many racing closed-course road circuits, the Ford Mustang Cobra Jet was unleashed as a straight-line competitor. In 1968, a total 50 Cobra Jet examples were produced and quickly emerged as a force to be reckoned with in stock-based drag racing. As Ford Motor Company brought the sizzle back to the Mustang with their 5th generation vehicle in 2005, the Cobra Jet name would return as a limited edition model for 2008. Twice more in 2010 and 2012 model year, the Ford Mustang Cobra Jet would be released as purpose-built drag racing vehicles.

Presented on the restyled 2013 Ford Mustang shown ahead of the 2011 Los Angeles Auto Show, the fifth reboot of the Cobra Jet nameplate was made at the Performance Racing Industry trade show in Orlando, Florida.

Built only for racing, the non-street legal 2013 Ford Mustang Cobra Jet features discrete body modifications over the production model meant to lighten the pony car as well to focus weight for better performance. Worn on the side panels of the 2013 Ford Mustang Cobra Jet is striking white and red graphics depicting the vehicle’s persona modeled after a venomous snake. Riding on Goodyear Eagle racing tires, the upcoming 2013 model of the Cobra Jet incorporates a refined suspension system optimized for better times at the beginning of a quarter-mile run. The new 2013 Ford Mustang Cobra Jet also features driveability enhancements with electric power steering as well as an altered pedal ratio. Building a better mousetrap, the 2013 Mustang Cobra Jet improvements are a product of computer modeling and numerous drag racing runs.

The 2013 Ford Mustang Cobra Jet features a cockpit ideal for living life one quarter-mile at a time. Providing safety and structural rigidity from a carefully designed roll cage, a drag racing pilot in the 2013 Mustang Cobra Jet will strap into fiberglass-constructed Recaro FIA racing seats said to be designed for the extreme rigors of motorsports.

While the 2010 and 2012 Cobra Jet models utilized the 5.4 liter displacement engine based off the SVT Mustang, Ford’s newest edition of the drag racing special presents downsized powerplants utilizing the storied 5.0 liter V-8 configuration. Presenting the option of naturally aspirated power or the extreme performance from a Ford Racing/Whippie supercharger, the cylinder and manifold for the aluminum block 5-liter V-8 engine is precision machined using a CNC production process. Details of the power output from the 2013 Cobra Jet powerplants has not been released (Ford was also tight-lipped on the 2012 Mustang Cobra Jet). Ford Racing had pegged a supercharged engine for the 2010 Ford Mustang Cobra Jet at 475 horsepower.

With 50 examples of the 2013 Ford Mustang Cobra Jet, pricing for the upcoming vehicle starts close to double the price of a 2012 Shelby GT500. The naturally aspirated-engined 2013 Cobra Jet runs at $85,490 while the costlier supercharged version is priced at $92,990. Ford Performance Parts will tout a series of optional parts and components to potential buyers in January for the new Ford Mustang Cobra Jet guaranteed to inflate the vehicle‘s price tag. The first of the 50 cars comprising the 2013 model year Mustang Cobra Jet release is slated to roll off the AutoAlliance International facility at Flat Rock, Michigan in June of 2012. As early as late next year, it may be possible to see the 2013 Ford Mustang Cobra Jet in competition in NHRA Stock and Super Stock categories.

Even before the key for the first 2013 Mustang Cobra Jet is transferred into the hands of drag racers, fans are given an opportunity to interact with the 2013 Ford Cobra Jet through a vote. Given the choice between exterior colours classic white, silver or black, the 2013 Cobra Jet appearance will be determined by an on-line vote ending on December 31st 2011. Blue oval racing faithful can cast their choice shade through the Ford Racing Facebook page or the Ford Racing Parts website.

Information and photo source: Ford Motor Company

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Recognized as the ACR and American Club Racer line, this racing-suited Chrysler model was first adopted by the compact Neon cars in 1995 and sparred a popular, modern take on sport vehicles. Catered to more track-like handling characteristics, the ACR package was targeted for unleashing Mopar action in competition. The ACR moniker was largely replaced by the SRT badging during the mid-2000s for much of the Dodge line-up. One vehicle that continued offering an ACR version was the Dodge Viper first introduced in 1999.

While the Dodge Viper’s production is on hiatus as Chrysler puts focus on their core vehicles, the automaker is still demonstrating pride for their supercar as recent as last month. Sending a 2010 Dodge Viper SRT-10 ACR to the Nurburgring, Chrysler’s SRT division stormed around the 12.9-mile Nordschleife circuit in 7 minutes and 12.13 seconds. On September 14th, the Dodge Viper SRT-10 ACR became the 4th fastest production car to lap the German Nurburgring track. In anticipation that the ACR badge could again ride high in the world rankings, the 2011 SEMA Show in Las Vegas presents Dodge’s current leading performance machine, the Dodge Challenger SRT8 392, in ACR trim.

A product of Chrysler’s Mopar underground team, the Dodge Challenger SRT8 ACR resurfaces the notion of a serious muscle car that roamed roads in the late 1960s and early 1970s. Especially in an era where GPS units and Bluetooth connectivity is typical phrases mentioned in modern automotive feature listings, the special Dodge Challenger SRT8 ACR is completely invested in speed enhancements.

Expanding on creativity shown on the Mopar’s Drag Pak version of the Dodge Challenger, the white and charcoal black Challenger SRT8 ACR is the latest figure of the Chrysler company’s performance drive. Mirroring the Dodge Viper SRT-10 ACR version, the exterior look is coupled with a flame red stripe traveling along the driver-side length of the vehicle. A carbon fiber hood, Mopar front splitter and a special fuel door is mounted on the Dodge Challenger SRT8 ACR concept heightening the car’s track potential.

Employing front and rear strut braces in concert with a coil-over suspension package, the Dodge Challenger ACR’s ride is calibrated for aggressive driving. Streaking the race tracks with Goodyear F1 Supercar tires (similar to those employed on the Challenger SRT8 392 main rival the Chevrolet Camaro ZL1), the black-painted 20-inch alloy wheels guides the modified Dodge pony car. With changes to improve the mechanical grip of the Dodge Challenger, the ACR 470-horsepower, 6.4 liter V-8 engine does not boast any great increases in overall power. The only engine-related modification Mopar made to the Dodge Challenger SRT8 ACR is the additional of a cat-back exhaust system and custom headers.

Amongst a cabin of carbon fiber, the Dodge Challenger SRT8 ACR is most essentially a racing vehicle inside. Deleting the rear seat, adding racing-quality safety harnesses to performance bucket seats, other track-ready equipment on the Challenger SRT8 ACR includes a fire extinguisher and roll bar for extra body stiffness. Not without its charm, exterior styling colouring is continued to the interior of the Dodge Challenger SRT8 ACR as red and white joins the carbon fiber appearance. Seated firmly in the Dodge Challenger ART8 ACR‘s Katzkin leather, the driver handles a short-throw shifter assembly.

Part of Chrysler’s 28,400 square-foot display at the Las Vegas Convention Center, the Dodge Challenger SRT8 ACR show car is another projection for how automakers can envision their vehicles in different realities.

Information and photo source: Chrysler Group

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For millions of people in North American and a multitude of other motorsport viewers throughout the world, weekends between February to November involves the spectacle of four-wheeled pieces of complex modern technology rushing in competition. Myself included in the sizable collective of auto racing enthusiasts, the sport has become an all-inclusive group realizing the battles and intrinsic pressures some individuals press in acquiring the power and glory of motorsport mastery. Witnessing great auto racing moments and absorbing intimate relationships with automobiles immediately makes me recognize this sport as a favourite exhibition.

On the United States Memorial Day weekend of this year, one of the best motor racing stories I had witnessed panned out as a one-off underdog effort Bryan Herta Autosport was wheeled by INDYCAR champion Dan Wheldon. A British open wheel driver who had compiled 15 wins on the IZOD INDYCAR circuit, Wheldon found himself looked over as a full-time series driver taking the ride for the 2011 Indianapolis 500 unsure for his future in racing. Starting 6th at the beginning of the event in the #98 car, the race played out like clockwork for the orange, white and black car steered by Dan Wheldon. In second place on the final lap, leader JR Hildebrand’s costly misjudgement of the fourth and final corner resulted in what is well known in sports as a “Cinderella story”. Used to seeing super teams of Penske Racing and Chip Ganassi Racing taking a majority of race victories through the past several season, the presence of Dan Wheldon and the Bryan Herta Autosport’s #98 race on the winning stage at Indianapolis Motor Speedway brought forth every great qualify of motorsports. A exciting finish in the final seconds of the Indy 500, a winning effort from a team that would not bow to odds and finally a storied driver celebrating victory with his wife and two young children. In a response in post-race for how he would celebrate the race, the family man Dan Wheldon commented, “I’m taking my kids to Disney, taking my kids to Disney. It’s just an incredible day.”

Observing the life around motorsport for all the glory at the Indy 500, I would have never known this weekend’s IZOD INDYCAR Series at Las Vegas Motor Speedway were lead such a dramatic shift in emotions. In what was suppose to be a season finale extravaganza called the IZOD INDYCAR World Championship, a crash occurring on turn 1 at lap 12 has become a haunting image so many of us have seen already. Watching the race, I remembered the sight of smoke through an in-car camera view immediately causing me to feel chills. I have witnessed many crashes in auto racing over 15 years but very few have given me such a prompt, eerie feeling. As 34 cars circled a 1.5-mile oval at speeds over 200 miles per hour, the field was left at peril as one car spun. Within a split-second, one spinning car turned into a scene of carbon fiber race car carnage. With 15 cars swept up in this near instant mega accident, many drivers including Will Power, Paul Tracy and JR Hildebrand were violently caught in the wreckage.

As most drivers left their Indy cars following the crash, the condition of the recent Indy 500-winning driver Dan Wheldon was not communicated. Racing as part of a promotion for a 5-million dollar prize to be shared with a registered motorsport fan, the contest was of no concern to fans and everyone part of the IZOD INDYCAR Series as they all waited to hear news on Wheldon. With a medical helicopter lifting the driver to a near-by hospital, there was a moment on the race track where safe crews covered what remained of the #77 car Dan Wheldon was driving. Having watched serious crashes before, seeing a wrecked vehicle covered on track is a telltale sign of something gruesome. Hoping to hear some sort of good news about the Brit, the IZOD INDYCAR announced roughly two hours after the crash that Dan Wheldon had died at the age of 33.

Upon hearing that news, I like many others drew to sadness thinking for the loss of the driver, husband and father. Through every image shown during a long red flag period on ABC television broadcast, the sight of grief-stricken crewmembers and drivers was powerful. In memory of the lost racer, a three-wide drive by 19 cars around the Las Vegas Motor Speedway accompanied was the touching tribute of putting Wheldon’s 77 car number on the scoring pylon. There was an unmistakable sense of sorrow in the air as five final laps were run in Dan Wheldon’s honour before cancelling the event. However, as tough as it was to the drivers to stage this tribute only moments after losing their competitor and friend, the laps in memorial served as a more last memory of the tragic Las Vegas than the massive crash.

Having watched motorsports for 15 years, the loss of Dan Wheldon is an unforgettable situation. I’ve seen the accidents that took the life of open wheel racer Greg Moore and of NASCAR 7-time champion Dale Earnhardt. While I long-admired those drivers and continue to hold them special as race fan, I can’t say any auto racing driver passing in competition is any more or less impacting.

As soon as the news was delivered on Wheldon‘s death, I thought of his wife and their two young children who mourns a great man made bigger off the race track. I send my heartfelt sympathies to those individuals as well as the Wheldon family and friends who lost someone close.

Planned, organized tributes from fellow drivers and sport dignitaries bring light the community track competitors build around themselves. A matrix of human emotions that turned so somber on the announcement of Dan Wheldon’s death began shedding tears and quickly wanting to share condolences. Selfless, some drivers including Tony Kanaan (speaking prior to the formal announcement of Wheldon’s passing) even voiced an apology to race fans that the race was unable to continue as the entire series awaited word on their motorsport comrade. In a way, Dan Wheldon’s spirit will always remain alive in this racing family.

With more than a day passing now since the loss of the 2005 INDYCAR Series champion and two-time Indy 500 race winner, the media chatter is swiftly turning from bidding condolences. Operating under thoughts, angry concerns as well as questioning points out too many race cars on a crowded, fast track, the use of a race promotion for putting Wheldon in a car and the place of open wheel racing on ovals have become talking points. Perhaps an understandable phenomenon as people wish to claim some understanding and later gain some purpose from the current pains of losing a great human being, I personally find these concerns coming too soon to Dan Wheldon’s passing. Feeling as a person and media member is to account this desperately emotional time, in a matter of time I’ll have to join to analysis of the 15-car crash. Maybe these questions will receive answers greater memorializing the driver’s life with a continuing consideration of protecting the late Dan Wheldon’s racing rivals.

In Dan Wheldon‘s words when signing with Target Chip Ganassi Racing after has 2005 INDYCAR title year, the driver commented, “You know, I’m not in this business to come in second, third or fourth; I’m in it to win. That’s why I do it. I love to win, and obviously I love to challenge myself.” Winning on the track as well as in life, anyone who Dan Wheldon’s 33 years of life has touched won having known the gentleman.

Information source: INDYCAR
Photo source: Chris Nagy, Daniel Incandela, INDYCAR, Jim Haines, Michael Levitt

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What?

Well it’s a gas, or a chemical or something. Do you really care what it actually is? Either way, here’s the facts. Your engine, just like your body, needs oxygen to work. The more oxygen it gets, the more efficiently it burns fuel. Nitrous releases oxygen as it burns, so as long as there’s more fuel there, there’s more power. Plus the nitrous also cools as it works, creating even more oxygen. Almost too much oxygen.

The nitrous comes in small compressed bottles stored in the car and sent to your engine via lines that you control from the seat of your Honda Civic or similar. Fascinating fact: the drag racing term ‘funny cars’ comes from the fact that this is the same nitrous oxide used in the dentist’s office, known as ‘laughing gas’. Though the vehicular nitrous has some weird stuff added to it and so shouldn’t be huffed. Not that you would ever do anything like that.

Which?

In the old days, only ‘dry’ nitrous kits were available, which just squirted nitrous into your system using the fuel that was already available in the car. Then the scientists took over. Or possibly maverick mechanics working in petrol stations under the cover of darkness. They came up with the more advanced ‘wet’ kits which added nitrous and fuel together, thus producing a crazy drag racing with a male model in downtown Tokyo sort of situation. This magical alchemy of fuel and Nos either happens in or around the intake manifold or else id applied straight into the cylinders, depending on the injection system you use.

Why?

Hey, can you think of a better way to give your beautiful car a quick, happy burst of power? Nitrous Oxide is fairly cheap, in the old cash versus horsepower equation we all love. The kits are pretty easy to install and you can easily switch the whole thing off if you don’t fancy it.

How?

I’m so happy you asked! You’ll send away for your Nos kit which should include your compressed bottle of nitrous, the lines to send it to the engine, the injectors, solenoids and all the nuts and switches you need to put it together. Plus detailed handy dandy instructions on how it should be installed. Make sure your bottles are mounted securely. As with all compressed things, they can blow up if knocked around.

So you have your lovely cylinder containing pressurized liquid nitrous oxide in your boot or other car-based hidey-hole. Using the magical properties of the hose it is connected to an electric solenoid valve. The valve lives under the bonnet and is turned on and off by a throttle switch available in a variety of colours. A ‘T’ piece sends fuel to the valve, which is attached to the fuel delivery line, this is triggered by the same switch. Then this wonderful, almost royal, marriage of gas and fuel are pinged to an injector mounted in the inlet tract (no, me neither). All this can be adjusted by metering jets installed in your solenoids.

Why not?

Besides looking like a bit of an idiot as your gaudily coloured Vauxhall Viva burns up and down the high street, you could right gunk up your engine if it isn’t quite fast or furious enough. Be sure your car is up to the stresses and strain of all that extra power. If your vehicle suddenly starts to sound like an Irish Wolfhound coughing up a Malteser, then stop what you’re doing immediately and seek mechanical help. Excessive Nos-ing could cause possible damage to your engine, gearbox and clutch and compressed gas of any variety can always be dangerous, thanks to it’s explosive qualities. Consider paying a little extra and picking up a nitrous gauge to keep an eye on how much “magical speed juice” is getting distributed. And don’t forget your tank top!

This article was produced by Wish.co.uk – for epic driving experiences, including racing and track days, check out Wish’s awesome range of experience day gifts.

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I am, clearly, a big believer that racing improves the breed. And as much as I love both Formula one and the 24 Hours of Le Mans as rolling R & D facilities, the WRC (the World Rally Championship) seems to be the best place to get real world results out of real world cars.

So, when Volkswagen announced that they were going to be entering the WRC in 2013, I thought it sounded like a grand idea. VW has big plans to become the worlds top auto brand. Not only do they want to be number one in terms of sales and production, but they have also flatly stated that they want to be respected as a worldwide leader in terms of technology and performance. Considering that they started out as a cheap, inexpensive peoples’ car for the Thousand Year Reich, they’ve come a long way.

They’ve got Bugatti, and its staggering Veyron. They own Audi, which is the company that effectively owns Le Mans. They own Lamborghini, which needs no explanation, and neither does their ownership of Bentley, for that matter. But Volkswagen as a stand-alone brand still needs a bit of polish and recognition, hence, their entry into the WRC.

Which is what we have evidence of here from the company stand at the Frankfurt auto show. VW will be running their Polo R in the WRC. Although most Americans associate the Golf with VW’s performance end of things, the Polo is a big seller, and from a racing perspective, makes more sense than a Golf (e.g. it’s smaller and lighter).

The WRC version of the Polo R shows off widened fenders, a fully stripped interior and a rather reassuring, beefy roll-caged. There’s also a healthy slathering of carbon fiber on the body. Up front in the engine bay there’s a fully race-prepped version of Volkswagen’s venerable 1.6-liter STI engine cranking out something like 300 horsepower. Yes, that’s an impressive figure, but as I recall my reading of the FIA rulebook, WRC cars are limited to 300 ponies. Torque? Oh, the FIA doesn’t mention that, so WRC competitors will always give you the specs of ’300 HP and greater than XYZ foot pounds of torque.’ Torque, it would seem, is the closely guarded figure in this arena. Still, 300 HP in a car the size of a Polo does make a gearhead smile.

Do keep in mind that this is not Volkswagen’s first go round in rallying or off road racing. They won the 1986 Group A championship with a Golf GTI 16V (a stout car, very much beloved of the SCCA rally classes to this day). And more in recent times VW has found success in the Australian and Finnish Rally Car Championships. And don’t forget what VW has accomplished in the Dakar Rally, namely crush everyone like a bunch of flabby grapes for the past three years.

So, the 2013 season of the World Rally Championship should be very interesting to watch. Now if anyone can beat Sebastien Loeb …

Source: Autoblog

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Well-known as a premium sports car brand, Aston Martin has been one of the many premium automobile companies launching products deviating from their established expertise. The four-door Rapide and the compact city car Cygnet are two vehicles wearing the Aston Martin’s winged logo. As far as the British car builder is exploring vehicles in a different light, fans of the Aston Martin brand can rest assured the dedication to sports car motoring is at their core. Auto racing has been a continuing assertion that Aston Martin is a high-performance luxury marque eager to contend on the track as hard as on the showroom floor. Set to replace the long-serving Aston Martin DBRS9 competition car (a vehicle competing on sports car circuits since 2005), the Vantage GT3 race car will become the British sports car brand’s newest mechanical athlete.

Constructed on a lightweight yet solid aluminum structure, the Aston Martin Vantage GT3 car is specially trimmed for drivers and teams to aggressively attack the world’s greatest race circuits including Spa-Francorchamps and the Nurburgring. Modeled after the $170,000 US stock Aston Martin V12 Vantage, the Vantage GT3 race car preserves a cunning likeness to the street-going sports car. The Aston Martin Vantage GT3 receives a properly fitted aerodynamic package designed to channel airflow for perfected downforce and reduced turbulence. Part of this Vantage GT3 car’s aerodynamic adjustment includes the adjustable carbon fiber rear wing. This large rear wing is perhaps the most striking characteristic serving to define the Aston Martin Vantage GT3 race car from the road car.

Despite the added body components, the Aston Martin Vantage GT3 goes on a considerable diet shedding 948 pounds from the production street car. Overall weighing just under 2,756 pounds, the competition-based sports car travels on a performance-tested suspension and braking system. Anti-lock braking is still present on this race vehicle adjusted specially for motorsports.

Following GT2 and GT4 category race cars prepared over the years for various competitions, the Aston Martin Vantage in GT3 trim will be the first time the sports car’s mighty V-12 engine will serve as the basis for optimized race performance. Using the 6-liter, 12-cylinder powerplant similar to that found in the V12 Vantage, the engine’s conversion to racing is quite natural. Lightweight construction and a dry-sump oil system are attributes in common between vehicle genres. Aston Martin racing engineers found 90 extra horsepower from the V-12 engine allowing the Vantage GT3 to compete with 600 horsepower. Under the hood of the Aston Martin Vantage GT3, some subtle adjustments reposition the engine in a more suitable location conducive of better handling.

Well-known motorsport gearbox outfitter Xtrac is supplying the transmission connected to the 6-liter V12 engine. Positioned towards the rear limited-slip axle, the Xtrac 6-speed manual is controlled by a driver through steering wheel paddles.

Built around an FIA-spec steel roll cage, the Aston Martin Vantage GT3 cockpit is obviously void of the creature comforts connected to the street car. A carbon fiber dash panel, adjustable pedals and a racing seat featuring a 6-point racing harness is set in place for the utilitarian interior. The full array of vehicle controls, driver display and data logging equipment is found inside the Vantage GT3 in efforts to best foster the search for the auto racing competitive edge. A fire suppression system is fitted in the case when auto racing meets a worst-case scenario.

With a strong racing pedigree and modern construction, the Aston Martin Vantage GT3 has the ingredients to soon become a threat to the Mercedes-Benz SLS AMG as well as BMW Z4 race cars in the rich, European motorsport environment. The Aston Martin Vantage GT3 racing car is will undergo track testing in October in preparations of the 2012 sports car competition season. Race teams wishing to run the Aston Martin Vantage GT3 will be paying £298,000 (about $488,000) for the privilege of running this latest member of the British sports car competition family. In the 2012 racing season, motorsport fans can expect the Vantage GT3 car to be lapping tracks within a variety of top caliber racing series’ including the FIA GT3 Championship and the Blancpain Endurance Series.

Information and photo source: Aston Martin

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Hidden in the lake speckled interior of Florida is the world famous Sebring International Speedway, home of the Mobil-1 12 Hours of Sebring endurance race. Each March the Speedway welcomes thousands of race fans to one of the oldest race tracks in the country. Evolving from what was a World War II airfield, Sebring not only has one of the most exciting tracks, but also some of the most prestigious alumni of racing history.

Sebring is a 3.7 mile, 17 turn track and, according to Sebring, many portions of the road course were originally B-17 training grounds. Since 1952 a record 3,360 cars have started races there and 102 drivers have finished first. A total of 2.3 million miles have been driven since the airfield became a track in 1952, not only by race car legends but also celebrities such as Patrick Dempsey, Gene Hackman, Steve McQueen, and Paul Newman. Thirty-nine of the 102 winners have been Americans, representing a higher percentage of winners than any other nation. Although the drivers come to race, the fans come to see the cars, and the Audi is the king among them, winning an unparalleled 8 consecutive races.

The track amenities include a hall of fame called the Gallery of Legends. There, spectators can see all of the history behind the track including past participants and car manufacturers. The next induction ceremony will be in March of 2012 and will include greats such as Carroll Shelby, Porsche, and Mario Andretti.

But, for me, the real excitement is coming up August 27-28,2011 when Sebring opens its track for the first time in what it calls the Sebring Fantasy Camp. For a $500 (+tax) registration fee interested drivers can bring their car to run the historic track and receive some invaluable instruction from 7-time Sebring winner Terry Earwood. In addition to his impressive Sebring record, Earwood has also been a chief instructor at the Skip Barber Racing school for 27 years and has been inducted into the Drag Racing Hall of Fame. Also included with admission are school provided cars for testing out the knowledge passed on about vehicle dynamics, skid recovery, and proper apexing among other techniques. Then, after you have put those lessons to the test, you can participate, in your car with similarly matched cars, in an autocross or let the professionals take control of your ride to show you how it’s done. Oh, and lodging and receptions are included so you will have ample time to chat it up with the other participants.

So, if you’re looking for something to do on August 27 and 28 and you happen to be driving through orange grove country and you think you and your car has what it takes to conquer the road course that legends are made of, head over to the Sebring International Speedway. If you don’t make it, maybe I’ll see you again in March.

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Before AMG was a performance package you could order for seemingly every model Benz that rolls of the line (and by the by, where’s my AMG Unimog?) they actually race cars for the great German firm. Not only that, they did race cars with some of the most unlikely of starting points. That all began 40 years ago when Aufrecht, Melcher and Großaspach, (Aufrecht’s birthplace), the founders of AMG had a go at race prepping a 1971 300 SEL 6.3 sedan and racing it at the 24 Hours of Spa-Francorchamps.

Yes, the 300 SEL 6.3 is the big, long four door sedan that bank presidents use to get from Munich to Hamburg, not something you’d expect to see on a race track, and certainly not on a track as serious as Spa, and certainly not for 24 hours.

But AMG was, and still is, damn serious about this performance stuff, so the then-four-year-old firm tore into Merc’s luxo-barge like Teutonic versions of Smokey Yunick. Sure, the 300 SEL 6.3 was Germany’s fastest production sedan, but it was also, shall we say, a bit portly and down on power. So AMG bumped the displacement to 6.8 liters and twisted the engine to crank out 428 horsepower and a stump-puling 448 pound-feet of torque. Weight was cut by using aluminum doors, which dropped the burden down to 3,637 pounds, versus the original 41,000 long tons … oh wait, that was the displacement of the Bismarck, my mistake. Let’s just say they cut it down by a bunch. Top speed: 164 mph. Not bad for something the weight of a panzer tank.

Bottom line from all those years ago in Belgium? The big Benz blew the doors off nearly everything else on the track and finished second, which immediately established AMG’s credibility as a tuner.

This coming weekend, Black Falcon racing along with AMG will pay tribute to the original racer when they compete again at Spa in a Mercedes-Benz SLS AMG GT3 wearing original matching livery to the old machine. Making things even more of a time warp is the fact that one of the three drivers will be Kenneth Heyer, son of Hans Heyer who was at the wheel of that legendary AMG sedan four decades ago. Cool, right?

“Forty years after our class victory and second overall place, I think it is a great idea to enter the Spa-Francorchamps race with the SLS AMG GT3 in the same look as ‘my’ 300 SEL. Naturally I wish the Black Falcon team and my son Kenneth every success – and will be delighted if he wins at least second place!” Hans Heyer said in a statement.

The AMG SLS, aka the new “Gullwing”, is a natural for racing, given its atrocious power and inspirational handling, if not it’s featherweight tipping of the scales. So you won’t be seeing just the Black Falcon SLS on the grid, it will also be joined seven other new Gullwings.

The original big AMG competed in a number of endurance races in 1971 and ‘72, even with its four doors, power steering, air suspension, carpet on the floors and wood on the dash, but was retired in 1973. A change in the rules cut displacement down to 5.0 liters, making the big sedan obsolete. AMG sold the car to French conglomerate Matra (of all people), which used it for high-speed tests of aircraft tires. After that, the 300 SEL 6.3 disappeared into the mists of time, and today, no one knows what became of the car. The racer shown here is a replica AMG built in 2006.

Source: Wired

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Lotus has big intentions for its future. The Paris Auto Show last September resulted in a whole slew of new concept unveilings that point to much more ambitious goals. Clearly, one Lotus era is coming to a close and a new one is dawning.

The Evora is the first production model to illustrate this. The Evora is mid-engined and more sumptuously appointed than previous cars like the Elise, Exige and Europa.

With the Elise ceasing sale of the car in the United States, it also is the only car sold by Lotus here. Now it gets its chance to prove itself in racing, as Lotus has announced its entrance into the American LeMans Series (ALMS) in 2012.

The team is called Lotus Sport USA, located in North Carolina. It is an offshoot of the global Group Lotus. The U.S team is headed up by Ian Dawson and John Pritzlaff.

Ian Dawson was previously at Lotus in the 1970s. Lotus director of Motorsport Claudio Berro commented on the announcement, saying: “We are very happy to confirm the formal plans for Lotus Sport USA. This part of the world represents a very important market to Group Lotus now and for the future. With Ian Dawson and John Pritzlaff on board, I’m sure Lotus Sport USA will go from strength to strength.”

Entrance into U.S racing marks a full international schedule for Group Lotus. Internationally, the team will focus on GT2 and LMP2 classes in the International Motor Sport Association (IMSA). The car Lotus will be racing is a specially-modified Evora GTE.

The Evora GTE is powered by a Toyota Cosworth V-6 engine making 470 horsepower. Testing will begin in the fourth quarter of this year, and next year Lotus plans to compete in full force. More details will be forthcoming, with a driver lineup and calendar of events to be released soon. Overall, this is a good move for Lotus in the U.S, as it should help increase brand awareness in preparation for new models to come.

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In the automotive world a battle has been raging since the early 1900′s on which one was better, the turbo or the supercharger. Like all epic battles- light beer or full flavor, regular or decaf, brunette or blond- some people just have an opinion and nothing will ever change that. The truth is turbos are members of the supercharger family, but they are worlds apart in the way they operate to deliver the extra horsepower we’re all looking for.

Superchargers are distinct from turbos in they are mechanically driven units, whereas turbos get their boosting powers from exhaust gasses. The supercharger can be belt, gear, or chain driven like other automotive accessories including the alternator and the power steering. While this allows for instant power availability, nearly 1/3 of the engines efficiency is eaten up by the unit, leading to the supercharger being labeled parasitic. However, if efficiency is a secondary concern and response and power are paramount, then the supercharger rules.

Supercharger

Turbo

The best set up according to Gale Banks in an interview he did with Jay Leno is to use two smaller turbos each injecting air into its own cylinder bank. While you still have the same draw backs as a single turbo, the lag is less significant and the power delivered is greater. But, superchargers won’t be left to the wayside in the attempt to deliver maximum horses with minimal draw. The future of supercharging is in electrically driven units. Controlled Power Technologies has a developed an electrical supercharger that provides 40% more torque at lower speeds as well as making available 90% of the units torque in less than 1 second, while also lowering emissions.

Like all great debates through time, the battle between supercharging and turbocharging may never be settled. As innovation drives science forward to create better, more efficient ways to achieve maximum power, the pros and cons will continually shift. All that will remain constant is our love affair with the spooling of the turbo, the whine of the supercharger, and a need for speed.

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For all automakers, the need to build a recognizable image depends heavily on visibility of the brand and association with the vehicle. For niche market auto companies, the efforts to build a brand persona cannot depend on word of mouth or the overwhelming testimonials of ownerships. For exotic car companies, the way to provoke desirability in their product is often found in auto racing.

Without doubt, the most effective sports car auto company using auto racing to promote their brand, the first Ferrari road cars were constructed and sold mainly to fund a founder Enzo Ferrari’s passion for motorsports. Making the most noise in Formula 1 and professional sports car racing, their outreach brought Ferrari to the pinnacle of exotic vehicle recognition. Starting in 1993, Ferrari began bringing their customers into the action of auto racing. Providing an extravagant connection to the spirit that spawned the Italian auto company, the Ferrari Challenge allows some caretakers of F430 and 458 Challenge-type cars the ability to race in competition with other Ferrari owners.

Holding 6 events in 2011, the Ferrari Challenge is staged for the seemingly mere thrill of speed. Maintained by Ferrari North America and the GrandAm organization, the Ferrari Challenge is meant for amateur racers only. While the fraternity of Ferrari owners is limited, the participation in the series is limited only to those possessing a Challenge prepared vehicle and drivers voted in by the Ferrari Challenge Committee. Along with providing selected owners access to professional race circuits including Mazda Raceway Laguna Seca and Montreal’s Circuit Gilles Villeneuve grand prix track, a social element is attached to each race allowing comfort for those preferring the enchanting overflow of Ferrari red. For $110 US, any Ferrari owner can register as a VIP guest for a race day where high-class meals and hospitality rooms.

Joining the Honda Indy of Toronto for 2011, the Ferrari Challenge drivers were granted the chance to open up the Italian-sourced supercars on streets commonly left open to commuters and everyday driving. Unrestricted with the absence of other vehicles as well as standard traffic laws, the Ferrari Challenge does exist under a tight set of rules. Unlike some production-based sports car racing categories were little elements of latitude eventually totals to a completely different vehicle from the street version, the F430 and 458 cars used in the Ferrari Challenge almost completely stock. To insure full compliance with the Ferrari Challenge series production car, only factory-authorized Ferrari outlets can make race preparations to the vehicle. Engines are sealed to prevent modifcations and the famous Pininfarina-designed bodies are only allowed to adjustments to exterior livery. The result is a fulfilling chance of an actual, production line supercar in race action.

While it is easy to note the drivers are truly gaining the most from the Ferrari Challenge competition, the races present spectators a simmering hot sensation. Fans get the sight of seeing the wedged-like, mid-engined supercars at speeds close to the maximum obtainable by these machines. Hearing the crisp, Italian-bred V-8 engines soaring to the higher echelons of the rev range, we are brought to the understanding Ferrari cars are honestly at home at high speeds. There is certainly some magic on display within the Ferrari Challenge competition. Maybe for the more jealous among us, there could be some pleasure in seeing a Ferrari F430 or 458 Challenge returning to the pits damaged. Based on the soulful creation of each and every Ferrari, such thoughts could border on witnessing cruelty.

Brought to North America in 1994, the Ferrari Challenge has given the company a special connection a motoring desire that propelled Enzo Ferrari to construct a sports car that delights so many.

Information Source: Ferrari Challenge
Photo Source: Chris Nagy

Video Available at:

Ferrari Challenge at Honda Indy 2011

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The Isle of Man Tourist Trophy is the last remaining great open road race. Once it enjoyed the company of The Targa Florio, the Carrera Panamericana, The Dundrod Tourist Trophy and the great Mille Miglia, but now the Isle of Man Tourist Trophy stands alone.

But wait, isn’t the Isle of Man Tourist Trophy a race for bikes? Indeed it is. Some would call it the craziest motorcycle race on the planet, and others would call it simply the craziest race on the planet, period. Run on closed off public roads, the TT curse makes the Nürburgring look like a kid’s go kart track. 37 miles to the lap, the “mountain course” (as it’s known to the locals) has so many lethal dangers it’s almost had to list them all.

There are sections where the road is bordered on one side by rock walls and on the other by unpadded fence posts, taken at speeds way past the ton-and-a-half. Other sections are flat out through quaint little towns with curbs, then sidewalks, then stone buildings for “run-offs”.

Fatalities are far too common, yet the folks on The Isle of Man let the race continue and actively promote it. It is a helluva tourist draw, so what’s a few flying/smashing/caroming bikers?

And, as it turns out, Subaru will be a major sponsor of the Isle of Man TT for 2011, which, even though it is an open road race for bikes, it didn’t stop rally driver Mark Higgins from having a go at the full course in his slightly modified Subaru. Higgins took on the full might of the Mountain Course and had no problem in setting a new four-wheeled lap record around 37-mile mountain loop. He made it in just 19:56.7 with an average speed of 113 miles per hour in a WRX STI sedan.

It was not a drama free run though. Higgins set the record time on what was officially termed a “practice lap”, but on other circuits, there was a bit of excitement.

At one point, he barely manages to keep his STI on the road calling the near miss the “moment of his life.” What is even more interesting is, as you can see in the video here, is that Higgins’s passenger, Chris Cantle, stays cooler than a bug on ice as they both stare down what would have been an horrific 150-mile-per-hour crash. Sure, they had prepped the STI with a roll cage, racing harnesses and a fire extinguisher, but at these speeds on this type of terrain, they would have had better survival chances by racing through a minefield.

Of course, as fun as this all is to do and to watch, it does bring up a whole slew of tantalizing possibilities and questions. For one, would the good folks on The Isle of Man consider hosting a car race? Perhaps a round of the World Rally Championship? Most likely no. The speeds reached would be monumentally fast, meaning that any “incidents” would most likely be fatal. Meaning governing bodies (such as the FIA) probably wouldn’t sanction it. Also, as you can see from the videos, the roads can be frighteningly narrow. So passing would be problematic at best.

The most realistic and enticing possibility flows from what Higgins has just done. Once someone has set a speed record, whether it’s at Bonneville the Nürburgring or now, here at the Isle of Man’s Mountain Course, you know that can motivate other racers and car builders to want to give it a go themselves. Look at what happened at The ‘Ring between Corvette, Porsche, Nissan and Ferrari not all that long ago.

True, setting a lap record at the Nürburgring, a track which is effectively a public testing facility for major auto companies these days, is much more logical and justifiable than unloading your ride from the hauler for the TT course.

But it does give one food for thought, no?

Source: Autoblog

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The only true disappointment with many auto shows is the limited or non-existent opportunity of seeing the greatest creations in motoring in motion. Taking place on the first weekend of July, the 2011 edition of the Goodwood Festival of Speed is an outside exhibition where museum-quality, near priceless machines are seen and heard. Within a well-forested area where plenty of green space, the event is also considered as “the largest motoring garden party in the world”. First held in 1993, the Goodwood Festival of Speed has grown as a multi-day world gathering that featured some of the most marvellous pieces of motorsport history.

With motor vehicles as ancient as the 1909 Blitzen-Benz, presentations of auto racing’s golden age within the 1950s through to the 1970s intrigued as signs of automotive technology progression. The Chaparral 2J CanAm sports car and a Ford GT40 were a few of the classic motorsport combatants in motion at the 2011 Goodwood Festival of Speed. A fantastic opportunity for 150,000 spectators to be willingly schooled in auto racing history, the hills of Goodwood connected to the 21st century with future classic vehicles. Fresh off a victory at the 24-Hour of Le Mans, the Audi R18 Tdi was driven by Audi Team Joust driver Marco Werner. A British touring car-fitted Chevrolet Cruze as well as GT3 class sports cars such as the Mercedes-Benz SLS AMG and the all-new McLaren MP4-12C brought into prospective over 100 years of power and glory. In amongst all the motoring history, automobiles transcending the timeline included the Audi Ur-quattro S1, Porsche 917/30, Jaguar XJR9 le mans prototype and a Hennessey Venom GT supercar.

Beyond the beauty of the race cars themselves, the most attractive quality for the Goodwood Festival of Speed is the reuniting of the world’s most successful motorsport drivers with vehicles having provided a significant role in defining their careers. This year, the spectacle of cars and drivers side-by-side has never been stronger as Indy car, Formula 1, sports car, rally car and motorcycle racing. Awaking the hills on the Friday kicking off the three-day event, past racing greats such as Formula 1 World champion Emerson Fittipadi, three-time open wheel champion Bobby Rahal and three-time Indianapolis 500 winner Bobby Unser began navigating the Goodwood hill, a 1.16-mile rising 300 feet to a finishing summit. While there were some timed runs with certain cars, it could be forgivable that most vehicles were more paraded up Goodwood‘s track.

With internal combustion engines powering most of the cars of yesterday and today, 1963 Indy 500 winner Parnelli Jones revved-up something completely different. Called the Lotus 56, Jones piloted a 1968 jet turbine powered Indy car designed to go after a Brickyard victory. An aerodynamic wedge-shaped vehicle, the Lotus 56 was a revision to a 1967 vehicle Parnelli Jones almost guided to a win at the Indy 500. As the race’s sanctioning body outlawed turbine-powered cars in 1969, the Lotus 56 retired winless in competition. Shown off at the 2011 Goodwood Festival of Speed, the car was brought back to life projecting its unusual automotive sound to the crowd.

As an assortment of modern race vehicles rolled at the English motoring festival, current motorsport stars presented themselves to the crowds through the Friday, Saturday and Sunday of the show. Recent Indy 500 winner Dan Wheldon, Formula 1 driver for Red Bull Racing Mark Webber and Mercedes GP’s Nico Rosberg were among a few names at Goodwood. IZOD INDYCAR Series point’s leader for Target/Chip Ganassi Racing Dario Franchitti showed some respect to some older racing machines than his regular Dallara-Honda. Driving a Mercedes-Benz 190 Evo II, Franchitti also received a second chance to pilot the 1965 Lotus 38. First rear-engined vehicle to win at the Indianapolis 500 in the hands of the legendary Jimmy Clark, Franchitti first connected to his fellow Scottish driver Lotus 38 last year in a photo-op at the Indianapolis Motor Speedway. Other active racers at Goodwood Festival of Speed included the McLaren Formula 1 drivers Lewis Hamilton and Jenson Button. Trusted with a variety of McLaren cars, the pair drove the 6-time winning 1980s McLaren MP4/1, the 2008 driver championship-winning MP4/23 car and the McLaren MP4-12C supercar. The Ferrari, Lotus-Renault GP and Red Bull Racing Formula 1 cars would also take to the Goodwood hill.

Having formally announced his retirement during mid-June, 81 year-old British driving ace Sir Sterling Moss gave the Goodwood crowd a show of motoring greatness. Well-regarded as the best Formula 1 driver never to win a world championship, Moss appeared to have exempted the 2011 Goodwood Festival of Speed. On the two days he was attended the event, Sterling Moss took the wheel of the 1961 Ferguson Project 99 (a car Moss declared his favourite Formula 1 car). For those wondering, yes the Ferguson name on the Formula 1 car was connected to the farm tractor company. In fact, the all-wheel drive open wheel racer was built as a showcase for the gearboxes employed on the tractors. Driven by Sterling Moss to victory in the 1961 International Gold Cup, non-championship Formula 1 held at Oulton Park, England racing in wet conditions. The victory is recorded as the last win by a front-engined Formula 1 car and the only victory by a four-wheel drive. Timed on the Goodwood hill, Moss negotiated the classic Ferguson Project 99 through the circuit in 1 minute, 42.6 seconds. While Sterling Moss was 6th fastest in the machine, the Ferguson Project 99 was wheeled to a best in category time of 1 minute and 2.3 seconds on Saturday in the hands of Stuart Rolt. Stuart Rolt is the son of the car co-developer and Formula 1 driver Tony Rolt.

Apart from the moving motorsport history lesson, many automotive companies provided traditional static displays. Showing off their latest products, Jaguar exhibited their CX-75 supercar while Ferrari brought the upcoming FF grand tourer to the public show. Displaying some modified performance with a hybrid powertrain, Honda allowed viewers to witness the Mugen-prepared CR-Z sports car.

After three days, the fortunate motoring-adoring crowds left having sampled a feast of dynamic automotive and motorcycle racing history. A 2011 Goodwood Festival of Speed is an event words would fail to fully-encompass.

Information source: The Goodwood Estate Company Limited, Ferrari, Honda UK, Jaguar
Photo source: Ferrari, INDYCAR, Jaguar

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I have this theory that any list, top ten, top five, top 100, whatever, are only there to start arguments, rather than be definitive statements. 99% of the time, I have no problem with Jalopnik. They are a rather funny and irreverent car site, and in addition to the standard fair of who’s releasing what ride or which car is getting yanked from production, they have a real penchant for top ten lists. Like I said, lists are there to start arguments, and this list leaves me with a big bone to pick with the boys at Los Jalops.

First off, let’s take a look at their list, then I’ll bitch a little bit, and then we can look at why their individual picks are cool.

Here they are:

10.) Jaguar D-Type
9.) Porsche 911 GT-1
8.) Jaguar XJR-9
7.) Chaparral 2F
6.) Ferrari 330 P3/4
5.) Toyota GT-One
4.) Audi R10 TDi
3.) Ford GT40
2.) Porsche 962
1.) Mazda 787B

Impressive list, no? Really, who can argue? All those cars were serious competitors, and most of them were winners. But do you notice anything missing? Any car that should be in there that’s not? Do the words “Watch out for the red Lola, the red Lola,” or “This isn’t just a thousand to one shot. This is a professional bloodsport. And it can happen to you. And then it can happen to you again,” or Steve McQueen knock anything lose?

Yup, for some reason, they didn’t include the Porsche 917 on their list.

The car that issued in a level of utter domination in Le Mans that anyone is yet to equal, (although Audi is starting to get close) and they didn’t include it in the list? Kind of strikes one as a mistake, doesn’t it?

Not only did the 917 win Le Mans over and over and over, but it is one of the most recognizable racing cars in the world, mainly thanks to the 1971 feature film starring Steve McQueen. Leaving it off the list seems like a major stumble to me.

But the rest of the list sure is worth noting.

Take for example number 10, the Jaguar D-Type.

The D-Type deserves to be on the list for a slew of reasons. The D was the first post war Le Mans car to issue into being the ongoing tradition of one car factory dominates and then gets knocked off the top of the mountain, only to be knocked off by another factory effort that then goes on to dominate for the next string of victories. And, the D-Type is gorgeous. And it also pioneered the use of disc brakes in racing.

At number 9 on the list is the Porsche 911 GT-1. Not only fast, durable and a winner at Le Mans (all of those are Porsche hallmarks, by the by), but it also closely resembled the road-going 911. Although only the chassis, taken from a 993-edition of the venerable 911, was road car sourced, everything else was pretty cool. The water-cooled engine came from a 962, for example. And when the GT1 finally did win over all, it gave Porsche their record-breaking 16th overall win at La Sarthe.

The Jaguar XJR-9, the eight-place car on the list, was the car that returned Jaguar to the top step of the podium at the 24 hour classic. In 1988, when it faced off against the might of the Porsche factory 962s, the XJR-9 was in the lead by the second lap. And despite the Jag suffering gearbox issues, with the car being stuck in fourth gear for much of the race, it won. That was the first time since 1980 that a Porsche did not win, AND it was the first time since 1957 that Jaguar did win.

Ah, the Chaparral 2F landing in seventh place. What is not to like about Jim Hall’s high tech racers from Midland Texas. OK, so they were kind of fragile and prone to breaking. But they did feature such neat bits of tech like a composite fiberglass chassis and a semi-auto gearbox. And this was back in the 1960s! Just check out the video, featuring Phil Hill and narrated by Chris Economaki, to see how cool.

Number 6, the Ferrari 330 P3/4. Really, this car needs to explanation. No, they didn’t win at Le Mans in 1967 (although they did come in one-two-three at Daytona the same year), but dear God what a gorgeous car. That’s reason enough right there.

The Toyota GT-One takes up the fifth place spot, and might be termed the best car never to win Le Mans. Toyota dumped trainloads of money into this beast winning the 24 Hours. It never did, but it was packed with enough tech to make a cruise missile pale in comparison, and seemingly had speed to match. Why did it fail at winning at Le Mans? A lack of reliability. A very un-Toyota like thing to do.

At number 4 on the list we see the Audi R10 TDi. Of course you have to put this car on the list. Speed, solid engineering, horsepower and torque. Lots and lots of torque. Did I mention it was a diesel? It is. Lots of people think that diesel = lack of speed and performance. Audi (and Peugeot) would beg to differ.

Of curse the Ford GT40 is on the list, coming in at number three. This was the car that blew Ferrari into the weeds and one of the few times an American manufacturer won anything on an international stage. Sure, it had an engine half again as big as what Ferrari was running, and a racing budget larger than the GDP of Ivory Coast, but it is damn cool and a winner. Nice video of the GT here:

At number 2 we have the Porsche 962. Essentially an IMSA spec 956 (they had to lengthen the wheelbase to get the drivers feet rear of the front axel line), but dayum these things were quick. And as reliable as an anvil. Porsche could stand on these things, literally all day and all night, and they still one, year after year, race after race.

And finally, the Mazda 787B tops the list. For starters, it’s the only Japanese car to win at Le Mans. For another thing, it’s the only rotary powered car to win the 24 hour race. And for yet another thing the four-rotor plant sounded like shrieking Harpies at full song. Just a terrible/gorgeous wail that most likely could be heard back in Paris.

So, that’s their list and my one addition … I think they seriously slighted the 917, and should have dumped the 911 GT-1.

Source: Jalopnik, lede photo from Fliker user Dave Catchpole.

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