Dink's Spa Classic Car Racing blog - dialup unfriendly
Discussion
johnnymaestro said:
I think he wants aronud 50K for the Silver one,which is for sale. If it doesn't sell then he is going to ship it out to the states and race it there until it sells, which it will out there.
Christ you can get a Good Car for that dosh!! All very well looking Mean in the paddock much you can bet it would be a mobile chicane out on the track.
Have to be a late 60's full race Vette or not worth bothering....
This is what you want if it is a Vette that floast your boat.
BossCerbera said:
Heathen! That's one of the two PRICELESS Gran Sport roadsters (if not a recreation).
Cheng and I have pondered doing a replica of one of these to race against his replica Cobra - so we can play at recreating the Ford/Chevy wars of the 60s!
She is a BEAUT / MONSTER!
One for the collection when I come in big on the loot!
BossCerbera said:
dinkel said:
. . . oops, the fast Tiger being a bit too nonchalant here, thus losing a few secs.
...well, half an hour earlier he'd watched me being a bit nonchalant right there...
Oi, did I miss that? Being busy catching other metal I guess . . .
50K for a truck is big money . . . A Gran Sport Vette on the other hand.
www.grandsportcorvette.com/gs/power.htm
HF! I thought 327 but it's stroked to 377 . . . a real screamer!
Now how do we move Cheng to do it
I've nuff Cobra pics now . . . Spa would be topnotch with a Gran Sport Vette doing 2:44's.
dinkel said:
Oi, did I miss that? Being busy catching other metal I guess . . .
Yes, but it was captured on video from inside the car...
BossCerbera said:
Heathen! That's one of the two PRICELESS Gran Sport roadsters (if not a recreation).
Ooh I knew I would get stick for that!
But they really dont float my boat as I said too many add ons. BossCerbera said:
Cheng and I have pondered doing a replica of one of these to race against his replica Cobra - so we can play at recreating the Ford/Chevy wars of the 60s!
Now if you want a re-creation of a classic, Corvette Kingdom in Norfolk have just finished this:
This was a 1959 prototype racing Corvette. This re-creation is on a mid 70's chassis, but interestingly enough the original and there is only one, had a space frame chassis and of course there are several companies in the USA who make very stiff spaceframe chassis for early corvettes which accept C4 and C5 suspension, If you see where I am going!
BTW I did hear mutterings of Corvette Kingdom possibly building a replica Grand sport.
G
Edited by VetteG on Tuesday 14th November 08:25
BossCerbera said:
dinkel said:
Oi, did I miss that? Being busy catching other metal I guess . . .
Yes, but it was captured on video from inside the car...
Might have to have a go at this www.heritagegtcc.co.uk/index.php?menu_id=1 if Griff qualify's for it (can't see why not?) - 2 Driver!!
You were surely just playing with the Tiger driver - with the one handed hairpin letting him past and then doing on the top straight!? hahaha.
Edited by jellison on Tuesday 14th November 08:42
BossCerbera said:
dinkel said:
Oi, did I miss that? Being busy catching other metal I guess . . .
Yes, but it was captured on video from inside the car...
Ha! some more great stuff. Look at the car sliding. Wet tarmac and big power. And a velvet feet I guess . . .
You got some Cheng-behind-the-wheel vids as well Phil?
Dink's Spa Classic Car Racing blog (39)
There you go! Most guys just smiled and waved the flowers. Cheng & Phil gave us some entertaiment. A great show indeed!
The loudest burp contest . . . Champy did the trick. Some thought it was the Thunder Cobra at startup.
"Is this mike working?"
The Monty Python Fish Slapping Dance act worked out well . . . Cheng got the load here
Ten seconds and counting. "The bottle is still in one piece!"
"It's my turn to drive Barry." - "Sure, but I was in here first."
Isn't this everyone's dream? To just stroll back to the paddocks in a 630 brake Cobra . . . Loud!
. . . This thingy is actually roadlegal. Imagine driving through the City of London . . . I love the matching cap.
Cheng: "Wasn't it Wayne's turn to drive back this time?" - "Honestly no!"
Another wallpaper. Back to the other cars now . . .
jellison said:
Love the music - how did they get the lead back then? That thing Cobra Chevy seems unbeatable!
Might have to have a go at this www.heritagegtcc.co.uk/index.php?menu_id=1 if Griff qualify's for it (can't see why not?) - 2 Driver!!
You were surely just playing with the Tiger driver - with the one handed hairpin letting him past and then doing on the top straight!? hahaha.
Might have to have a go at this www.heritagegtcc.co.uk/index.php?menu_id=1 if Griff qualify's for it (can't see why not?) - 2 Driver!!
You were surely just playing with the Tiger driver - with the one handed hairpin letting him past and then doing on the top straight!? hahaha.
The Tiger finished 5th. We lost the lead in the pitstop/safety car period. Cheng's car is pretty much unbeatable in a straight line but it's heavy and we do run road legal tyres - the Morgan V8s and the Tiger appeared not to (which caught them all out when it rained). I could see there was no need to take big risks to pass the Tiger so I was playing a bit...
Several parts of the track were very slippery - the powder was being put down on an oil spill from Rivage down to and through Pouhon. There's always a lot of oil on the tracks at Historic meets! 
You need to hear that engine when the loud pedal is STAMPED on rather than fed open. It runs such a tall diff it just doesn't sound very angry when keeping it all smooth in the wet.
A few years ago when the 4-speed Toploader was in, it got jammed in 3rd in practice at Oulton Park.
Cheng and I were entered in a race each and both of us had to qualify with 3rd gear only. Cheng stuck it on pole, I put it on the second row for my race. In terms of the lap, it had enough torque to deal with 2nd gear chicanes and was on the limiter in three or four places. But being in one gear for the entire lap was SO easy to drive. Makes you think about time spent gearchanging.
Albert: I'm still editing footage from Spa, other stuff will go up to YouTube soon.
Cheng and I were entered in a race each and both of us had to qualify with 3rd gear only. Cheng stuck it on pole, I put it on the second row for my race. In terms of the lap, it had enough torque to deal with 2nd gear chicanes and was on the limiter in three or four places. But being in one gear for the entire lap was SO easy to drive. Makes you think about time spent gearchanging.
Albert: I'm still editing footage from Spa, other stuff will go up to YouTube soon.
More footage 
is something to look forward too.
Only in 3rd
Makes me wonder what an automatic in a muclecar is all about
About the Thunder's sound: it's almost like a funny car. Accelerating soundbyte is brutal. Coming out of La Source gunning for the straight is mental. A pity I didn't catch the car anywhere else, like out of Busstop shifting up or halfway the straight lifting and giving some pops and bangs . . .
HF! 40, it's getting scary . . .
Dink's Spa Classic Car Racing blog (40)
The Evil twins look very pretty from the outside . . .
. . . but look at the utter rudeness inside.
50K my arse! Pretty knob there though . . .
Wim's fav I know . . . Excellent example this.
The mean Tiger . . . great color. Driver was looking mean too BTW. A pity I didn't get some inside shots. I didn't dare ask this time . . .
Last race: the two-hour GT & Sports Endurance Masters race:
A 3:15 Stang rolling in, covered in smoke. It wasn't the mill raising hell, and all sounded fine. When one of the mechanics crawled under there was nothing wrong too . . .
A bit of a discussion what to do then . . .
Let's continue the race . . . After a few laps the smoke was gone and the Ford finished just fine.
Fastback 3:13 Shelby thundering by. Most cars where tuned with some reserve . . . I could just hear.
3:10 Tiger at La Source. The reason I returned to my sweet spot was I had to capture Justin's E.
I dunno how or what but I just didn't manage to get it. Thanx to Rockets {3:19) wife I got the pitpass, so the least I could do was getting some great pics . . . there was a spell I guess.
Light was getting low . . . but I had to get some more. Never mind the bluriness, to capture speed is addictive. A handfull of episodes and I'm done . . . Next years Spa-blog will be packed with even more photo's I'm sure.
Dutch convoy is already getting ready!
is something to look forward too. Only in 3rd
Makes me wonder what an automatic in a muclecar is all about About the Thunder's sound: it's almost like a funny car. Accelerating soundbyte is brutal. Coming out of La Source gunning for the straight is mental. A pity I didn't catch the car anywhere else, like out of Busstop shifting up or halfway the straight lifting and giving some pops and bangs . . .
HF! 40, it's getting scary . . .
Dink's Spa Classic Car Racing blog (40)
The Evil twins look very pretty from the outside . . .
. . . but look at the utter rudeness inside.
50K my arse! Pretty knob there though . . .
Wim's fav I know . . . Excellent example this.
The mean Tiger . . . great color. Driver was looking mean too BTW. A pity I didn't get some inside shots. I didn't dare ask this time . . .
Last race: the two-hour GT & Sports Endurance Masters race:
A 3:15 Stang rolling in, covered in smoke. It wasn't the mill raising hell, and all sounded fine. When one of the mechanics crawled under there was nothing wrong too . . .
A bit of a discussion what to do then . . .
Let's continue the race . . . After a few laps the smoke was gone and the Ford finished just fine.
Fastback 3:13 Shelby thundering by. Most cars where tuned with some reserve . . . I could just hear.
3:10 Tiger at La Source. The reason I returned to my sweet spot was I had to capture Justin's E.
I dunno how or what but I just didn't manage to get it. Thanx to Rockets {3:19) wife I got the pitpass, so the least I could do was getting some great pics . . . there was a spell I guess.
Light was getting low . . . but I had to get some more. Never mind the bluriness, to capture speed is addictive. A handfull of episodes and I'm done . . . Next years Spa-blog will be packed with even more photo's I'm sure.
Dutch convoy is already getting ready!
Dink's Spa Classic Car Racing blog (41)
There's the smokey Stang again. Look at that blue baby go. Smoke has gone . . .
Another V8 roaring by, a bit smaller but certainly a bit higher in tune. What an amazing an utter luverly car: Bizzarinni 5300 GT, here driven by John Bendall (3:00).
A favourite car of mine, the Iso Grifo, was the precursor to the 5300 GT. Also Mr. Bizzi designed one of the most famous V12's of all time, the Lambo 3.5 litre. Used in the Miura, Countach, Diablo . . . maxxed up along the way to get all the performance. IMO the 4 litre version is the purest of the lot. And guess what, it's in the "12 POT" Spada . . .
This alu metal-blue baby here has the quad 45 DCOE Webers, giving well over 400 brake. You can imagine this car goes around Spa as quick as Phil in his 4.5 Cerb. They about weight the same too. I have to believe it sounds better but I almost can't image that . . . What a soundbyte.
Here's the story: after the death of Renzo Rivolta in 1965, the relationship between Bizzarrini and Iso ended with only 25 Iso Grifos built (check out the amazing prices these days). Bizzarrini then sued Iso to aquire the necessary parts and finish 50 cars himself at Livorno. Without Iso, all cars after chassis #0224 were named Bizzarrini 5300 GTs. Finally Bizzarrini's name graced his design.
Both the Grifo and 5300 where based on the Iso Rivolta 300 chassis. It was a welded sheet steel tub having a fully independent suspension by double wishbones in the front and a De Dion axle in the rear. These same characteristics were lent to the Griffo and 5300, albeit in a shorter chassis.
Unlike all Italian sports car tradition, Bizzarrini used a Yank V8 for the 5300, specifically the revvy Chevy 327. With this engine came a host of benefits: it was ample in power, cheap to purchase and maintain, simple to tune and best of it all, it would run reliably all day and all night. After moderate tuning, the engine provided 365 bhp, keeping it well ahead of Ferrari's 275 GTB.
Bizzarrini pushed the heavy V8 as far back into the engine bay as possible. When combined with the side-mounted gas tanks the weight balance of the 5300 was very close to a perfect, even during different fuel loads. One major drawback to this engine location was the intrusion of interior space which put the pedals at about mid-engine. Being so close to the engine, road going 5300s got very hot in the cockpit, despite added interior ventilation.
Like a race-car, the interior space seemed planned as an afterthought. Both the speedo and tach were located centrally with temperature and oil pressure gauges in front of the driver. Furthermore, very little insulation was provided to stop heat and noise from reaching the occupants. I like that in a car.
Bizzarrini offered the 5300 in two variations. As a stradale, more interior appointments, including ventilation, were standard. For the racing client, or adventurous customer, Bizzarini offered the competition version with a tighter steering ratio, hot engine, lightweight body and no seat belts! Over the years several changes were made to this Corsa version with some cars getting individual specification. For this reason, no two cars are exactely alike. Those were the days.
Highlighting the Corsa was a 405 horsepower version of the Corvette 327. The additional power was result of four twin choke side draught Webers mounted on a cross flow intake manifold. Other subtle engine modifications included polished ports, aggressive camshafts and a free-flow exhaust.
Thin gauge aluminum was used on all the competition cars. The body and other lightweight measures helped shed 110 lbs off the car.
In 1966, Bizzarrini made better use of the relaxed rules made for prototype cars. Several drastic modifications to the 5300 included a fiberglass body which helped reduce the weight to just 1,196kg with driver and fuel. At the end of the season, Bizzarrini installed the 500 brake 427 Chevy in chassis BA4 0106, one of his fiberglass cars. These were the most powerful 5300s, and could attain 210 mph (330 kph) down the Mullsanne straight.
Due to homologation requirements, the Iso Grifo debuted on the track as a prototype. This classification put the Grifo against Ford's seven liter GT40 and Shelby's Cobra. The Grifos excellent aerodynamics, powerful engine, independent suspension and reliability made it an excellent endurance GT car and prototype sports for that matter.
1964 was very much a development year for Bizzarrini. The team managed to attain 14th place at Le Mans and finsihed 19th at the Nurburgring 1000km. The next season started out on a rough note, with a car getting destroyed at both Sebring and Daytona. After the first two races, older cars were used. At Le Mans, a class victory was scored with the retirement of the seven liter GT40s. This first in class highlighted the racing achievements achieved with the Grifo.
The following two years, Bizzarrini raced the 5300 sporadically throughout the season. Unfortunately no major victory was achieved despite several extensive modifications including fiberglass bodies and seven liter engines. The seven liter car was unable to race the 1967 Le Mans because it did not pass scrutineering.
Copyright: www.supercars.net (thanx guys)
If you want a Bizzi like this one . . . make sure you bring over 400K.
A very big to the guys who race these kinda cars, and let us simple mortals enjoy 'em.
There's the smokey Stang again. Look at that blue baby go. Smoke has gone . . .
Another V8 roaring by, a bit smaller but certainly a bit higher in tune. What an amazing an utter luverly car: Bizzarinni 5300 GT, here driven by John Bendall (3:00).
A favourite car of mine, the Iso Grifo, was the precursor to the 5300 GT. Also Mr. Bizzi designed one of the most famous V12's of all time, the Lambo 3.5 litre. Used in the Miura, Countach, Diablo . . . maxxed up along the way to get all the performance. IMO the 4 litre version is the purest of the lot. And guess what, it's in the "12 POT" Spada . . .
This alu metal-blue baby here has the quad 45 DCOE Webers, giving well over 400 brake. You can imagine this car goes around Spa as quick as Phil in his 4.5 Cerb. They about weight the same too. I have to believe it sounds better but I almost can't image that . . . What a soundbyte.
Here's the story: after the death of Renzo Rivolta in 1965, the relationship between Bizzarrini and Iso ended with only 25 Iso Grifos built (check out the amazing prices these days). Bizzarrini then sued Iso to aquire the necessary parts and finish 50 cars himself at Livorno. Without Iso, all cars after chassis #0224 were named Bizzarrini 5300 GTs. Finally Bizzarrini's name graced his design.
Both the Grifo and 5300 where based on the Iso Rivolta 300 chassis. It was a welded sheet steel tub having a fully independent suspension by double wishbones in the front and a De Dion axle in the rear. These same characteristics were lent to the Griffo and 5300, albeit in a shorter chassis.
Unlike all Italian sports car tradition, Bizzarrini used a Yank V8 for the 5300, specifically the revvy Chevy 327. With this engine came a host of benefits: it was ample in power, cheap to purchase and maintain, simple to tune and best of it all, it would run reliably all day and all night. After moderate tuning, the engine provided 365 bhp, keeping it well ahead of Ferrari's 275 GTB.
Bizzarrini pushed the heavy V8 as far back into the engine bay as possible. When combined with the side-mounted gas tanks the weight balance of the 5300 was very close to a perfect, even during different fuel loads. One major drawback to this engine location was the intrusion of interior space which put the pedals at about mid-engine. Being so close to the engine, road going 5300s got very hot in the cockpit, despite added interior ventilation.
Like a race-car, the interior space seemed planned as an afterthought. Both the speedo and tach were located centrally with temperature and oil pressure gauges in front of the driver. Furthermore, very little insulation was provided to stop heat and noise from reaching the occupants. I like that in a car.
Bizzarrini offered the 5300 in two variations. As a stradale, more interior appointments, including ventilation, were standard. For the racing client, or adventurous customer, Bizzarini offered the competition version with a tighter steering ratio, hot engine, lightweight body and no seat belts! Over the years several changes were made to this Corsa version with some cars getting individual specification. For this reason, no two cars are exactely alike. Those were the days.
Highlighting the Corsa was a 405 horsepower version of the Corvette 327. The additional power was result of four twin choke side draught Webers mounted on a cross flow intake manifold. Other subtle engine modifications included polished ports, aggressive camshafts and a free-flow exhaust.
Thin gauge aluminum was used on all the competition cars. The body and other lightweight measures helped shed 110 lbs off the car.
In 1966, Bizzarrini made better use of the relaxed rules made for prototype cars. Several drastic modifications to the 5300 included a fiberglass body which helped reduce the weight to just 1,196kg with driver and fuel. At the end of the season, Bizzarrini installed the 500 brake 427 Chevy in chassis BA4 0106, one of his fiberglass cars. These were the most powerful 5300s, and could attain 210 mph (330 kph) down the Mullsanne straight.
Due to homologation requirements, the Iso Grifo debuted on the track as a prototype. This classification put the Grifo against Ford's seven liter GT40 and Shelby's Cobra. The Grifos excellent aerodynamics, powerful engine, independent suspension and reliability made it an excellent endurance GT car and prototype sports for that matter.
1964 was very much a development year for Bizzarrini. The team managed to attain 14th place at Le Mans and finsihed 19th at the Nurburgring 1000km. The next season started out on a rough note, with a car getting destroyed at both Sebring and Daytona. After the first two races, older cars were used. At Le Mans, a class victory was scored with the retirement of the seven liter GT40s. This first in class highlighted the racing achievements achieved with the Grifo.
The following two years, Bizzarrini raced the 5300 sporadically throughout the season. Unfortunately no major victory was achieved despite several extensive modifications including fiberglass bodies and seven liter engines. The seven liter car was unable to race the 1967 Le Mans because it did not pass scrutineering.
Copyright: www.supercars.net (thanx guys)
If you want a Bizzi like this one . . . make sure you bring over 400K.
A very big
to the guys who race these kinda cars, and let us simple mortals enjoy 'em.
Easily one of the prettiest cars ever... Up there with the Miura IMO.
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