Dink's Spa Classic Car Racing blog - dialup unfriendly
Discussion
From what Phil told me the Spa-Cobra did the last lap of the 1 hour race on the last drops of dead dino . . .
Dink's Spa Classic Car Racing blog (37)
Love locking-ups. Henderson did well here . . . passing the Porker. Love the detail: braking-lights on.
Passing small ones in a DB4 was easy . . .
A bunch of nice Capri's at Spa: Most had the V6, 3:03 isn't bad at all . . .
. . . considering a V8 MGB GT did plus 3 secs.
Another 3:03 here: Dod & Hyde's Sunbeam Tiger.
I just can't help posting!!!
Love the immense variety. Not only in this race but at the whole event.
I believe this car has a huge fanpack.
This Yank for me then.
Dink's Spa Classic Car Racing blog (37)
Love locking-ups. Henderson did well here . . . passing the Porker. Love the detail: braking-lights on.
Passing small ones in a DB4 was easy . . .
A bunch of nice Capri's at Spa: Most had the V6, 3:03 isn't bad at all . . .
. . . considering a V8 MGB GT did plus 3 secs.
Another 3:03 here: Dod & Hyde's Sunbeam Tiger.
I just can't help posting!!!
Love the immense variety. Not only in this race but at the whole event.
I believe this car has a huge fanpack.
This Yank for me then.
I really must say I've never had so much mailresponse on a topic ever. Normally I get a few mails a month, besides the PH-replies, of PHers I'd never mailed before. But since I started this blog I find happy words in my mailbox every other day. Some drivers, some enthusiasts, some who were at Spa as well.
I'm very happy to entertain you all. And now that's of my chest we can carry on:
Dink's Spa Classic Car Racing blog (38)
Froud's GTD40 (3:10), in red the low Fords look best IMO. Nice wheels here.
:looking at watch: The one hour race should be over in mins now . . .
. . . oops, the fast Tiger being a bit too nonchalant here, thus losing a few secs.
Last time Cheng passed by. Sitting comfy, flooring his beastie.
:sms: PODIUM!
Right, better hurry back to the paddock . . .
. . . where I meet Cheng's wife Jane (in red here). "Let's go and see some champy popping!"
Phil, waiting for Cheng to come in, obviously is a happy man here.
There he is: "We're third. On the podium at last!" Wayne at the left.
"That's brilliant! I could do with a glass of whatever . . . Let's go up."
A few moments later it's time to cheer.
Very well done, I've enjoyed the race and collected nuff pics for a nice reportage. Would it be a coincidence I was around and the Cob winning . . .
Cap comp: Flowers? WhereTF is our champy!
Coming up next: the tasty showering and the two-hour race.
I'm very happy to entertain you all. And now that's of my chest we can carry on:
Dink's Spa Classic Car Racing blog (38)
Froud's GTD40 (3:10), in red the low Fords look best IMO. Nice wheels here.
:looking at watch: The one hour race should be over in mins now . . .
. . . oops, the fast Tiger being a bit too nonchalant here, thus losing a few secs.
Last time Cheng passed by. Sitting comfy, flooring his beastie.
:sms: PODIUM!
Right, better hurry back to the paddock . . .
. . . where I meet Cheng's wife Jane (in red here). "Let's go and see some champy popping!"
Phil, waiting for Cheng to come in, obviously is a happy man here.
There he is: "We're third. On the podium at last!" Wayne at the left.
"That's brilliant! I could do with a glass of whatever . . . Let's go up."
A few moments later it's time to cheer.
Very well done, I've enjoyed the race and collected nuff pics for a nice reportage. Would it be a coincidence I was around and the Cob winning . . .
Cap comp: Flowers? WhereTF is our champy!
Coming up next: the tasty showering and the two-hour race.
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.
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 . . .
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.BossCerbera said:
Saw the Bendall 5300GT for sale this month.
Lottery! And then make it roadlegal . . . oh my goodness the thought. Blog 48 will be the finale.
So enjoy these last ones. The vids already past by:
Short one.
Long one.
Phil taking The Lead at Spa Francorchamps. The mighty Cobra at full song.
Dink's Spa Classic Car Racing blog (42)
Eckford & Beighton's Sunbeam Tiger LeMans (3:04) is a pretty thing. And fast too. All cars doing about 3 mins had a faster aura around them.
A little history, nicked, again: Back in the days the Sunbeam Tiger was the cheapest way to have a Shelby engineered, small block Ford powered two seat British sports. Just as the Cobra was born from the lesser AC Ace, so was the Tiger born from the lesser Sunbeam Alpine.
An agreement with Ford Motors was reached to supply 260 cu in V8 motors, with the first order for a lot of 3,000 units. Rootes then started their own development of the prototype into a certified, mass produced sports car.
The resulting Sunbeam Tiger was a huge success. Sunbeam was no longer competing with MGs and Triumphs, but rather Jaguars and Corvettes, and for a lot less money, retailing for under $3,500. Tigers came with a two-barrel 260 as standard equipment, but high performance options were screened by Shelby American, then offered for sale through Sunbeam dealerships just as Cobra hop-up kits were available through Ford dealers for Mustang owners.
July of 1964 saw coupe bodied Tigers competing at Le Mans. Though limited by short development time, these Lister bodied cars were timed at over 160 mph at Le Mans. Unfortunately, the motors in both team cars expired. Fortunately though, road racing in the U.S. was where Tigers had some of their greatest victories.
My list says this is a Mog+4
Anyone? 
Clarkson & Williams' Big Healey (3:15). They are tight cornering cars with about 250 up front. Loverly sounding when stamped or at overrun.
Great looking red 3000 driven by Smithies & Grace (3:13).
Lots of B's in the endurance races. Aerodynamic gadgettery here on Crew & Smith's (3:27) white-topped baby.
More British racers: Lotus Elite (3:21) in classic livery.
Another Lotus made lighter without any paint: an XI (3:08) with a tiny Cov Climax in. Check out the spanners!
You're right . . . WTF happened!
More of my Iso Bizzi-pics later:
The total restoration of this car was undertaken on behalf of ( . . . ) John Bendall, the car was finished in time for its first race at Donington park on 30th April '05.
"2003 sold to John Bendall" And already sell it now?!
I won't sleep so I better mess up my own blog
P 538: look at the DNA . . . I've never found THAT in a car ever.
Holy mother . . .
Love that typography.
Prices.
Sleek, powerfull but gentle all in one shape.
They are truely one of a kind.
Simple engine but with refined placing, best set of Webering ever and a thunder for a soundbyte. Corsa 327's have 400 to 450 brake, all depending of the state of tune. The big 427 has 500 even . . . and bucketloads of torque.
OMG is it beautifull. I don't even dare putting this on my PH-list of fantasy cars . . .
12 o' . . . so I must really go.
More of my Iso Bizzi-pics later:
The total restoration of this car was undertaken on behalf of ( . . . ) John Bendall, the car was finished in time for its first race at Donington park on 30th April '05.
"2003 sold to John Bendall" And already sell it now?!
I won't sleep so I better mess up my own blog
P 538: look at the DNA . . . I've never found THAT in a car ever.
Holy mother . . .
Love that typography.
Prices.
Sleek, powerfull but gentle all in one shape.
They are truely one of a kind.
Simple engine but with refined placing, best set of Webering ever and a thunder for a soundbyte. Corsa 327's have 400 to 450 brake, all depending of the state of tune. The big 427 has 500 even . . . and bucketloads of torque.
OMG is it beautifull. I don't even dare putting this on my PH-list of fantasy cars . . .
12 o' . . . so I must really go.
BossCerbera said:
The date for next year's Spa Six Hour is 6/7 October (with practice/qually for some races on 4/5).
Big red phat pencil in my diary . . . Didn't see it in Ted's calender.
Ted! There's an effing PH-convoy going! . . . it can't just NOT be in there?
Dink's Spa Classic Car Racing blog (43)
Look at John's Bizzi as a kind of an advertisment
For sale! 
What a place to sit . . . Isn't that everything you'll ever want?
Errr, with the 8 on gentle tick-over just closing the door and run off that is
I've got quite a few shirts to make . . .
John has just finished the two hour race and gets the 5300GT in the trailer. Some classy sidepipe BTW.
From whatever angle this car is so dropdead gorgeous.
It's low allright. I never saw this colour on a Bizzi. Looks really well doesn't it?
Number one indeed. The engine is close to the cockpit's. Must be hot in there.
Next: the last race pics and back to home . . .
Look at the Spa laptimes . . . That Bizzi is pretty damn fast.
Anyways, you're famous in The Netherlands Jon, look www.autoblog.nl/archive/2006/11/22/tvr-chimaera-launch-video">here
I know these guys, and they used to consult me when they'd put down something TVR-ish. They didn't this time and guess what: all famous PH-TVR's were put down in posts. Thanx for the cam to use at Spa guys
Spa '07 dates are sent to Ted and will be in the calendar in days. Sign up so we can make a proper convoy and meet next year! I'll start the topic when I'm done here
Dink's Spa Classic Car Racing blog (44)
Lovely Lotus again, cropped at speed. I like these kinda shots.
Clark & Clark's Lola Mk1 (3:05). With a 1.1 Cov Climax and 83 bhp at 6800 on board this lightweight is an elegant design comprising a multi-tubular chassis constructed from bronze-welded 20-gauge square steel tubing, weighing only 60 lbs (27 kg). Maurice Gomm built an attractive aluminium body to clothe the chassis, a Climax FWA unit was purchased for £250 and in July 1958 the first true Lola was registered as 600 DKJ and was ready to race. This car is history!
A quick thing
Right from the start the Mk1 proved an immediate success with Eric (Broadley) finishing second at Snetterton in only the Mk1's second race and a win followed immediately when Eric won his heat in a sportscar race at Brands Hatch by some 24 seconds and the Mk1 became the first sportscar to lap the Club Circuit in less than a minute. To further underline the promise of the new car on the same day Eric finished fourth in the race for sportscars up to 1500cc despite starting from the back of the grid.
It wasn't long before the requests to buy a MK1 began and using the proceeds of selling the first car and a loan of £1000 from his father Eric founded Lola Cars Limited. Setting up shop at Maurice Gomm's workshop in Byfleet, Surrey an initial run of three cars was undertaken for the 1959 season, one to be the works car, the other two to be sold, one to America. These first three production Mk1s bore the BY prefix (for Byfleet) to their chassis numbers. The works car would be driven by Peter Ashdown who was offered a run in the Mk1 when Eric was testing it at Brands, after being conclusively faster than it's designer Eric sensibly decided that his talents were better suited to design rather than race driving.
More power
For the 1959 season success followed success with a 1-2-3 in the Chichester Cup at Goodwood and a victory at Clermont-Ferrand as well as class wins in the TT, the Nürburgring 1000km and at Sebring. Eric was finding travelling from his home in Orpington to West Byfleet to be too time-consuming and at the end of 1959 new premises were built next to Rob Rushbrook's Bromley premises. During 1960 19 Mk1s would leave the Lola shop all bearing the BR prefix to indicate their Bromley parentage. A number of improvements were included in the 1960 models including the adoption of a Specialised Mouldings fibreglass body, power was also boosted with the Mark III FWA producing 90 bhp at 7200 rpm. The 1960 Autosport Sports Car Championship saw a Mk1 1-2 in the 1150 cc class with Peter Ashdown's works car heading Alan Rees, Ashdown would repeat this success in 1961. There was another class win at the 1960 Nürburgring 1000km for Chris Kerrison and Peter Sergent.
Production of the Mk1 continued through to 1962 with 7 more Mk1's being built in 1961 and a further 3 in 1962 as well as the one-off Mk1A (q.v.). Further small modifications were made and the cars were offered in an almost bewildering number of permutations with differing brake specifications, a choice of gearboxes from Ford and BMC dependant on engine choice. Possible engine choices included the Ford 105E or 109E, Coventry Climax 1100cc FWA or 1216cc FWE. Final specifications at the end of the Mk1 development even offered a 1470cc engine with a claimed 120 bhp on tap, which engine this was isn't clear since the Climax FWB was a 1460cc, 100 bhp unit.
Copyright Lola Heritage, cheers Gerald!
Widi Mk2 driven by the Wood's (3:08). Look at the driver at work.
De Vries' MGB (3:26) at speed. Love the livery and again, the crop.
Look at this looker, a B to have.
Check this out: this nice Grantura MkIII driven by Hooper & Emmerling did a 3:34s for quickest lap. That's 8 secs slower compared to the B.
Another Grantura (3:19) by Lees & Nicoll.
Seriously mean D (3:06) by Eastick and Dodd sounding like a Sagaris, I'm not kidding here!
DB4 (3:35) has all the charisma . . .
. . . but there's little you can't do to NOT look at this Ace Bristol driven by Conway & Mercer (3:35).
Rejo Mk IV (3:05) . . . Never heard of the thing, but it goes like stink.
Another Ace, but what a nicer! I was so attracted to this one. Some cars are larger than life . . .
Two to go!
Anyways, you're famous in The Netherlands Jon, look www.autoblog.nl/archive/2006/11/22/tvr-chimaera-launch-video">here
I know these guys, and they used to consult me when they'd put down something TVR-ish. They didn't this time and guess what: all famous PH-TVR's were put down in posts. Thanx for the cam to use at Spa guys
Spa '07 dates are sent to Ted and will be in the calendar in days. Sign up so we can make a proper convoy and meet next year! I'll start the topic when I'm done here
Dink's Spa Classic Car Racing blog (44)
Lovely Lotus again, cropped at speed. I like these kinda shots.
Clark & Clark's Lola Mk1 (3:05). With a 1.1 Cov Climax and 83 bhp at 6800 on board this lightweight is an elegant design comprising a multi-tubular chassis constructed from bronze-welded 20-gauge square steel tubing, weighing only 60 lbs (27 kg). Maurice Gomm built an attractive aluminium body to clothe the chassis, a Climax FWA unit was purchased for £250 and in July 1958 the first true Lola was registered as 600 DKJ and was ready to race. This car is history!
A quick thing
Right from the start the Mk1 proved an immediate success with Eric (Broadley) finishing second at Snetterton in only the Mk1's second race and a win followed immediately when Eric won his heat in a sportscar race at Brands Hatch by some 24 seconds and the Mk1 became the first sportscar to lap the Club Circuit in less than a minute. To further underline the promise of the new car on the same day Eric finished fourth in the race for sportscars up to 1500cc despite starting from the back of the grid.
It wasn't long before the requests to buy a MK1 began and using the proceeds of selling the first car and a loan of £1000 from his father Eric founded Lola Cars Limited. Setting up shop at Maurice Gomm's workshop in Byfleet, Surrey an initial run of three cars was undertaken for the 1959 season, one to be the works car, the other two to be sold, one to America. These first three production Mk1s bore the BY prefix (for Byfleet) to their chassis numbers. The works car would be driven by Peter Ashdown who was offered a run in the Mk1 when Eric was testing it at Brands, after being conclusively faster than it's designer Eric sensibly decided that his talents were better suited to design rather than race driving.
More power
For the 1959 season success followed success with a 1-2-3 in the Chichester Cup at Goodwood and a victory at Clermont-Ferrand as well as class wins in the TT, the Nürburgring 1000km and at Sebring. Eric was finding travelling from his home in Orpington to West Byfleet to be too time-consuming and at the end of 1959 new premises were built next to Rob Rushbrook's Bromley premises. During 1960 19 Mk1s would leave the Lola shop all bearing the BR prefix to indicate their Bromley parentage. A number of improvements were included in the 1960 models including the adoption of a Specialised Mouldings fibreglass body, power was also boosted with the Mark III FWA producing 90 bhp at 7200 rpm. The 1960 Autosport Sports Car Championship saw a Mk1 1-2 in the 1150 cc class with Peter Ashdown's works car heading Alan Rees, Ashdown would repeat this success in 1961. There was another class win at the 1960 Nürburgring 1000km for Chris Kerrison and Peter Sergent.
Production of the Mk1 continued through to 1962 with 7 more Mk1's being built in 1961 and a further 3 in 1962 as well as the one-off Mk1A (q.v.). Further small modifications were made and the cars were offered in an almost bewildering number of permutations with differing brake specifications, a choice of gearboxes from Ford and BMC dependant on engine choice. Possible engine choices included the Ford 105E or 109E, Coventry Climax 1100cc FWA or 1216cc FWE. Final specifications at the end of the Mk1 development even offered a 1470cc engine with a claimed 120 bhp on tap, which engine this was isn't clear since the Climax FWB was a 1460cc, 100 bhp unit.
Copyright Lola Heritage, cheers Gerald!
Widi Mk2 driven by the Wood's (3:08). Look at the driver at work.
De Vries' MGB (3:26) at speed. Love the livery and again, the crop.
Look at this looker, a B to have.
Check this out: this nice Grantura MkIII driven by Hooper & Emmerling did a 3:34s for quickest lap. That's 8 secs slower compared to the B.
Another Grantura (3:19) by Lees & Nicoll.
Seriously mean D (3:06) by Eastick and Dodd sounding like a Sagaris, I'm not kidding here!
DB4 (3:35) has all the charisma . . .
. . . but there's little you can't do to NOT look at this Ace Bristol driven by Conway & Mercer (3:35).
Rejo Mk IV (3:05) . . . Never heard of the thing, but it goes like stink.
Another Ace, but what a nicer! I was so attracted to this one. Some cars are larger than life . . .
Two to go!
Wim: some guys seem to cruise rather than race . . . Each to their own.
Dink's Spa Classic Car Racing blog (45)
My luverly Scotchtaped TZ (3:14) passed by . . .
. . . but not before it spun in front of my eyes. That's a racer for me: all the looks and elegant performance . . .
Canary yellow Shelby did 3:10 with all the drama. Within those laptime-regions it's the Alfa for me.
There's the Ace again. The two-hour-race is over and the cars return to the paddock, popping and cracking by. Waveys and lightsignals when I filled my last MB's of the Compact Flash.
I thought: "Gotta get that one close by." I posted the pics I took a few mins later a week ago.
I really'd love to know who will be the new owner.
Luvely TZ: flap open and body taped together. Again: loved this one.
The yellow Shelby was a raunchy thing. Those cars are trucks. But what a blasters they are.
Dink's Spa Classic Car Racing blog (45)
My luverly Scotchtaped TZ (3:14) passed by . . .
. . . but not before it spun in front of my eyes. That's a racer for me: all the looks and elegant performance . . .
Canary yellow Shelby did 3:10 with all the drama. Within those laptime-regions it's the Alfa for me.
There's the Ace again. The two-hour-race is over and the cars return to the paddock, popping and cracking by. Waveys and lightsignals when I filled my last MB's of the Compact Flash.
I thought: "Gotta get that one close by." I posted the pics I took a few mins later a week ago.
I really'd love to know who will be the new owner.
Luvely TZ: flap open and body taped together. Again: loved this one.
The yellow Shelby was a raunchy thing. Those cars are trucks. But what a blasters they are.
Did you see the TZ on the vid Ben?
Dink's Spa Classic Car Racing blog (46)
Last episode I'm 'fraid . . . ran out of pics.
But hey: there's something really good coming up. Check bottom!
D-type (3:06) is legendary and a looker. They won Le Mans from '55 to '57.
DB4 adds some style on the track. Those cars are big!
Rocket's E, also to be seen in the big vid.
Cobra (3:02) driven by Phillips & Williams. Gawd is this a fine car.
Barrie & Monk's '65 911 (3:18). I can imagine those old Porkers were pretty modern cars at the day.
Jag-powered HWM (3:07) by Steele & Williams. Light was getting low, Dink was getting tired but there was still so incredibly much to see . . .
. . . absolutely ace-mill. Love my flash, just a tiny piece of technology doing exactly what I want.
Is there a better way to end this pic-fest than with a hardtopped Cobra . . . in flaming red of all colours.
Tired and extremely satisfied I walked over to the paddock to meet Phil, Cheng and all those great boys 'n girls that supported this all. We had a laugh, a beer, some fine cheese and bread and we talked about this fine event.
Phil burnt me some cd's from his giant laptop and he gave us a slideshow with some of the highlights of my pics.
Then we packed our stuff, Cheng ran the Cobra on the trailer (Phil: that vid isn't on YouTube?!) and we sadly had to say goodbye. Untill next time!
I had a 3 hour stint to Leusden ahead of me. Firing up, winding down the window and gently let the engine and tranny warm up. Before I knew it I was racing the rural roads in an imaginary TZ.
Thanx again everyone for this fantastic weekend
and thanx PHers enjoying this blog.
OK, let's get cracking now. I know there are some guys out here that really like to drive their cars.
Try this and feel free to mail me if you can't get in. It's gonna be super!
Dink's Spa Classic Car Racing blog (46)
Last episode I'm 'fraid . . . ran out of pics.
But hey: there's something really good coming up. Check bottom!
D-type (3:06) is legendary and a looker. They won Le Mans from '55 to '57.
DB4 adds some style on the track. Those cars are big!
Rocket's E, also to be seen in the big vid.
Cobra (3:02) driven by Phillips & Williams. Gawd is this a fine car.
Barrie & Monk's '65 911 (3:18). I can imagine those old Porkers were pretty modern cars at the day.
Jag-powered HWM (3:07) by Steele & Williams. Light was getting low, Dink was getting tired but there was still so incredibly much to see . . .
. . . absolutely ace-mill. Love my flash, just a tiny piece of technology doing exactly what I want.
Is there a better way to end this pic-fest than with a hardtopped Cobra . . . in flaming red of all colours.
Tired and extremely satisfied I walked over to the paddock to meet Phil, Cheng and all those great boys 'n girls that supported this all. We had a laugh, a beer, some fine cheese and bread and we talked about this fine event.
Phil burnt me some cd's from his giant laptop and he gave us a slideshow with some of the highlights of my pics.
Then we packed our stuff, Cheng ran the Cobra on the trailer (Phil: that vid isn't on YouTube?!) and we sadly had to say goodbye. Untill next time!
I had a 3 hour stint to Leusden ahead of me. Firing up, winding down the window and gently let the engine and tranny warm up. Before I knew it I was racing the rural roads in an imaginary TZ.
Thanx again everyone for this fantastic weekend
and thanx PHers enjoying this blog. OK, let's get cracking now. I know there are some guys out here that really like to drive their cars.
Try this and feel free to mail me if you can't get in. It's gonna be super!
M3John said:
dinkel said:
Thanx again everyone for this fantastic weekend
and thanx PHers enjoying this blog. OK, let's get cracking now. I know there are some guys out here that really like to drive their cars.
Try this and feel free to mail me if you can't get in. It's gonna be super!
Hay Dink, whats the craic with this, the link is not working for me either ?!
www.pistonheads.com/gassing/topic.asp?h=0&f=163&t=332737&p=1
Here you go.
Esper van Heesewijk's Spa page
Enjoy!
Didn't I shoot this Grantura as well
I love this one!
I wasn't the only one liking this one . . .
At speed.
More Spa 6Hrs websites anyone?
Enjoy!
Didn't I shoot this Grantura as well
I love this one!
I wasn't the only one liking this one . . .
At speed.
More Spa 6Hrs websites anyone?
Gassing Station | General Gassing | Top of Page | What's New | My Stuff