Like many things, it fits a bell curve:
First race 1895
Peak - 62 years later
![FSFWKDYLE5DQDDEB2MHQMAUKGM.jpg?w=1220&ss]()
and now we are 63 years beyond it!
EM
First race 1895
Peak - 62 years later
and now we are 63 years beyond it!
EM
Your Golden Epoch?
Most motor racing folk look back to their favourite eras from time to time because we have brains that store memories. Like all 'disciplines' motor sport, in all its forms, has gone through highs and lows, but even during troughs, we can often reflect on something that has been stored in our minds with affection.
As usual your views and images will always be of great interest. And thanks.
A few memory joggers below.
As usual your views and images will always be of great interest. And thanks.
A few memory joggers below.
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Love the draughtsmanship
EM
EM
A number of photographs on this thread and a recent series of photos of red cars took my thoughts down an odd pass.
Art versus engineering - in this case I mean art to be shape and substance of the body of the car and engineering is everything that is under the skin.
It is certainly the case that automotive engineering has advanced in the past half-century or so. Disc brakes were a major leap forward. The widespread use of overhead cam shafts, 4 valve heads and turbocharging has transformed the power unit. (My 2 L Volvo 4 banger pumps out twice the power of my old 3 Healey.) I could go on and on but I don't think this is a point that needs to be argued.
On the other hand, do any of the Daimler-Benz's current sporty offerings have the purposeful look and visceral appeal of the gull wing 300SL? Are the current crop of Ferrari's with their gaping intakes and creased sides an improvement over the early 60s GTO's? Has there ever been a better looking four-door sedan than the late 1960s 2.4 and 3.4 Jaguars?
Some cars such as Porsche have retained much of their classic shape and, to my mind, is to their benefit. They are also a demonstration that the need to accommodate regulations and updated engineering can be met without totally ignoring tradition.
Is this real or just an early morning fantasy to be dispelled by my 2nd cup of coffee?
Art versus engineering - in this case I mean art to be shape and substance of the body of the car and engineering is everything that is under the skin.
It is certainly the case that automotive engineering has advanced in the past half-century or so. Disc brakes were a major leap forward. The widespread use of overhead cam shafts, 4 valve heads and turbocharging has transformed the power unit. (My 2 L Volvo 4 banger pumps out twice the power of my old 3 Healey.) I could go on and on but I don't think this is a point that needs to be argued.
On the other hand, do any of the Daimler-Benz's current sporty offerings have the purposeful look and visceral appeal of the gull wing 300SL? Are the current crop of Ferrari's with their gaping intakes and creased sides an improvement over the early 60s GTO's? Has there ever been a better looking four-door sedan than the late 1960s 2.4 and 3.4 Jaguars?
Some cars such as Porsche have retained much of their classic shape and, to my mind, is to their benefit. They are also a demonstration that the need to accommodate regulations and updated engineering can be met without totally ignoring tradition.
Is this real or just an early morning fantasy to be dispelled by my 2nd cup of coffee?
A gull wing story:
It was around 1955 or so and a friend of mine, from a well-off family, had acquired one. After driving it around for a bit we decided that a road trip was in order. Why not go cross-country?
Cross-country in the US is about 3000 mile trip and, while there were a number of highways, this was well before the completion of the Interstate system. We packed lightly (the car was fitted with the optional large fuel tank) and started out.
At one point along the way - well into the mountainous western states - we made a fuel stop, the tank being nearly empty. In those days there was no such thing as "self-service" at gas stations. We got out of the car and relaxed while the attendant pumped fuel.
As the meter hit 25 gallons he poised, prepared to stop. That was a typical full tank for cars of the day. At the 30 gallon mark, he stopped, bent over and looked to see if the fuel was running out somewhere. At about 35 gallons, he stopped pumping and told us that he did not know what was wrong but it seemed that his pump was malfunctioning. We contained our laughter with some difficulty and assured him that it was okay. If memory serves, we took on 42 gallons!
One of the highlights of the trip was traversing several of the Western states whose speed restrictions were "reasonable and proper" rather than posted limits
It was around 1955 or so and a friend of mine, from a well-off family, had acquired one. After driving it around for a bit we decided that a road trip was in order. Why not go cross-country?
Cross-country in the US is about 3000 mile trip and, while there were a number of highways, this was well before the completion of the Interstate system. We packed lightly (the car was fitted with the optional large fuel tank) and started out.
At one point along the way - well into the mountainous western states - we made a fuel stop, the tank being nearly empty. In those days there was no such thing as "self-service" at gas stations. We got out of the car and relaxed while the attendant pumped fuel.
As the meter hit 25 gallons he poised, prepared to stop. That was a typical full tank for cars of the day. At the 30 gallon mark, he stopped, bent over and looked to see if the fuel was running out somewhere. At about 35 gallons, he stopped pumping and told us that he did not know what was wrong but it seemed that his pump was malfunctioning. We contained our laughter with some difficulty and assured him that it was okay. If memory serves, we took on 42 gallons!
One of the highlights of the trip was traversing several of the Western states whose speed restrictions were "reasonable and proper" rather than posted limits
I have often wondered why turbines were such a short-lived branch on the automotive evolutionary tree.
Chrysler put some experimental turbine powered cars on the road. Andy Granitelli (STP) was on the verge of dominating Indianapolis until the rules makers literally choked the turbines out of contention by imposing an absurd air intake restriction.
They are certainly simpler than reciprocating engines and run on much lower grade fuel. Their essentially universal use in aircraft applications suggests a better power-to-weight ration.
Is it throttle response? fuel consumption? maintenance requirements?
EM
Chrysler put some experimental turbine powered cars on the road. Andy Granitelli (STP) was on the verge of dominating Indianapolis until the rules makers literally choked the turbines out of contention by imposing an absurd air intake restriction.
They are certainly simpler than reciprocating engines and run on much lower grade fuel. Their essentially universal use in aircraft applications suggests a better power-to-weight ration.
Is it throttle response? fuel consumption? maintenance requirements?
EM
These photos reminded me of why I don't build Lotus models. It is my opinion that Chapman's passion for minimalism and his lack of real engineering training killed one of the three greatest drivers and ended the career of another.
EM
EM
Yes, it's interesting to compare his legacy and influence on the sport with that of Charles Cooper et fils
Ah, yes - Flash 'Arry - right out of St. Trinians
Never did anything like that but it called to mind my days of hanging on by my toes over the rail of a 17' racing dinghy. A beam reach in 20 kts of breeze was a drenching experience.Jenks with Marcel Masuy at Solitude, 1952, competing with their Norton-Watsonian. This is just one reason why Jenks was so infuriatingly intransigent in his views about safety in motor sport.
EM
EM
Weight shouldn't be too much of a problem - consider the sound output of cell phones and it would be easy to link pitch to power applied but upshifting, downshifting and overrun - a bit more of a problem.Which raises the question of why digital slot cars don't have sound, like many of their rail -borne digital counterparts?
Perhaps because the weight of the sound chip and speaker would degrade the performance, which isn't really a problem in the model railway world?
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