SAUBER-MERCEDES WORLD CHAMPIONS 1985-91 THE GROUP C CARS

SAUBER-MERCEDES WORLD CHAMPIONS 1985-91 THE GROUP C CARS

JOHN STARKEY

38,00 €
IVA incluido
En stock
Código:
2986
Idioma:
INGLES
Editorial:
INDEFINIDA
Materia
Escuderías
ISBN:
978-0-9703259-6-9
Páginas:
116
Encuadernación:
PORTADA DURA CON CARATULA
Medidas:
236 mm x 217 mm
38,00 €
IVA incluido
En stock
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• Describes Luigi Chinetti’s achievements prior to the formation of NART
• Chinetti’s unique relationship with Enzo Ferrari
• The formation of the North American Racing Team
• An insight into how NART functioned
• Why and how NART was involved in Formula One
• The fall-out with the Le Mans organisers and subsequent consequences
• The question of who drove the NART car to victory at Le Mans
• Examples of vehicle purchase documents from Ferrari
• Reveals the payments made to drivers for their services
• Includes details of NART entries to races in America and Europe
Description

Luigi Chinetti’s association with Ferrari, and the origins, formation and racing history of NART (North American Racing Team). A complex organisation, inextricably linked to Luigi Chinetti Motors Inc, NART enjoyed success on the race tracks of the US and Europe for three decades – as well as financial difficulties and arguments with organisers – to rightly become a legend.
Synopsis

Most people with an interest in motor sport will be familiar with the acronym N.A.R.T., yet few people profess to know too much about the North American Racing Team.
Starting in the the second half of the 1950s, NART existed for three decades, during which it experienced successes on the tracks of America and Europe. It also suffered financial difficulties, and arguments with track organisers.
This book explains what NART was, how it was formed, and what it achieved over three decades of competition. It wasn’t just sports cars that were entered into races, NART entered Formula One cars and Formula Junior cars as well.
Never as financially stable as his rival team owners, Chinetti did deals with Ferrari to purchase the latest specification sports cars at the end of a season, in order to attract the best drivers to drive for NART. It was also an opportunity to lease the cars on a race-by-race basis, an arrangement that appealed to some of Chinetti’s clientele.
Whilst success on the track was significant, problems were never far away. Working on the cars with a limited number of staff, and not receiving spares from Ferrari on time, NART always appeared to be in a state of crisis.
No matter … despite the difficulties, the formula worked well for Luigi Chinetti, and the acronym N.A.R.T. has rightly become legendary.
Additional Information

Covers the period 1956-1983 and Ferrari, OSCA - specifically:
FERRARI: 250 GT TdF 84 built, 1954-1959, 250 GT LWB/SWB 259 built, 1955-1962, 250 GT California 104 built 1957-1963, 250 GTO 40 built, 1962-64, 315 S 2 built 1957, 335 S 4 built 1957, 500TR/TRC 35 built 1956, 250 TR 33 built 1957-1961, 375 Indy 1 built 1957, 860 Monza 4 built 1956, Dino V-6 & V-8 15 built 1958-1967, 250/330/412 P 23 built 1963-1967, 250LM 32 built 1964-1965, 275 GTB/C 12 built 1965, Dino 206S @18 built 1966, 365 GTB4/C n/k built , 512S & 512M 26 built, 1970-1971, 312P 3 built 1971, 612 C-A 2 built 1968-1969 512 BB LM 29 built 1978-1982 
OSCA: OSCA S-187 18 built 1956-1960, OSCA 1600 GT 56 built 1960-1963, OSCA Formula Junior 15 built 1959-1961
 
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                    [descripcion] => ALPINE AND RENAULT THE DEVELOPMENT OF THE REVOLUTIONARY TURBO F1 CAR 1968 TO 1979
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                    [autor] => ROY SMITH
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                    [sinopsis_editor] => Alpine and Renault describes the history of each company involved, the thinking behind the creation of the first turbo-charged Grand Prix car, and the men concerned – from the first ideas to the final ultimate success of a Grand Prix victory. The book covers the development of an experimental car by Alpine in the 1960s, and the story of the men who worked with Gordini, the engine-tuning genius who went on to create a power unit that changed the world’s thinking on engine design. The early tests, first car designed at Alpine, and the Renault-designed and built Grand Prix car made to the specific Formula 1 regulations are described, as well as the full story of the Renault Turbo Grand Prix cars, including interviews with the men of the time, a transcript of the first public test, and race reports on every event. Contains over 300 photos (mainly colour) and special illustrations. 

This is a study of how the first turbo Grand Prix car came to be a reality. Starting with a brief history of Renault, the story moves to the development of Jean Redele’s company, Alpine, and the parts played by Gordini, Elf and Michelin, including much personal input from the men who made it. The first experimental car in 1968 was so nearly raced by Mauro Bianchi in the French GP of that year, but its development was stopped by Renault – the book details the visionary ideas of the talented engineers at that company, as well as at Gordini and Alpine. The creation of a turbo engine for the Alpine sports car led to the idea of a Grand Prix car powered by a turbocharged 1500cc engine. Grand Prix driver Jean Pierre Jabouille’s determination to develop such a car on the track is graphically described, demonstrating the huge technical challenges that awaited the team. The book is stunningly illustrated and is completed by a full record of the developments and races during the turbo era. Features a transcript of the first public test, race reports on every event, over 200 photos and special illustrations. 
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                    [sinopsis_editor] => The Vanwall was one of the Great Green hopes of British motor sport in the 1950s. The brainchild of the industrialist Guy Anthony Vanderwell, the Vanwall Grand Prix car was built to beat the all-conquering red cars from Italy that dominated the Grand Prix scene at that time.

Here, Ed McDonough re-presents the history of Vanwall in new light, form the team’s slow beginnings after Vanderwell’s break away from BRM to the success of the later fifties and the securing of the very first Constructors’ Cup in 1958. Reappraising the contributions of Costin and Chapman, and offering a fresh interpretation of Vanderwell’s part in the story, this is a book that will be welcomed by all fans of historic motor sport.
 
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                    [descripcion] => ALLARD LIMITED EDITION ULTRA
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                    [sinopsis_editor] => To say that Sydney Allard was a remarkable man is merely stating the obvious and to repeat what has been said about him many times before. On the other hand, Allard's enthusiasm for high performance machines has had many far-reaching consequences and I for one owe a lot to him because he was directly responsible for the incredible experience that changed the course of my life forever. On Saturday 19th September 1964 I joined thousands of spectators at Blackbushe Airport in Surrey to witness a team of American drivers put on a stunning display of a motor sport new to this country called drag racing. Using his considerable influence with the traditionalist organisations that controlled motor racing, Sydney Allard was the man who made the 1st British International Drag Festival happen. It is virtually impossible for me to convey the raw emotions generated by what happened at Blackbushe to anyone who was not there on that day; over four decades later just writing about the experience still brings a lump to my throat. My friends and I were used to driving old, beat-up, four-cylinder cars that struggled to reach 60mph, so try to imagine what it was like for us to see and hear a supercharged V8-powered dragster reach nearly 200mph in eight seconds leaving tyre smoke billowing over an entire quarter of mile for the very first time - I can tell you, it was absolutely mind blowing! I immediately became heavily involved with drag racing and this eventually led to me giving up a career as a project engineer to earn my living writing about cars, a decision I have never regretted. So, as you can see, if Allard hadn’t promoted drag racing I would still be trapped in a company office instead of enjoying myself messing around with old vehicles all the time. However, it was quite some while before I began to fully appreciate the amazing variety of motorsport successes that Sydney Allard had managed to accumulate during an astonishing life. Thanks to his rare combination of engineering and driving expertise, Allard’s achievements included setting new standards of performance in rugged pre-war off-road events and racing at Brooklands then later ranged to coming third in the 1950 Le Mans 24-Hour Race and winning the 1952 Monte Carlo Rally, plus setting records at hill climbs and sprints, taking innumerable circuit victories and much, much more. And all of this was with cars that were designed and built in the Allard workshop. From the very early days Allard’s prowess generated requests for replica cars to be built, and this developed into a sizeable business. Classic models like the J2 and J2X sports competition two-seaters, the L tourer, M coupe and the P1 saloon featured solid chassis engineering, American V8 engines and distinctive styling. These cars all sold in reasonable quantities, being exported to many countries around the globe. As contemporary results show, for a few short post-war years an Allard was so often the car to beat and the fact that many of them still survive is a testimony to this winning reputation. But times move on, and by the mid-1950s Allard was finding it increasing difficult to keep up with the ever more sophisticated products of larger rival manufacturers. The writing was on the wall and, after a couple of years of only building cars to order, in 1959 Allard finally pulled out of the motor manufacturing industry. From then on the firm concentrated on supplying race and rally equipment, engine tuning, superchargers and drag racing components. Amongst all his successes Sydney Allard occasionally got it spectacularly wrong. The disastrously conceived and ill-timed original Allardette of 1958, the poorly thought out Clipper three-wheeler rear wheel and the Atom midget dirt track racer - it is perhaps significant that none of these projects involved Sydney’s prime interest of high performance motoring and thus they were almost inevitably doomed to failure. Sydney Allard died in April 1966 leaving behind a motorsport legacy that few men can ever hope to equal. Sadly, I was never able to meet Sydney Allard and thank him in person for transforming my life. However, talking to people who knew and raced against him I discovered that everyone admired the fearless determination he demonstrated whenever he was behind the wheel of any vehicle that had his name on it. Allard was a winner who built some marvellous machinery and he will always be remembered for that. The story of the sporting Allards are told through 83 period & historical articles. Subjects covered include intros, road tests, driving impressions, racing days & visiting the factory. Models reported on: Special, Monte Carlo, Types, J, K, M, P, Gran Turismo, Safari, Palm Beach and the dragster. 
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