Showing posts with label Can Am. Show all posts
Showing posts with label Can Am. Show all posts

Found and restored, Penske's Blue Hilton


After an exhaustive restoration process, Team Penske has unveiled one of the most unique pieces of its history, a customized 1972 International Fleetstar truck known in the racing circles as “The Blue Hilton.” The truck was one of the first known enclosed transporters used for racing purposes. It served the team in various capacities from 1972-1983.

the Blue Hilton transported the No. 66 McLaren that Mark Donohue drove to victory in the 1972 Indianapolis 500 – the first of Team Penske’s record 16 wins in the “Greatest Spectacle in Racing.” In conjunction with its sister transporter, “The White Hilton,” it was used to transport the powerful, championship-winning Porsche 917s that dominated the landscape of the Can-Am Series in the early 1970s with George Follmer and Donohue before it was sold in 1983.


Until Jerry Breon, a long-time Penske team member, located the sales listing in an automotive trade magazine in the fall of 2015, this historic vehicle was thought to have been scrapped. The truck was purchased from George Boyd of Urbana, Illinois, who had utilized it while competing in various racing series until retiring it to a spot on his property.

 He was the only owner of the truck after its days at Team Penske. After verification and removal from the Boyd property, the Blue Hilton was towed to the Penske Truck Leasing (PTL) Collision Center in Ft. Wayne, Indiana where the restoration began with the help of Donohue’s original blueprints.

They took it to truck body manufacturer Morgan Corporation, who was able to supply many of the original extrusions used in building the box section. One Morgan employee had been with the company when the Blue Hilton was constructed in 1972, and provided invaluable advice during the rig’s restoration. While the aluminum skin of the box section appeared well-preserved, much of the internal steel structure had corroded after decades parked in an Illinois field.

“When you talk with the crew members that drove and worked out of this transporter over those years, and you look at the photos from the many cars it carried, you see how the Blue Hilton was an integral part of our history,” said Bernie King. “It’s certainly very much a part of the Team Penske heritage. Everyone at Penske Truck Leasing that was involved did a fantastic job of restoring this truck to how it was when it ran and carried many of the team’s winning cars.”

http://www.teampenske.com/news/index.cfm/a/666/53212/TEAM_PENSKE%20RESTORES%20ICONIC%20TRANSPORTER
https://www.hemmings.com/blog/2017/02/27/team-penskes-1972-international-transporter-the-blue-hilton-lives-again/

the 1968 ZL1 engine... ever wonder why GM made less than 100? Sure is a lot of r and d, and millions of dollars of engineering and production involved in rolling out a new engine, to install 4 in production cars, and sell the rest to racers.

well, consider that GM wasn't "really" out of racing.

Then consider that 69 were put in COPO Camaros for racing, and I don't even know how many they made and sold to Can Am racers.

Yeah, I think it's obvious that GM was out to win, and Jim Hall's Chaparral's were the motivation to get them made, but, McLaren was the real beneficiary.

McLaren was putting out about 620 hp from the 460 pound engine. Nice. 

Canadian John Cannon, in the McLaren Mk2B, in the 4th race of the 1968 Can Am season, at the Monterey Gran Prix didn't just win, he defeated all competition

http://www.tamsoldracecarsite.net/JHawes0005.html

it started raining, and Cannon had been the Firestone rain tire test driver.

He went out and ran laps two to four seconds faster than Denny Hulme and Bruce McLaren, in a used up old race car, vs their state of the art new great machines.

He started out the backmarker in 15th position, and was in 8th place by the end of the 1st lap, and was in 1st place on the 6th lap.

By the 20th lap, he'd LAPPED that entire field up to 8th place.

People said they could see Dan Gurney's shocked face through his helmet visor when he was passed by Cannon.

Cannon won, a lap ahead of Hulme, the winningest Can AM racer. It's one of the greatest upsets in racing history


(Cannon was the USRRC driver for Nickey Chevrolet and the Vinegaroon in the first Can Am race at St Jovite)

https://www.pinterest.com/pin/480407485225337706/

Ever hear about the sabotage in the garages at the 1969 Can Am race at Riverside?

Controversy surrounding the 12th Riverside Grand Prix.

 According to one documented account, the Group 7 unlimited horsepower cars driven by Chris Amon and Lothar Molschenbacher "had been tampered with" prior to the $70.000 Oct. 26 Canadian-American Challenge Cup race.

 Amon, veteran Formula 1 pilot from New Zealand, was assigned to a factory Ferrari which encountered numerous mechanical problems prior to the race. Amon's crew discovered, in a routine check before the staging on the grid, that the cotter pin had been removed from the balance bar, a vital part of the braking system. Another pin was inserted.

Although the 700-horsepower Ferrari started after the rest of the 36-car field had been led away by the Barracuda pace car, it was blackflagged off the track three laps later for a push start by its crew.

All cars must be started internally, according to SCCA rules. Soon after the start the new brake lining worked itself loose, forcing a pit stop which put the crimson-and-white car out of contention. It finished 16th.

Although the saboteur or saboteurs were never caught, one fact remains: They had easy access into the garage area, enabling them to perform such an act. Motschenbachcr. a German-born mechanic-driver from Beverly Hills, discovered a left rear flex line of his McLaren MK-12 Chevrolet had been cut, presumably with wire cutters. The Molschenbacher crew changed the flex line and bled the brakes, arriving 10 minutes late at the pre-grid.

Unlike other sanctioning bodies such as the United States Auto Club (USAC) and the National Assn. for Stock Car Racing (NASCAR), the SCCA does not enact stringent security measures to bar non-participants from the pits and garages.

Anyone (child, girlfriend or grandmother) can purchase a $5 paddock pass which allows free reign in the working garages. A milling throng of 80,200 attended the Riverside Grand Prix. It seemed they all had paddock passes. At 10 a.m. on race day, it looked like Times Square on V-J Day. Drooling babes in arms, girls wearing that blank expression of "What's going on here?" and the perennial camera buff loaded down with $2,000 worth of equipment, strolled through the garages.

One mechanic, working on Dan Gurney's McLeagle Chevy, had to push his way through a layer of. six bodies to reach the car. As soon as he bent down to work on the left rear wheel hub, the young man found himself entombed by spectators leering over his head. Under such conditions it would be a simple matter to drop a foreign object, like a bolt or rock, down the engine stacks of the intake manifold. The cutting of a fuel line or brake lining would pose no special problems.

Riverside president Les Lichter denied any connection between the spectators and the tampering. "Although they (the spectators) may cause some inconvenience to the workers in the garages." said Richter. "It is very doubtful that sabotaging of cars occurs because of them. I think it would be unfortunate to make a rule and just say, 'No, you can't come in here anymore.' For many of these fans, the garage activity is more interesting than the ' race."

Sometime between 5 p.m. Saturday and 9 a.m. Sunday, the tampering was rumored to have occurred. Whether it was a crew member of a rival outfit or a 'sadistic spectator,' no one seemed to know. But can the racing fraternity afford to shun the incident? Racing is inherently dangerous without adding the specter of sabotage. More stringent laws, limiting access lo the garage area lo drivers, crew members and working press, should be enacted by the SCCA. A novelty for spectators can hardly be an adequate excuse for endangering a driver's life.

November 7, 1969
Independent from Long Beach, California · Page 47

The Holman Moody Honker, tested by Andretti, and he called it the worst race car he'd ever driven


Andretti praised Holman Moody for exceptional Nascar racers, and he should know...he won in Nascar too, but he said they didn't get it with sports cars. Again, he knows these things.

Here's something I found interesting about the Honker, it's chassis was designed by the same guy that designed the Ford GT, Len Bailey... Alan Mann Racing developed the chassis, but running the program and building the engines was up to Holman Moody

http://www.ultimatecarpage.com/car/870/Holman-and-Moody-Honker-II-Ford.html

Dan Gurney, Ford loyalist that he was, had been struggling for the last two years trying to get a decent Ford engine in his McLeagle but Ford wouldn’t spend the money.


Once he was turned down for a copy of the 429’er 8.1 liter that Mario Andretti had, he finally sold his soul and got a 7-liter Chevy for his McLeagle

http://www.diecastxchange.com/forum1/topic/185130-pro-sports-racing-cars-wanted-in-118th-updated-52116/

Mario Andretti with the M6B, the “429’er, actually 494 ci, 8.1 liters


They claimed 720 horsepower from this monster and Andretti said he could get wheelspin in any gear any time; he said the acceleration was so great he had trouble reaching the gearshift.

Unfortunately, during pre-race warm-up a constant-velocity joint failed, breaking an upright which was fixed but the unseen CV joint breakage prevented the car from starting from the pit lane at race time

http://www.diecastxchange.com/forum1/topic/185130-pro-sports-racing-cars-wanted-in-118th-updated-52116/

Can Am 1966, it's easy to understand why those who were winning the series, were in the lead

After Riverside and onto Las Vegas (5 down 1 to go)  it was clear that the driver/engineers were the only ones in contention for the championship.

How about that, engineers that were into racing. Phil Hill, Dan Gurney, Jim Hall, John Surtees, Bruce McLaren, and Mark Donohue.

I wonder if anything similar has happened in any other race series in one year, that the best in the field were all full time professionals in the same other career field outside racecar driving?

the only driver I ever heard of that owed the team driver to not drive!

Roger Penske was smart, and experienced, and put a buy out clause in the contract he signed drivers up with... and when Chris Amon bailed before the 1966 season started, as he was a driver for Scuderia Ferrrari in F1as a second stringer, when Bandini was killed in Monaco, and Enzo called him up to primary. Amon had to bail on Penske, but not without paying for the inconvenience. 

Another reason to respect the Chaparral in 1967

Unlike the other car makers, the Jim Hall racing operation wasn't based in the middle of a race car building center. (think Los Angeles, Indianapolis). It was a small outfit in Texas, where there was no racing infrastructure, or resources.

It was competing with Ferrari, Lola, etc... and here is the part to be impressed by... the 2F Chaparral was the fastest lap at Sebring, Nurburgring, Spa, and Daytona. Plus it took the pole position at Monza and Nurbrgring

But though it was the fastest, it was doomed by a lousy Chevrolet bearing in the tourque converter transaxles. 

the Porsche 917 in the "hippie" colors


In 1970, it was Martini Racing’s Hans-Dieter Dechent who offered his factory 917-043 for Porsche’s recently appointed designer, Anatole Lapine, to decorate.

Departing from the planned white-with-red ‘script’, Lapine penned the swirling ‘hippie’ design, first laying purple and then matt fluorescent green on factory-fresh white Porsche paintwork. The work was completed over the Le Mans week, using some 1,500 spray cans.


In 1975 Vasek Polak, with his unique connections, bought this car from the factory, the only complete 917L ever sold by Porsche.

It was sold as chassis 917-044, reportedly the car crashed by Kurt Ahrens in pre-Le Mans tests at the VW test track in 1970 and never subsequently raced.

 However, in the process of a complete rebuild after purchase from the Polak foundation by the present owner the aluminum tube chassis showed clear evidence of a long racing history … but absolutely no sign of any crash damage.

By process of elimination it has been deduced and verified by independent experts’ examination that this is 917-043, the famous psychedelic “Hippie Car” of 1970.

That this confusion arose is not surprising; Porsche frequently swapped chassis numbers to satisfy the needs of customs documentation and race entries, making a clear and unbroken chassis history more the exception than the rule.


On the debut of the 917 in 1969, the long-tail (917L) models proved to be nearly uncontrollable as there was so little down force. In fact, they generated aerodynamic lift at the highest speeds. For 1970, an improved version was raced by the factory (although the John Wyer team still preferred the security of the 917K) and for 1971, after very significant development in the wind tunnel, the definitive 917L was raced by both factory and JW. These cars were so stable that the drivers could take their hands off the steering wheel at speeds which reached 246 mph.

In order to compete with the Porsche 917 which already had several races under its belt, yet no successes, Enzo Ferrari sold half of his personal stock in his company to FIAT in June 1969 and used some of that money to build 25 cars powered by a 5-litre V12 the Ferrari 512, it was introduced for the 1970 season.

By the end of 1970, Porsche had convincingly dominated the championship, winning 9 of the 10 races in the championship (plus some other non-championship events), with the 917K winning 7 of 8 events it was entered in; and the 908/03 winning at the Targa Florio and the Nürburgring.

Still having some of their 25 cars remaining unsold, Ferrari offered them to customers at a bargain price - a move that had hardly been imaginable less than two years previously. For Porsche, the original production series of 25 917s could not satisfy demand. Over 50 chassis were built in total. An underdog for 20 years, Porsche had turned itself into the new leader of sports car racing with the 917.

https://en.wikipedia.org/wiki/Porsche_917
https://www.classicdriver.com/en/article/hippie-porsche-917-021
http://www.rickcarey.com/Catalog%20Descriptions/Christie's%20Porsche%20917LH%20917-043.htm

Can Am racing at the Stardust in Las Vegas... when the cars were innovating from race to race, and had little time to test things. Skip the 1st 7 minute to get right to the race



check the awesome variable pitch wing on the white car at the beginning of this part 2 video, it was integrated with the brakes to add much needed extra down force in the curves



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