By Peter M. DeLorenzo

Detroit. No, this isn't going to be yet another column about fixing NASCAR's schedule, cutting the number of races, introducing new technologies, etc., etc., because frankly, that just doesn't matter and isn't going to work anyway. The demise of Furniture Row Racing - NASCAR's 2017 Champions - was only the latest indication that the NASCAR model was broken more than a decade ago. And the NASCAR brain trust has done nothing of substance to deal with the fundamental issues, either. They insist otherwise, but the facts are there for all to see, and the only thing offered are the same old excuses and platitudes such as, "the contracts with tracks are locked in until 2022 so we can't really do anything about the schedule until then." Or, "we're working diligently with our stakeholders - the manufacturers and the teams - to improve the competitive landscape for everyone." This is pure unmitigated bullshit, of course. They just keep inching the ball forward with no real progress on any front. 

I will say that the idea that the France family is considering selling the "stock car" racing entity is the only flicker of good news on the horizon, because it will take a fundamental rethink of every aspect of the fading series to save it and rebuild it. Because nothing short of starting over will save the series. If NASCAR is sold, then the locked-in contracts with tracks would become negotiable. But that's just the beginning. The basic flow of the schedule (including the number of races and the tracks involved, obviously) and most important, the cars themselves will come under scrutiny, which is absolutely crucial.

The bottom line is this: If NASCAR continues on its current path it will be forced to transform itself back to a regional racing series within five years. That's how dire the situation is. What passes for standing operating procedure for NASCAR today will ensure that the former juggernaut of a racing entity will fade from the scene in terms of importance and its ability to provide incomes for thousands of people, from drivers and engineers to suppliers and associated businesses, and everyone and everything in between.

A major upheaval? Absolutely. But it will be just the start.

And that's the High-Octane Truth for this week.

(petelyons,com)
Riverside, November 1, 1970. Chris Amon (No. 77 March Engineering STP Oil Treatment March 707 Chevrolet) finished fourth in the L.A. Times Grand Prix Can-Am behind Denny Hulme (No. 5 Gulf/Reynolds Aluminum McLaren M8D Chevrolet); Jackie Oliver (No. 22 Norris Industries Titanium Ti 22 Mk II Chevrolet) and Pedro Rodriguez (No. 1 British Racing Motors BRM P154 Chevrolet).

By Peter M. DeLorenzo

Detroit. It's no secret to AE readers that I hold Scott Dixon in the highest regard. I consider him to be one of the best drivers in the world - bar none - and clearly the best Indy car driver of this century. Dixon's record speaks for itself and now that he has secured his fifth IndyCar Championship by finishing second at the INDYCAR Grand Prix of Sonoma to Ryan Hunter-Reay (see more coverage in "The Line" -WG), he solidifies his standing as one of the all-time greats. 

Dixon's five championships leave him behind only another legend, A.J. Foyt with seven, in the Indy car record books. "Man, this is so awesome!" said Dixon after his run on Sunday. "I can't believe that it's actually happened. I can't thank everybody enough for this, it's so cool!" 

Dixon's humble demeanor is one of his signature best qualities, on and off the track. But it's on the track where he has made his indelible mark on open-wheel racing here in the U.S. His steely focus is legendary, and his ability to adapt to race conditions and get the most out of his car on any given day has marked his career from the beginning. His consistency is most remarkable, and his pure speed is always present. Would he have been a champion in F1? I have no doubt he would have been had he chosen that pursuit. But I'm glad he has raced in Indy cars, because we have gotten to see one of the best drivers in racing history, year-in and year-out.

"The whole race I was thinking about things that were out of our control, cautions that were going to flip the field," said Dixon, whose 44 race wins rank third in Indy car history. "None of that happened. "It was a very smooth race, but mentally it was tough and draining. Yeah, it's amazing to be in this situation, fifth championship. What this team has achieved, I'm a very small piece in that whole wheelhouse of what's going on at Chip Ganassi Racing. I feel very lucky to work with the people that I do."

With the achievement, Dixon moved ahead of Mario Andretti, Sebastien Bourdais and Dario Franchitti - each of whom has four titles. All of Dixon's championships have come in his 17 seasons with Chip Ganassi Racing, which laid claim to its 12th Indy car driver's title. "He's the guy on the track, off the track," Chip Ganassi said of Dixon. "If you take a piece of stone, inject some brains into it, chisel it out, it's Scott Dixon. He's just the man. "When you talk about records - A.J., Mario, all these guys - obviously Scott's name is in that group now."
 
I am keeping this column brief today, because it's time for Scott to bask in the glory of another championship. Perseverance, dedication and exceptional performance always win out. Congratulations to Scott and his wife Emma, to Chip Ganassi, the entire Ganassi racing organization, and to Honda for a fantastic achievement and an outstanding season.

And that's the High-Octane Truth for this week.


(Photo by: Joe Skibinski/INDYCAR)
Scott Dixon gets congratulated by team owner Chip Ganassi on pit lane after winning the 2018 Verizon IndyCar Series championship at Sonoma Raceway.

(Photo by Chris Owens/INDYCAR)
Scott Dixon on his way to a fifth championship at Sonoma Raceway. He now has 44 IndyCar wins.

(Photo by Stephen King/INDYCAR)
Scott and Emma Dixon - and daughters - celebrate his fifth championship in IndyCar.

(Photo by Stephen King/INDYCAR)
Scott Dixon, 2018 INDYCAR Champion and one of the best - and brightest - racers of all time.

Riverside, October 4, 1970. Dan Gurney (No. 48 All American Racers Plymouth Barracuda) pits during the Mission Bell 200 Trans-Am. He finished fifth behind Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302), George Follmer (No. 16 Bud Moore Engineering Ford Mustang Boss 302), Mark Donohue (No. 6 Penske Racing Sunoco Javelin) and teammate Swede Savage (No. 42 All American Racers Plymouth Barracuda). 

Editor's Note: One of Peter's most-requested Fumes columns this year was his series on "favorite racing cars." We thought we'd re-run the series beginning this week. Enjoy. -WG

By Peter M. DeLorenzo

Detroit. Anyone who has grown up in and around the sport has developed a list of favorite racing cars from the time they were kids. It usually started along the way with favorite model building kits or slot car sets, but we all developed our favorites, which we've all added to over the years. I am no exception. As a matter of fact, my list is extensive and at times convoluted, and by no means is it meant to be some sort of be-all and end-all, but I'm going to throw it out here anyway. (Yes, everyone has their lists, so if you have favorites to add, feel free to do so in Reader Mail - WG) 

This is going to be a rambling discourse, so bear with me (and it's Part I because I'm sure I'll forget a bunch of cars, so I'll continue this discussion another day). For starters, I loved the Mercedes-Benz 196R "streamliner" introduced in the 1954 season. To this day it is absolutely stunning in person. And from an earlier era, the Auto Union racing cars were fabulous, especially the mid-engine Type C.

I loved the classic early Porsche racing cars, of course, especially the coupe that ran at Le Mans in 1951 and of course, the little coupes that ran in the Panamericana race in Mexico (which heavily influenced the look of the original Audi TT street car). While I'm on Porsche, I loved the 917 (but surprisingly in the one-off psychedelic Le Mans livery, not the Gulf colors). The early 911 RSRs (particularly in IROC configuration) and the look - and especially the sound - of the current IMSA 911 RSR. I am skipping over countless cool Porsche racing cars, but I have to mention the all-conquering Porsche 917/30 raced in the 1973 Can-Am season by Mark Donohue, and my all-time favorite racing Porsche (designed by Ferdinand Piech, no less), the fabulous little 908/3 designed specifically for sprint events like the Targa Florio and the Nurburgring.

How can you not have a list without Ferrari? I loved the sports racing cars from the 50s, the Testa Rossa just being one of a long list of favorites. I loved the 156 "shark nose" F1 car, so elegant but provocative in its simplicity. And the GTO. But my all-time favorite racing Ferrari? The magnificent 330 P4 (the Penske Sunoco Ferrari 512M was spectacular, too, but the P4 does it for me).

And then the Ford-powered racing machines. As readers know, the Shelby American Cobra is one of my all-time favorites, and I especially loved the early competition cars in all the myriad configurations, especially Ken Miles' favorite No. 98. And the perpetual favorite, the beautiful Peter Brock-designed Cobra Daytona Coupe. Then there are the short-lived but still great Ford-powered Cooper Monaco "King Cobra" sports racers from the early 60s, or the Shelby GT350 Mustangs (the car I learned to drive a stick with). And of course all of the Ford GTs and their variants, especially the 1967 Le Mans-winning Mark IV driven by Dan Gurney and A. J. Foyt (but I do love the original, unadorned Ford GT40 Mk 1 for its purity). Then there were the fabulous NASCAR Fords prepared by the Wood Brothers for Dan Gurney. And even the drag racing Ford Fairlane Thunderbolts, which were bad-assery to the first degree. And of course the Bud Moore Engineering Boss 302 Mustang Trans-Am cars.

If anyone has followed me on twitter (@PeterMDeLorenzo) of late, I have been doing a historical tour of great racing cars and tracks in photographs, and it's no secret I reserve a special place in my heart for Jim Hall's fabulous Chaparral racing machines. I love all of them in all of the variations, but the 2E that Hall and Phil Hill dominated the Laguna Seca Can-Am weekend with in 1966 is right up there. I also loved the 2D and 2F coupes designed for endurance racing.

And I can't forget to mention the fabulous front-engine Scarab sports racers, built by Troutman and Barnes and powered by Chevrolet. Or the Bill Thomas Cheetah, which came to be just as the mid-engine revolution hit. Or the 1968 Penske Racing Trans-Am Camaro. (Yes, I know, the list goes on and on.)

The Corvette is always front and center when it comes to my favorite race cars. I loved the factory-developed 1957 Corvette SS, which appeared at Sebring, and the 1960 Briggs Cunningham Le Mans cars. And of course the fabulous Grand Sports - especially in John Mecom Racing Team Nassau livery - which have a visceral appeal that never gets old.

And, full disclosure, I loved the Owens/Corning Fiberglas Corvette Racing Team machines raced by my brother, Tony. The remarkable liveries of those machines, created by legendary GM design ace, Randy Wittine, were heavily copied and still resonate to this day. (I also preferred Randy's design for the Bud Moore Mustangs we purchased and campaigned in the 1971 Trans-Am season over the factory Butterscotch Yellow cars, and our OCF Trans-Am Camaros were beautiful too.) My favorite Corvette that my brother raced was the black 1968 "A" Production roadster that he won the June Sprints at Road America with (see below). This was right before the Owens/Corning sponsorship deal came together. And the current C7.R racers are fantastic, although not my favorite liveries by any stretch.

But my all-time favorite racing car is the original 1959 Corvette Sting Ray racer. GM Design icon Bill Mitchell purchased the leftover "mule" chassis from the Corvette SS program and enlisted some of the most talented designers at GM at the time - including a 19-year-old Peter Brock, who did the original sketch - to come up with the design language for the car. The result? Simply one of the most magnificent looking machines of all time. You really need to see the car in person to truly appreciate it.

I look forward to continuing this discussion. I haven't even covered the F1 cars, the Indy cars, the sports prototypes (Lola T70 Coupe, anyone?) and my other all-time favorite racing machines: the Team McLaren Can-Am cars.

And that's the High-Octane Truth for this week.

The Mercedes-Benz 196R "streamliner."

 The Auto Union Type C.

Dan Gurney in a Ferrari Testa Rossa, at Goodwood, 1959.

The Troutman and Barnes Chevrolet-powered Scarab sports racer.

The Ferrari 250 GTO.

Phil Hill in the Ferrari 156.

(Dave Friedman photo)
Dave MacDonald in the Cooper Monaco King Cobra Ford.

(Dave Friedman photo)
Dan Gurney in the factory Shelby American Cobra roadster, Riverside, 1963.

(Dave Friedman photo)
The Shelby American Cobra Daytona Coupes at Le Mans, 1964.
Phil Hill in the Chaparral 2E, Bridgehampton, New York, 1966.
(Fred Wood photo)
The 1959 Chevrolet Corvette Sting Ray racer.

Elkhart Lake, Wisconsin, June 1968. Tony DeLorenzo (No. 50 Hanley Dawson Chevrolet Corvette 427 L88) on his way to the win in the "A" Production feature at the June Sprints at Road America.

Editor's Note: Peter's column about "Favorite Racing Cars" has been even more popular than when we first posted it. Part II, which covers more of his favorite racing machines, features Eagle, McLaren and much more. Enjoy. -WG

Peter M. DeLorenzo

Detroit. As I expected, last week's column - Favorite Racing Cars, Part I - generated a lot of comments and brought forth lists of favorite racing cars from a wide range of enthusiasts, both here in Reader Mail and on my twitter account (@PeterMDeLorenzo). It's a fun subject, because there are no wrong answers and everyone has personal favorites. I covered a lot of ground last week, but as I said, there was much more to come. This week, I am going to bring forward an entirely new list of racing cars, and, I wouldn't be surprised if there is a "Part III" down the road. So, without further ado, let's go...
(Dave Friedman photo)
First of all, I neglected to post a picture of a Chevrolet Corvette Grand Sport last week, so here is a shot of Jim Hall (No. 67 Chevrolet Corvette Grand Sport) running ahead of Augie Pabst (No. 2 John Mecom Racing Zerex Ferrari 250 LM) out of Canada Corner during the Road America 500 in Elkhart Lake, Wisconsin, September 13, 1964. 
(All American Racers)
Dan Gurney on his way to the win in the 1967 Belgian Grand Prix in the No. 36 All American Racers Eagle T1G Gurney-Weslake V12. Gurney's victory at Spa is the first and only time that an American citizen built and raced a car of his own construction and put it into the winner’s circle of a World Championship F1 race. Yes, there have been many beautiful open-wheel machines - the aforementioned Ferrari 156; Colin Chapman's Lotus 49-Cosworth; the McLaren-Ford MP4/8A; the McLaren M16C Indy car; Jim Hall's Chaparral 2K Cosworth Indy car; the All American Racers Indy cars, especially the Boundary Layer Adhesion Technology (BLAT) Eagle-Chevy, and on, and on, and on* - but for my money Gurney's beautiful midnight blue 1967 Eagle F1 machine, designed by Len Terry and constructed in Santa Ana, California, remains my favorite open-wheel car of all time and is still absolutely stunning in person. (*As you may have noticed, I have no contemporary open-wheel machines on my list. That's because - particularly in F1 - the cars are cold, devoid of beauty, emotionally un-involving and eminently forgettable.)
(Dave Friedman photo) 
Speaking of Lola, I think the T70 coupe is one of the most beautiful racing machines of all time. But if asked to pick one Lola over all of the many great ones, it would be the gorgeous No. 30 All American Racers Lola T70 Mk.2 - powered by a Gurney-Weslake 305 Ford - that Dan Gurney drove to victory in the second Can-Am race of the inaugural season for that legendary racing series, at Bridgehampton, New York, September 18, 1966. 

And I would be remiss if I didn't mention another group of my all-time favorite racing machines, those beautiful - and brutal - Can-Am machines from Bruce McLaren and McLaren Cars. I have five 1/18 scale racing car models on my desk currently (yes, I have a few more than that). Three Chaparrals (2C, 2E and 2F), a Porsche 910, and Dan Gurney's No. 1 McLaren M8B Chevrolet that he ran in the Can-Am at Michigan International Speedway in a guest drive. I was fortunate to see the Can-Am series in-period, and the kaleidoscope of great racing machines from that era deserves the term "legendary." Machines from Chaparral, Ferrari, Lola, Porsche and Shadow, along with a long list of "one-offs" are seared in my memory. To see - and hear - a Can-Am car flat-out at Road America was simply the best of the best racing experiences one could have. And I relish those experiences to this day. So following are a few classic images of the McLaren Can-Am machines.

Michigan International Speedway, 1969. Dan Gurney in the No. 1 McLaren M8B Chevrolet finished third behind teammates Bruce McLaren (No. 4 McLaren M8B Chevrolet) and Denny Hulme (No. 5 McLaren M8B Chevrolet) in a guest drive.
(Photo by Pete Lyons)
Laguna Seca, California, 1968. Bruce McLaren (No. 4 McLaren M8A Chevrolet) during practice for the Can-Am. 
(Photo by Pete Lyons)
Peter Revson on his way to the win in the Can-Am at Laguna Seca in his McLaren M8F Chevrolet, 1971.

(Pete Lyons)
Riverside International Raceway, 1968. Bruce McLaren (No. 4 Gulf/Reynolds Aluminum McLaren M8A Chevrolet), L. A. Times Grand Prix Can-Am.

Elkhart Lake, Wisconsin, 1969. Bruce McLaren (No. 4 Gulf/Reynolds Aluminum McLaren M8B Chevrolet) during practice for the Can-Am at Road America.
(Pete Lyons photo)
Elkhart Lake, Wisconsin, 1967. Bruce McLaren in his No. 4 McLaren M6A Chevrolet - with Tyler Alexander - during practice for the Can-Am at Road America.
(Pete Lyons photo)
Watkins Glen, New York, 1972. Peter Revson (No. 4 McLaren M20 Chevrolet) qualified on pole for the Can-Am but finished second to teammate Denny Hulme (No. 5 McLaren M20 Chevrolet) in the race. 

Yes, I know, too many photos of the McLarens, but these were seminal machines emblematic of that run-what-you-brung era. Are there other favorite race cars? Absolutely. The Vanwall Grand Prix machine. The Jaguar D-Type. The Lotus 25 Grand Prix car. The Lotus-Ford Indianapolis cars, both the first machines in 1963 and Jim Clark's Lotus 38-Ford winner in 1965. Mario Andretti's John Player Special Lotus 78/79 F1 World Championship machines. Jackie Stewart's 1971 Lola T260 Chevrolet Can-Am car. The 2003 Le Mans-winning Bentley Speed 8. Andy Granatelli's 1967 STP Turbine Indy car driven by Parnelli Jones, and the updated "wedge" design turbine cars. As I said, the list goes on and on and on. I will cover more ground when I get to Part III, down the road.

And that's the High-Octane Truth for this week.

Spa Francorchamps, May 1, 1967. The No. 1 Chaparral Cars Chaparral 2F Chevrolet driven by Phil Hill and Mike Spence qualified on the pole for the Spa 1000 Kilometers but did not finish due to gearbox issues.

Editor's Note: We hope you've enjoyed these "Favorite Racing Cars Part I & Part II" columns as much as we have. In the midst of writing this series, however, Peter realized that he could devote the entirety of "Fumes" to this subject indefinitely. He is not going to do that (I don't think), but a "Part III" seemed in order, so here we go. -WG

By Peter M. DeLorenzo

Detroit. I hope you've all enjoyed these "Favorite Racing Cars Part I & Part II" columns as much as I have putting them together. In the midst of writing last week's column, however, I realized that I could devote the entirety of "Fumes" to this subject indefinitely. I am not going to do that (I don't think), but a "Part III" seemed in order, so here we go. 
Designed by Vittorio Jano for Lancia in 1954, the Lancia D50 Grand Prix entry pioneered many significant innovations. For example, the engine acted as a stressed chassis member and it was also mounted off-center, which allowed for a lower overall height; and the pannier fuel cells were used for better aerodynamic performance and more balanced weight distribution. The D50 made its debut at the end of the 1954 Grand Prix season with two-time World Champion and Italian driving great Alberto Ascari behind the wheel. It was blistering fast right out of the box, but because the Lancia family was facing severe financial trouble, the Lancia family sold their controlling share in the Lancia company, and the assets of its racing team - Scuderia Lancia - were granted to Scuderia Ferrari. Although Ferrari continued to develop the car, many of Jano's most innovative design characteristics were removed. The car was first renamed as the "Lancia-Ferrari D50" but that was quickly dropped in favor of "Ferrari D50". Juan Manuel Fangio (above) won the 1956 World Championship driving the D50 for Ferrari. The D50s were entered in fourteen World Championship F1 Grands Prix, winning five.
(RM Sotheby's)
The Jaguar D-Type is one of the most iconic racing cars ever built. Originally produced between 1954 and 1957, the Jaguar bristled with technical innovation heavily influenced by the aviation business. It featured monocoque construction and a sophisticated approach to aerodynamic efficiency. The Jaguar D-Type won the 24 Hours of Le Mans in 1955, 1956 and 1957. Jaguar is now producing 25 "continuation" D-Types, which will be priced at $1.4 million. I expect the prices for these continuation models to soar, especially since original D-Types now go for over $20 million.

(Grand Prix History)
The Lotus 25 revolutionized the design of open-wheel racing cars and fundamentally changed the sport. The mid-engined Lotus 25 was not the first racing car with a monocoque chassis, but its visionary design by Colin Chapman combined with the brilliance of Jimmy Clark resulted in phenomenal success. Clark won seven out of ten races and his first World Championship with the Lotus 25 in 1963. 
(Ford Racing Archives)
Jimmy Clark (with Colin Chapman) in the Lotus 38-Ford during practice for the 1965 Indianapolis 500. He would win the race handily.

(Autosport)
Speaking of iconic racing machines, Mario Andretti won his World Championship in 1978 with the beautiful and highly innovative Lotus 79-Ford. 

Parnelli Jones in the all-wheel-drive No. 40 STP-Paxton Turbocar machine dominated the 1967 Indianapolis 500 at will. Jones coasted to a stop with three laps to go because of a $6.00 transmission bearing failure. Innovation courtesy of Andy Granatelli, a man who never got enough credit for his vision.

Graham Hill in the No. 70 STP Lotus 56 Turbine machine at Indianapolis in 1968. Colin Chapman took the turbine power idea to heart and came up with a visionary car design of his own for the 1968 Indianapolis 500. 

Mario Andretti's No. 11 Ford Fairlane "stock car" with which he stunned the NASCAR establishment by winning the 1967 Daytona 500. The 60s NASCAR machines were brutal, purposeful but beautiful in their own right.
I may have already mentioned this car, but Jackie Stewart's 1971 Carl Haas Racing L&M Lola T260 Chevrolet remains one of my favorite Can-Am machines of all time. I watched Stewart manhandle this evil handling machine, wringing every last drop of speed out of it while giving Team McLaren fits. It may have not been the prettiest of machines, but in Stewart's hands it was magnificent.

Yes, another chapter of "Favorite Racing Cars" has come to a close. I could go on and I probably will in another chapter, because there are so many pivotal - and memorable - racing machines that writing about them never gets old.

And that's the High-Octane Truth for this week.

(Dave Friedman photo)
Las Vegas, Nevada, 1966. Talk about an all-star lineup. Early laps of the Stardust Grand Prix Can-Am race with John Surtees (No. 7 Team Surtees Lola T70 Mk.2 Chevrolet); Jim Hall (No. 66 Chaparral 2E Chevrolet); Parnelli Jones (No. 98 John Mecom Racing Lola T70 Mk.2 Chevrolet); Phil Hill (No. 65 Chaparral 2E Chevrolet); Jackie Stewart (No. 43 John Mecom Racing Lola T70 Mk.2 Chevrolet); George Follmer (No. 16 Lola T70 Mk.2 Chevrolet); Bruce McLaren (No. 4 McLaren Elva Mark II B Chevrolet); Chris Amon (No. 5 McLaren Elva Mark II Chevrolet) and Mark Donohue (No. 6 Penske Racing Sunoco Special Lola T70 Mk.2 Chevrolet). Results: 1. Surtees 2. McLaren 3. Donohue.

By Peter M. DeLorenzo

Detroit. I'm sure readers of this website have noticed that we haven't featured photography from John Thawley on our site since the Daytona 24 Hour race back in January. We - and our readers - have looked forward to John's brilliant photographic work throughout the IMSA seasons over the past decade, and it was a distinct honor for us to showcase his work here on Autoextremist.com. And now, it is with extreme sadness that I have to report that John passed away on Sunday, after succumbing to a particularly vicious bout of cancer. 

John fell ill after returning from Daytona and battled right to the end. We communicated via email several times, with occasional flashes of optimism from him about getting back out to covering a race, but when he called me last week he could barely talk and I knew his time was near. He talked about how we'd carry forward with the site and some other logistical issues, because he was responsible for the design updates of our website in recent years, but it was brutally sad conversation with a finality that will remain with me for a long time to come.

There's a backstory to John's and my relationship that goes all the way back to the late 70s. In a previous life John owned and operated a exclusive men's clothing store called John Thawley, in Birmingham, Michigan. I got to know John there after buying a couple of suits as I was gearing up my advertising career - he carried exquisite stuff - and we remained friends. Eventually he closed that store and moved on to other things, and we lost touch. Then, about ten years ago, in the course of covering racing, I kept seeing "John Thawley" as a photography credit attached to some terrific racing images, pictures that stood out from the rest. I kept thinking about it every time I saw his name, and I finally reached out to him to see if it was the same John Thawley I knew way back when. Sure enough, he was, and we enjoyed reconnecting and he immediately offered to help with our website. 

I distinctly remember me and WordGirl meeting John in a local Starbucks one morning and he was brimming with ideas to make our site visually better, understanding the maverick spirit of AE perfectly. I offered to feature his scintillating photographic work on our site and we went on from there. You can still peruse a history of John's brilliant work in our AE Galleries here. 

As of this writing, John's arrangements are incomplete, but we will update this column as information becomes available. Our deepest sympathies go out to John's family and his many friends in and out of the racing world. John is survived by his sister, and brother-in-law, Dan, his son Marlon and his son's mother, Kristin. Our deepest sympathies go out to John's family and his many friends in and out of the racing world.

John Thawley, 1957 - 2018

Editor's Note: We're leaving Peter's column about John Thawley up for another week. You can go to a gofundme page for a college fund for John's son here. -WG

By Peter M. DeLorenzo

Detroit. I'm sure readers of this website have noticed that we haven't featured photography from John Thawley on our site since the Daytona 24 Hour race back in January. We - and our readers - have looked forward to John's brilliant photographic work throughout the IMSA seasons over the years, and it was a distinct honor for us to showcase his work here on Autoextremist.com. And now, it is with extreme sadness that I have to report that John passed away on Sunday, after succumbing to a particularly vicious bout of cancer. 

John fell ill after returning from Daytona and battled right to the end. We communicated via email several times, with occasional flashes of optimism from him about getting back out to covering a race, but when he called me last week he could barely talk and I knew his time was near. He talked about how we'd carry forward with the site and some other logistical issues, because he was responsible for the design updates of our website in recent years, but it was brutally sad conversation with a finality that will remain with me for a long time to come.

There's a backstory to how John and I came to know each other that goes all the way back to the late 70s. In a previous life John owned and operated a exclusive men's clothing store called John Thawley, in Birmingham, Michigan. I got to know John there after buying a couple of suits as I was gearing up for my advertising career - he carried exquisite stuff - and we remained friends. Eventually he closed that store and moved on to other things, and we lost touch. Then, almost a decade ago, in the course of covering racing, I kept seeing "John Thawley" as a photography credit attached to some terrific racing images, pictures that stood out from the rest. I kept thinking about it every time I saw his name, and I finally reached out to him to see if it was the same John Thawley I knew way back when. Sure enough, he was, and we enjoyed reconnecting and he immediately offered to help with our website. 

I fondly remember me and WordGirl meeting John in a local Starbucks one morning and he was brimming with ideas to make our site visually better, understanding the maverick spirit of AE perfectly. I offered to feature his scintillating photographic work on our site and we went on from there. You can still peruse a history of John's brilliant work in our AE Galleries here. 

As of this writing, John's arrangements are incomplete, but we will update this column as information becomes available. Our deepest sympathies go out to John's family and his many friends in and out of the racing world. John is survived by his sister, Diane and brother-in-law, Dan, his son Marlon and his son's mother, Kristin. Our deepest sympathies go out to John's family and his many friends in and out of the racing world.

John Thawley, 1950 - 2018

By Peter M. DeLorenzo

Detroit. Readers of this website know that I am not a big fan of F1. The race-to-race regimentation, the incessant whining, the uninspired engine choices, the many sterile, "manufactured" tracks, the flat-out greed in the way the circus conducts its business - I could go on. It is hard for me to get excited about the series because it is remarkably devoid of passion for anything except the money. Yes, the drivers still give a shit, but the realities of "the show" are often distilled down to a processional race determined by who gets to Turn 1 first. I really am not concerned with F1's next rules package either, because the chances are very high that they'll screw things up yet again. 

That being said, Lewis Hamilton's fifth World Championship is a notable achievement. With 71 Grand Prix wins and 81 pole positions, Hamilton's on-track brilliance is indisputable. And the fact that he insists on going his own way with his personal, off-track pursuits is commendable, too, especially in this era of oversanitized everything when it comes to drivers and the associated sponsor marketing.

Hamilton now joins a very elite group, meaning he is - along with Juan Manuel Fangio and Michael Schumacher - one of three F1 drivers with five or more World Championships. Will he tie or break Schumacher's all-time record of seven? I am not here to predict anything. Instead, I will continue to enjoy Hamilton's style and wish him nothing but the best. For all the the things wrong with F1, Hamilton's consistency and pure speed are something to behold. He clearly enjoys what he does and I hope that's always the case. Would he have been great in any F1 era? I have no doubt. Congratulations to Lewis and the entire AMG-Mercedes racing organization.

That's the High-Octane Truth for this week.

(Pirelli)
Lewis Hamilton is now a five-time F1 World Champion.

German Grand Prix, Nurburgring, August 6, 1967. Jim Clark (No. 3 Lotus 49-Cosworth, pole), Denny Hulme (No. 2 Brabham B24-Repco), Jackie Stewart (No. 11 BRM P115) and Dan Gurney (No. 9 AAR Eagle T1G-Weslake) make up a remarkable front row of the grid. The finish? 1. Hulme 2. Jack Brabham (No. 1 Brabham B24-Repco) 3. Chris Amon (No. 8 Ferrari 312).

Editor's Note: We're going to leave Peter's column about Lewis Hamilton up one more week. He will be back with a new "Fumes" next week. -WG

By Peter M. DeLorenzo

Detroit. Readers of this website know that I am not a big fan of F1. The race-to-race regimentation, the incessant whining, the uninspired engine choices, the many sterile, "manufactured" tracks, the flat-out greed in the way the circus conducts its business - I could go on. It is hard for me to get excited about the series because it is remarkably devoid of passion for anything except the money. Yes, the drivers still give a shit, but the realities of "the show" are often distilled down to a processional race determined by who gets to Turn 1 first. I really am not concerned with F1's next rules package either, because the chances are very high that they'll screw things up yet again. 

That being said, Lewis Hamilton's fifth World Championship is a notable achievement. With 71 Grand Prix wins and 81 pole positions, Hamilton's on-track brilliance is indisputable. And the fact that he insists on going his own way with his personal, off-track pursuits is commendable, too, especially in this era of oversanitized everything when it comes to drivers and the associated sponsor marketing.

Hamilton now joins a very elite group, meaning he is - along with Juan Manuel Fangio and Michael Schumacher - one of three F1 drivers with five or more World Championships. Will he tie or break Schumacher's all-time record of seven? I am not here to predict anything. Instead, I will continue to enjoy Hamilton's style and wish him nothing but the best. For all the the things wrong with F1, Hamilton's consistency and pure speed are something to behold. He clearly enjoys what he does and I hope that's always the case. Would he have been great in any F1 era? I have no doubt. Congratulations to Lewis and the entire AMG-Mercedes racing organization.

That's the High-Octane Truth for this week.

(Pirelli)
Lewis Hamilton is now a five-time F1 World Champion.

Peter M. DeLorenzo

Detroit. As I get further and further removed from contemporary racing and to be honest, less and less interested, I think it's time to give a hearing to my latest thoughts on the subject of the current state of racing. Ever since the relentless march of technology began to swallow the sport whole in the 70s, racing became a game of restrictions and specifications. Was it inevitable? Yes. Was it avoidable? No. To put this idea in context, we all realize that Indy cars lapping the Indianapolis Motor Speedway at 250+ mph doesn't make for a sustainable future. One incident of a racing machine cartwheeling into the stands and the consequences for the sport would be unimaginable and catastrophic. So, where are we, exactly?

Formula 1: Nothing has changed for me when it comes to F1. Though I appreciate the sparkling talents of the drivers and the creativity of the technical people involved, F1 is still too sterile, too antiseptic, too predictable and too boring. The races hinge upon which driver arrives at Turn 1 first, and then they play out from there. The biggest teams populate the first third of the starting grid with the rest of the field comprised of "B" or "junior" teams. The sound of the engines is soporific and the entire circus drones on with a dull cadence that is hard to mask. I cringe at the thought of the people involved in formulating the "next" rules for F1 because I think it's inevitable that they'll screw it up somehow, starting with the idea that the cars will have to mirror the coming advanced technology for passenger cars. And that would be a monumental mistake. We already have Formula E to put us all to sleep, which is why F1 needs to be diametrically opposed to what's happening in FE. F1 cars need to be less encumbered with technology, powered by loud, evocative, high-horsepower engines - as in, "bring back the scream" with something along the lines of 1200HP - and it needs to showcase the drivers wrestling high-powered cars with minimal technology. It may not be consistent with the politically correct winds that are blowing so strongly, but it would certainly bring back the excitement to a type of racing so desperately in need of it.

IndyCar: The new cars are much more pleasing to look at but this series is in desperate need of a third engine manufacturer to make things interesting. I'd also replace as many of the street races with natural-terrain road courses as possible (including Belle Isle, in case you were wondering). Street course races are uninspiring and tedious and I will forever refer to them as "CSS" races, meaning the average race enthusiast Can't See Shit. I'd also allow for different road course specs for the engines, allowing for 200-300 more horsepower. I want to see the drivers wrestling high-powered machines with obvious skill that's beyond us mere mortals. That shouldn't be too much to ask.

IMSA Weathertech SportsCar Championship: It's going in the right direction but I would drop GTD and combine it with GTLM, equalizing the specs so all of the cars run as close in times as GTLM does now. Then, I would create a new GTX class, which would take the GTLM class and up the power to a nice, round, 1000HP. I would give the top prototype class a corresponding boost in power as well so that the new GTX class wouldn't out run them (although I must admit, nothing would make me happier). And I'd give the schedule a serious look as well. I know "consistency of schedule" from year to year is a very big deal to race promoters and sponsors, but it's clear to me that some slots on the calendar could be seriously improved with better tracks.

NASCAR: What can I possibly say about NASCAR that I haven't already said? Not much, it turns out. The schedule needs to be cut by ten weekends, more road races need to be added to the compressed schedule, and new road course-specific cars need to be built that mimic the new merged IMSA GTD/GTLM class. As a matter of fact, NASCAR's new road racing cars should in fact be GTLM cars. Nothing is going to change, however, although the declining sponsor situation and the new pennies-on-the-dollar TV contracts looming just may force NASCAR to make fundamental changes. But that won't come until 2022, if it happens at all.

MotoGP: I like it just the way it is and to me it remains the most compelling motor racing on earth. And I hope it stays that way.

And that's the High-Octane Truth for this week.

(petelyons.com photo)

 Elkhart Lake, Wisconsin, September 3, 1967. Stirling Moss drives the Camaro pace car for the start of the Can-Am at Road America as Bruce McLaren (No. 4 McLaren Cars Ltd. McLaren M6A Chevrolet); Denny Hulme (No. 5 McLaren Cars Ltd. McLaren M6A Chevrolet); Dan Gurney (No. 36 All American Racers Inc. Lola T70 Mk.3B Ford); George Follmer (No. 16 Penske Racing Lola T70 Mk.2 Chevrolet); Mark Donohue (No. 6 Penske Racing Lola T70 Mk.3B Chevrolet); Chuck Parsons (No. 26 Carl Haas Automobile Imports McLaren Elva Mark III Chevrolet); John Surtees (No. 7 Team Surtees Limited Lola T70 Mk.3B Chevrolet); Peter Revson (No. 52 Peyton Cramer/Dana Chevrolet Lola T70 Mk.3 Chevrolet) Jim Hall (No. 66 Chaparral Cars Chaparral 2G Chevrolet) and Lothar Motchenbacher (No. 11 Peyton Cramer/Dana Chevrolet Lola T70 Mk.3 Chevrolet) line up for the start. Hulme won that day, followed by Donohue, Surtees and Hall.

By Peter M. DeLorenzo

Detroit. As I've gone on record many, many times before I am not a fan of NASCAR, the way it's run, the death march of a schedule, the numbing repetitiveness, and the constant Bush League Bullshit that emanates from Daytona Beach and Charlotte. But I will always acknowledge the teams, the technical people and the drivers, because they're the only part of the NASCAR Circus worth talking about.

Twenty-eight-year-old Joey Logano (No. 22 Team Penske Shell Pennzoil Ford) led a race-high 80 laps and defeated "Championship 4" contenders Martin Truex Jr. (No. 78 Furniture Row Racing Bass Pro Shops/5-Hour Energy Toyota), Kevin Harvick (No. 4 Stewart-Haas Racing Jimmy John's Ford) and Kyle Busch (No. 18 Joe Gibbs Racing M&Ms Toyota) on his way to the win at Homestead-Miami Speedway Sunday night, winning the 2018 Monster Energy NASCAR Cup Series championship in the process. Logano restarted third behind Busch and Truex Jr. with 15 laps left. Truex powered into the lead, but with 12 laps remaining, Logano charged past him into the lead and never looked back.

It was the first title for Logano, who has taken more than his fair share of grief ever since he arrived on the scene ten years ago after Mark Martin dubbed him "the greatest thing since sliced bread." The nickname "slice" stuck with him and his aggressive on-track moves didn't endear him to the NASCAR driving establishment, but he had the talent to back up his aggression and it was just a matter of time until he captured NASCAR's biggest prize. It was the second driver championship for team owner Roger Penske, and it was the first championship for Ford since 2004.

Congratulations to all involved.

And that's the High-Octane Truth for this week.

(Chris Graythen/Getty Images)
Joey Logano, 2018 Monster Energy NASCAR Cup Series champion.


(Courtesy of the Ford Racing Archives)
Riverside International Raceway, October 4, 1970. One of the most memorable races in Trans-Am history occurred on this day. Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302) and George Follmer (No. 15 Bud Moore Engineering Ford Mustang Boss 302) had combined to win five times that season (Jones four, Follmer one) and clinched the manufacturer’s title for Ford before the season finale at Riverside. Jones started from the pole and led the first five laps of the race on the iconic 2.54-mile road course. But on the sixth lap he ran into trouble. The following quotes are courtesy of National Speed Sport News: “I came up to lap a couple of cars and one got into the other one. When he did, as I was going by he nailed me right in the door,” Jones said. “It knocked me off the track and I went down behind turn nine into the weeds and turned around. It tore the spoiler off of it.” It would have been understandable if Jones had parked his Mustang, especially with Ford having already won the manufacturer's championship, but this was Parnelli, after all, and he returned to the track and set out after the leader, his teammate George Follmer. “I came back onto the track and it was vibrating like crazy,” Jones said. “I figured I may as well give it all (I’ve got) because this is not going to last.” Jones told NSSN that he gave it “one of them 120 percent deals for the rest of the race,” eventually catching Follmer on lap 71 despite the heavy damage to Jones’ Ford Mustang. “I even had to hit the curbing to make it turn. I had to get it up on two wheels to make it turn because it didn’t want to handle as well,” Jones said. “Anyway, I came back and caught my teammate George Follmer and won the race.” “It was one of the best races (I’d run),” Jones said. “If I was going to pat myself on the back, that’s one I might do that.” 

By Peter M. DeLorenzo

Detroit. I've always been amazed at how inept the brain trust in F1 is. They're good at lining their pockets and perpetuating "the circus" for their own edification, but they're absolutely worthless when it comes to promoting opportunities that they leave on the table. Case in point? The recent ride swap between Fernando Alonso and Jimmie Johnson, with Alonso trying out one of Johnson's stock cars and Johnson having a crack at a four-year-old McLaren F1 car was nice and everything, but what's the point, exactly?

So Alonso gets to keep his "brand" in the forefront of racing news and Johnson has the opportunity to experience an F1 car. It's all good, except it could be much better. My suggestion? Have the top five teams on the F1 grid bring an additional car to the United States Grand Prix at Circuit of The Americas, in Austin, Texas. Imagine if Johnson, Kyle Busch, Scott Dixon, Will Power and Ricky Taylor (this is just a sample list of drivers for now) got the opportunity to actually compete in F1 cars in front of a home crowd. The promotional bonanza would be huge, and the interest from around the motorsports world would be genuine.

I realize that this goes completely against the grain of the F1 executives' mindset, which states that only two cars are eligible from each team in their convoluted, sterile, regimented way of doing things, but imagine the excitement if the top racing drivers competing in America's top racing series got to compete in current F1 cars.

I would definitely watch.

And that's the High-Octane Truth for this week.



SCCA Trans-Am at Road America in Elkhart Lake, Wisconsin, July 19, 1970. Swede Savage (No. 42 All American Racers Plymouth Barracuda) gets into the back of Sam Posey (No. 77 Autodynamics Dodge Challenger) under braking for Turn 5. Mark Donohue (No. 6 Penske Racing Sunoco Javelin) won that day, Savage was second and Posey finished third.

By Peter M. De Lorenzo

Detroit. As I have said repeatedly, F1 has squandered every opportunity it has been given to do well because of its mind-numbing propensity to place greed over common sense, especially here in the U.S. It has long ago ceased being about the racing for F1; no, instead it has been about whether or not the facilities were luxurious enough, or if there were enough decent places to stay, or if the garages would be up to its rigid - and sterile - specifications, and if they would really have to interact with "the people" not too much.

And, as if that weren't enough, then there is the FIA dictating track standards, which is a joke when you really think about it because F1 races at Monaco, and the FIA goes right along with that. Yes, we get it, Monaco is about tradition, and the rest of the circus is about the money, pure and simple. So call me skeptical about the "new" F1 that's allegedly coming with the next-generation regulations, because there aren't enough social media orchestrations and pushes to attract younger people to the sport that will matter.

But there is one thing that would. If you listen to the consistent grumbles from the people who actually drive the machines in F1, they seem to be echoing each other in their comments. They want more power. They want the machines to be as difficult to drive as possible. And they want more noise, which all sounds perfectly reasonable to me.

Let's face it, the turbo V6s just don't sound like proper racing cars. Call me old school, but the fact remains that the great-sounding racing engines of all time, or in my time, are the following (by no means a complete list): A small- or big-block American V8. The Cosworth-Ford V8 F1 engine. The Ferrari V12 or flat 12. The Porsche 917 (normally-aspirated). The Matra V12. The Gurney-Weslake V12. The Honda V10. You get the idea.

F1 drivers know that the current cars sound like turbocharged tractors, and they're bored to tears with it. That's not what they grew up aspiring to drive, that's for sure. They grew up going to F1 races hearing that blood-curdling, gut-ripping, ear-splitting scream. And they wanted to drive that. It's funny, but racing enthusiasts are the same way. Hell, even casual racing fans expect to hear loud engines when they go to a race, not glorified UPS trucks with glass-pack mufflers.

If F1 really wants to make a splash and bring the buzz back, bringing back the scream should be priority No. 1.

And that's the High-Octane Truth for this week.

Elkhart Lake, Wisconsin, September 13, 1964. Jim Hall (No. 67 Chevrolet Corvette Grand Sport) leads Walt Hansgen (No. 2 Mecom Racing Ferrari 250 LM) in the Road America 500. Hansgen, with co-driver Augie Pabst, won that day. Ken Miles/John Morton finished second in the No. 97 Shelby American Cobra and Hall - with co-drivers Roger Penske and Hap Sharp - finished third.

Editor's Note: One of Peter's most-requested Fumes columns from last year was his series on "favorite racing cars," so until the 2018 racing season gets rolling - yeah, we know, "The Roar" was this past weekend with all of the sandbagging going on, but that doesn't count - we thought we'd re-run the series beginning this week. Enjoy. -WG

Editor's Note: One of Peter's most-requested Fumes columns from last year was his series on "Favorite Racing Cars," so until the 2018 racing season gets rolling - yeah, we know, "The Roar" happened two weeks ago with all of the sandbagging going on, but that doesn't count - so here is Part II. Enjoy. -WG

Peter M. DeLorenzo

Detroit. As I expected, last week's column - Favorite Racing Cars, Part I - generated a lot of comments and brought forth lists of favorite racing cars from a wide range of enthusiasts, both here in Reader Mail and on my twitter account (@PeterMDeLorenzo). It's a fun subject, because there are no wrong answers and everyone has personal favorites. I covered a lot of ground last week, but as I said, there was much more to come. This week, I am going to bring forward an entirely new list of racing cars, and, I wouldn't be surprised if there is a "Part III" down the road. So, without further ado, let's go...
(Dave Friedman photo)
First of all, I neglected to post a picture of a Chevrolet Corvette Grand Sport last week, so here is a shot of Jim Hall (No. 67 Chevrolet Corvette Grand Sport) running ahead of Augie Pabst (No. 2 John Mecom Racing Zerex Ferrari 250 LM) out of Canada Corner during the Road America 500 in Elkhart Lake, Wisconsin, September 13, 1964. 
(All American Racers)
Dan Gurney on his way to the win in the 1967 Belgian Grand Prix in the No. 36 All American Racers Eagle T1G Gurney-Weslake V12. Gurney's victory at Spa is the first and only time that an American citizen built and raced a car of his own construction and put it into the winner’s circle of a World Championship F1 race. Yes, there have been many beautiful open-wheel machines - the aforementioned Ferrari 156; Colin Chapman's Lotus 49-Cosworth; the McLaren-Ford MP4/8A; the McLaren M16C Indy car; Jim Hall's Chaparral 2K Cosworth Indy car; the All American Racers Indy cars, especially the Boundary Layer Adhesion Technology (BLAT) Eagle-Chevy, and on, and on, and on* - but for my money Gurney's beautiful midnight blue 1967 Eagle F1 machine, designed by Len Terry and constructed in Santa Ana, California, remains my favorite open-wheel car of all time and is still absolutely stunning in person. (*As you may have noticed, I have no contemporary open-wheel machines on my list. That's because - particularly in F1 - the cars are cold, devoid of beauty, emotionally un-involving and eminently forgettable.)
(Dave Friedman photo) 
Speaking of Lola, I think the T70 coupe is one of the most beautiful racing machines of all time. But if asked to pick one Lola over all of the many great ones, it would be the gorgeous No. 30 All American Racers Lola T70 Mk.2 - powered by a Gurney-Weslake 305 Ford - that Dan Gurney drove to victory in the second Can-Am race of the inaugural season for that legendary racing series, at Bridgehampton, New York, September 18, 1966. 

And I would be remiss if I didn't mention another group of my all-time favorite racing machines, those beautiful - and brutal - Can-Am machines from Bruce McLaren and McLaren Cars. I have five 1/18 scale racing car models on my desk currently (yes, I have a few more than that). Three Chaparrals (2C, 2E and 2F), a Porsche 910, and Dan Gurney's No. 1 McLaren M8B Chevrolet that he ran in the Can-Am at Michigan International Speedway in a guest drive. I was fortunate to see the Can-Am series in-period, and the kaleidoscope of great racing machines from that era deserves the term "legendary." Machines from Chaparral, Ferrari, Lola, Porsche and Shadow, along with a long list of "one-offs" are seared in my memory. To see - and hear - a Can-Am car flat-out at Road America was simply the best of the best racing experiences one could have. And I relish those experiences to this day. So following are a few classic images of the McLaren Can-Am machines.

Michigan International Speedway, 1969. Dan Gurney in the No. 1 McLaren M8B Chevrolet finished third behind teammates Bruce McLaren (No. 4 McLaren M8B Chevrolet) and Denny Hulme (No. 5 McLaren M8B Chevrolet) in a guest drive.
(Photo by Pete Lyons)
Laguna Seca, California, 1968. Bruce McLaren (No. 4 McLaren M8A Chevrolet) during practice for the Can-Am. 
(Photo by Pete Lyons)
Peter Revson on his way to the win in the Can-Am at Laguna Seca in his McLaren M8F Chevrolet, 1971.

(Pete Lyons)
Riverside International Raceway, 1968. Bruce McLaren (No. 4 Gulf/Reynolds Aluminum McLaren M8A Chevrolet), L. A. Times Grand Prix Can-Am.

Elkhart Lake, Wisconsin, 1969. Bruce McLaren (No. 4 Gulf/Reynolds Aluminum McLaren M8B Chevrolet) during practice for the Can-Am at Road America.
(Pete Lyons photo)
Elkhart Lake, Wisconsin, 1967. Bruce McLaren in his No. 4 McLaren M6A Chevrolet - with Tyler Alexander - during practice for the Can-Am at Road America.
(Pete Lyons photo)
Watkins Glen, New York, 1972. Peter Revson (No. 4 McLaren M20 Chevrolet) qualified on pole for the Can-Am but finished second to teammate Denny Hulme (No. 5 McLaren M20 Chevrolet) in the race. 

Yes, I know, too many photos of the McLarens, but these were seminal machines emblematic of that run-what-you-brung era. Are there other favorite race cars? Absolutely. The Vanwall Grand Prix machine. The Jaguar D-Type. The Lotus 25 Grand Prix car. The Lotus-Ford Indianapolis cars, both the first machines in 1963 and Jim Clark's Lotus 38-Ford winner in 1965. Mario Andretti's John Player Special Lotus 78/79 F1 World Championship machines. Jackie Stewart's 1971 Lola T260 Chevrolet Can-Am car. The 2003 Le Mans-winning Bentley Speed 8. Andy Granatelli's 1967 STP Turbine Indy car driven by Parnelli Jones, and the updated "wedge" design turbine cars. As I said, the list goes on and on and on. I will cover more ground when I get to Part III, down the road.

And that's the High-Octane Truth for this week.

Spa Francorchamps, May 1, 1967. The No. 1 Chaparral Cars Chaparral 2F Chevrolet driven by Phil Hill and Mike Spence qualified on the pole for the Spa 1000 Kilometers but did not finish due to gearbox issues.

By Peter M. DeLorenzo

Detroit.  I hope you've all enjoyed reading these "Favorite Racing Cars Part I & Part II" columns as much as I have putting them together. I realize that I could devote the entirety of "Fumes" to this subject indefinitely although I am not going to do that (I don't think), but a "Part III" seemed in order, so here we go. 
Designed by Vittorio Jano for Lancia in 1954, the Lancia D50 Grand Prix entry pioneered many significant innovations. For example, the engine acted as a stressed chassis member and it was also mounted off-center, which allowed for a lower overall height; and the pannier fuel cells were used for better aerodynamic performance and more balanced weight distribution. The D50 made its debut at the end of the 1954 Grand Prix season with two-time World Champion and Italian driving great Alberto Ascari behind the wheel. It was blistering fast right out of the box, but because the Lancia family was facing severe financial trouble, the Lancia family sold their controlling share in the Lancia company, and the assets of its racing team - Scuderia Lancia - were granted to Scuderia Ferrari. Although Ferrari continued to develop the car, many of Jano's most innovative design characteristics were removed. The car was first renamed as the "Lancia-Ferrari D50" but that was quickly dropped in favor of "Ferrari D50". Juan Manuel Fangio (above) won the 1956 World Championship driving the D50 for Ferrari. The D50s were entered in fourteen World Championship F1 Grands Prix, winning five.
(RM Sotheby's)
The Jaguar D-Type is one of the most iconic racing cars ever built. Originally produced between 1954 and 1957, the Jaguar bristled with technical innovation heavily influenced by the aviation business. It featured monocoque construction and a sophisticated approach to aerodynamic efficiency. The Jaguar D-Type won the 24 Hours of Le Mans in 1955, 1956 and 1957. Jaguar is now producing 25 "continuation" D-Types, which will be priced at $1.4 million. I expect the prices for these continuation models to soar, especially since original D-Types now go for over $20 million.

(Grand Prix History)
The Lotus 25 revolutionized the design of open-wheel racing cars and fundamentally changed the sport. The mid-engined Lotus 25 was not the first racing car with a monocoque chassis, but its visionary design by Colin Chapman combined with the brilliance of Jimmy Clark resulted in phenomenal success. Clark won seven out of ten races and his first World Championship with the Lotus 25 in 1963. 
(Ford Racing Archives)
Jimmy Clark (with Colin Chapman) in the Lotus 38-Ford during practice for the 1965 Indianapolis 500. He would win the race handily.

(Autosport)
Speaking of iconic racing machines, Mario Andretti won his World Championship in 1978 with the beautiful and highly innovative Lotus 79-Ford. 

Parnelli Jones in the all-wheel-drive No. 40 STP-Paxton Turbocar machine dominated the 1967 Indianapolis 500 at will. Jones coasted to a stop with three laps to go because of a $6.00 transmission bearing failure. Innovation courtesy of Andy Granatelli, a man who never got enough credit for his vision.

Graham Hill in the No. 70 STP Lotus 56 Turbine machine at Indianapolis in 1968. Colin Chapman took the turbine power idea to heart and came up with a visionary car design of his own for the 1968 Indianapolis 500. 

Mario Andretti's No. 11 Ford Fairlane "stock car" with which he stunned the NASCAR establishment by winning the 1967 Daytona 500. The 60s NASCAR machines were brutal, purposeful but beautiful in their own right.
I may have already mentioned this car, but Jackie Stewart's 1971 Carl Haas Racing L&M Lola T260 Chevrolet remains one of my favorite Can-Am machines of all time. I watched Stewart manhandle this evil handling machine, wringing every last drop of speed out of it while giving Team McLaren fits. It may have not been the prettiest of machines, but in Stewart's hands it was magnificent.

Yes, another chapter of "Favorite Racing Cars" has come to a close. I could go on and I probably will in another chapter, because there are so many pivotal - and memorable - racing machines that writing about them never gets old.

And that's the High-Octane Truth for this week.

(Dave Friedman photo)
Las Vegas, Nevada, 1966. Talk about an all-star lineup. Early laps of the Stardust Grand Prix Can-Am race with John Surtees (No. 7 Team Surtees Lola T70 Mk.2 Chevrolet); Jim Hall (No. 66 Chaparral 2E Chevrolet); Parnelli Jones (No. 98 John Mecom Racing Lola T70 Mk.2 Chevrolet); Phil Hill (No. 65 Chaparral 2E Chevrolet); Jackie Stewart (No. 43 John Mecom Racing Lola T70 Mk.2 Chevrolet); George Follmer (No. 16 Lola T70 Mk.2 Chevrolet); Bruce McLaren (No. 4 McLaren Elva Mark II B Chevrolet); Chris Amon (No. 5 McLaren Elva Mark II Chevrolet) and Mark Donohue (No. 6 Penske Racing Sunoco Special Lola T70 Mk.2 Chevrolet). Results: 1. Surtees 2. McLaren 3. Donohue.

By Peter M. DeLorenzo

Detroit. Watching the Daytona 24 Hours (Rolex24) unfurl last weekend left a lot to be desired. There's no question that the torrential rain that hit early Sunday morning put more than a damper on the race. It pretty much brought any potential excitement for the overall lead and the class battles shaping up for the end of the race to a splashing halt. But then again, that's how road racing differs from oval racing, and sometimes we forget that fact.

I suggested on Twitter that the race probably could have been called three hours earlier, but then again I had to remind myself that wouldn't be consistent with what sports car racing is about. Road racers run in the rain, which is one of the biggest differentiators between it and traditional American oval racing. A perfect example of this was the 12 Hours of Sebring, in 1965. Late in the afternoon a tremendous storm overwhelmed the venerable airport circuit, dumping five inches of rain in just 30 minutes. Think about that for a moment, and if you've ever been to Sebring  - which is as flat as a pancake - you'd know that the water had nowhere to go. The circuit was flooded to the point that lap times slowed to as much as ten minutes. Drivers in open cars ended up sitting in water up to their elbows, and the pit lane was a running river that carried wheels and tires away if they weren't accounted for. In short, the 12 Hours of Sebring in 1965 became known for the "The Deluge" and the fact that the race was never stopped once is truly remarkable. It will also be remembered for Jim Hall and Hap Sharp's fantastic victory in their No. 3 Chaparral 2A Chevrolet, marking the first major international win for Chaparral Cars. So, as disappointing as the finish of the Daytona 24 Hours was, it reminded us of a dimension of road racing that should never be dismissed or forgotten. (You can read more about the race in "The Line" -WG.)  

As for the new NBC motorsports coverage, it is shaping up to be a significantly better than what we've experienced in recent years. Covering a road race is extremely difficult to begin with, but the NBC crew seemed to handle it with aplomb. And it's always interesting to see that whenever NASCAR-oriented types are exposed to a major international sports car racing event, they can't say enough about it and are truly impressed. Will that lead to different thinking from NASCAR as far as making fundamental changes to their show? Not likely, at least not until the current contracts with its tracks expire in a couple of years, which would then permit the NASCAR schedule to be radically altered. Right. Add that to the notgonnahappen.com file.

At any rate, it's great to get the 2019 IMSA WeatherTech Championship underway, and if the green flag racing action from Daytona is any indication, it's shaping up to be a tremendous season.

And that's the High-Octane Truth for this week.

(Dave Friedman photo)
Sebring, Florida, March 27, 1965. The Delmo Johnson/Dave Morgan No. 1 Chevrolet Corvette Grand Sport splashes by the pits at the peak of "The Deluge" in the 12 Hours of Sebring.

Editor's Note: We're re-running Peter's column about GM's True Believers this week - and the fascinating story of the CERV I and CERV II. Enjoy! -WG

By Peter M. DeLorenzo

Detroit. If any of our readers follow me on twitter (@PeterMDeLorenzo), you know that I often tweet about the Chaparral racing cars and GM Engineering's intimate involvement in that fabulous program. I will probably continue to do so, but this week I wanted to devote some time to the Chevrolet Engineering Research Vehicles, the CERV I and CERV II.

The CERV program originated with Corvette icon Zora Arkus-Duntov, who envisioned it as a platform for engineers to use in order to develop Chevrolet - specifically Corvette - body, chassis and suspension systems. The CERV I was developed between 1959 and 1960 as a functional mid-engine, open-wheel, single-seat prototype racing car. The bodywork was designed by industry legends Larry Shinoda and Tony Lapine. 

The CERV I was originally equipped with a fuel-injected 283 cu. in. 350HP small block V8 that weighed only 350 lbs. Intensive use of aluminum and magnesium engine components saved more than 175 lbs. from previous Chevrolet V8s. The body structure was constructed out of fiberglass and weighed only 80 lbs. The body structure was attached to a rigid 125 lb. chrome-molybdenum tube constructed frame, welded in a truss-like configuration. Combining these lightweight components contributed to the CERV I's weight of 1,600 lbs. The 96-inch wheelbase chassis features a four-wheel independent suspension, uses independent, variable rate springs with shock absorbers and stabilizer bar in the front, and multilink, variable rate springs, with double-acting shock absorbers in the rear. The wheels are cast magnesium alloy. Steering is recirculating ball type with 12:1 ratio.

The brake system on the CERV I uses front disc/rear drum, with a two piston master cylinder to eliminate the chance of complete brake failure. Fuel is delivered via two rubber bladder fuel cells (20 gal. total capacity).
At one point Duntov refitted the CERV I with a 377 cu. in. aluminum small block, an advanced Rochester fuel injection system and Indy-style tires and wheels. (That 377 cu. in. small block V8 became the mainstay in the Corvette Grand Sport racing program.) To match this mechanical updating, Shinoda redesigned its streamlined body structure for greater aerodynamics. Top speed for the CERV I was 206 mph, achieved on GM's circular 5-mile test track at its Milford, Michigan, Proving Grounds.

Excited by its impressive performance potential, Duntov had his eye on bigger things for the CERV 1 - including racing in the Indianapolis 500 - but due to the AMA (Automobile Manufacturer’s Association) ban on manufacturer-sponsored racing at the time - which GM painfully adhered to - the closest Duntov could get to a major showcase for the car was when he drove the machine in a series of demo laps at the U.S. Grand Prix in 1960. 

(RM-Auctions)
The CERV 1.
(RM-Auctions)
The CERV I appeared in the international racing colors - white with blue - assigned to the United States.

The next-generation Chevrolet Engineering Research Vehicle - the CERV II - was conceived early in 1962, developed over the next year and built under Duntov’s direction between 1963 and 1964. By the time it was finished, Duntov envisioned the CERV II as a possible answer to the Ford GT40 racing program. At this point it was also in Duntov's mind to develop a separate line of racing Corvettes to sell, an idea that was later rejected, of course, by GM management. Duntov wanted the CERV II to showcase future technologies as applied to a racing machine. 

Chevrolet General Manager "Bunkie" Knudsen wanted to get back into racing so the CERV II was planned for the international prototype class with a 4-liter version of the Chevrolet small block V8. Knudsen has been given strict orders to stay out of racing by upper management at GM, but obviously that didn't dissuade Duntov and his team. Construction was started on the CERV II almost at the same time that the "no racing" GM management edict came down.

As with CERV I, the body was designed by the team of Shinoda and Lapine. The chassis of the CERV II consisted of a glued-together steel and aluminum monocoque with a steel sub frame to carry the suspension and engine. It was powered by a Hilborn fuel-injected, overhead cam, 377 cu. in. aluminum small block V8 with a 10.8 compression ratio and 500HP. By 1970, the CERV II ran a 427 cu. in. ZL-1 V8 with 550HP. Titanium was used for the hubs, connecting rods, valves, and exhaust manifolds helping to bring the total weight of the machine below 1400 lbs. 

The CERV’s II engineering of the drive system and torque converter arrangement was handed over to GM’s engineering team and it turned out to be its most fascinating development. The result? An advanced all-wheel drive system using two torque converters. This marked the first time that anyone had designed a variable power delivery to each end of the car, which varied according to vehicle speed. The very wide wheels carried experimental low profile Firestone tires mounted on specifically constructed Kelsey-Hayes magnesium wheels. The ventilated disc brakes were mounted outboard, with the Girling calipers widened to accept the vented rotors.

The CERV II was very quick: 0-60 in 2.5 seconds with a top speed of 190+ mph. During its extensive development Jim Hall and Roger Penske were among the top drivers who wheeled the CERV II. 

The plan to use the CERV II as The Answer to the Ford GT40 program ended up being killed by GM management, as was their wont. The CERV II was used as a research tool for a mid-sixties super Corvette program that was also cancelled by management. Never raced, the CERV II ended as a show and museum piece, a tribute to the True Believers at GM Design and Engineering.

Editor-in-Chief's Note: Thank you to the GM Heritage Center for the details on the CERV I and CERV II. -PMD

(GM)
The True Believers at GM Engineering stand proudly by the magnificent CERV II at its roll out at the GM Technical Center in Warren, Michigan.
(GM)
The CERV II photographed at the famous "Black Lake" at the GM Proving Grounds in Milford, Michigan.
(GM)
An inside look at the CERV II.

Editor-in-Chief's Note: As part of our continuing series celebrating the "Glory Days" of racing, this week's images come from GM. - PMD

(GM)
GM Technical Center, Warren, Michigan, 1957. Zora Arkus-Duntov being wheeled out for the maiden test run of the Corvette SS racing car. GM had a short test track on the Tech Center grounds that saw extensive use.

(GM)
GM Technical Center, Warren, Michigan, 1957. The Corvette SS racer being finished before being shipped down to Sebring, Florida, for its racing debut in the 12-Hour race.