Editor-in-Chief's Note: I was going to write a new Fumes column, but since the hand-wringing and furor over the on-track incident between Lewis Hamilton and Max Verstappen at the British Grand Prix continues unabated - at least in some circles - we're going to re-run my column on the subject from last week. That the powers that be and the participants in F1 lost all perspective years ago is no secret. Everything with F1 is over-the-top, and to the sport's detriment too. The mind-numbing financial requirements and the track demands in order to have the "privilege" of holding an F1 race before the circus deigns to grace the country's venue with their presence is unconscionable. And the fact that the stumblebums of the FIA are involved just compounds the ridiculousness. That Red Bull Racing continues to stoke the fires of outrage over the incident is beyond laughable at this point. The entire F1 circus needs to get over itself, come down to earth and start conducting themselves like a proper motor racing entity, instead of a bunch of self-important wankers hell-bent on diminishing what was once - a long, long time ago - a pretty riveting sport. -PMD

By Peter M. DeLorenzo

Detroit. It's no surprise that legions of racing experts - aka the Twitter hordes with a keyboard - were quick to weigh in about the incident at Copse between Lewis Hamilton and Max Verstappen on Lap 1 of the British Grand Prix on Sunday. Blessed with no experience and full of knee-jerk reactions, these "experts" were quick to condemn Hamilton as deserving of full blame and equally quick to absolve Verstappen of any wrongdoing. As with most racing incidents, Sunday's coming together of Hamilton and Verstappen was far from being cut and dried; instead, it lives in that gray area that can be endlessly debated, that is until the next on-track incident. 

Lest we forget, these were the two principal combatants for the 2021 World Driving Championship, and at this point in the season there's no quarter asked or given. Verstappen's increasingly aggressive on-track behavior this season has been well-documented. It was clear that the battle between Max and Lewis was coming to a head, and it boiled over in full measure at Copse. From Verstappen's perspective, he commented on social media: “Obviously disappointed with being taken out like that. The penalty given does not help us in any way and doesn’t do justice to the dangerous move Lewis made on track. Watching the celebrations after the race while still in hospital is disrespectful and unsportsmanlike behaviour but we move on.” So there's that. From Hamilton's perspective: “When someone’s just too aggressive these things are bound to happen. I hope he’s ok because of course I would love to have a wheel to wheel battle for the whole race. I enjoy racing with him and I’m looking forward but I will never back down from anyone and I naturally would not be bullied into being less aggressive. I think today, this weekend, we needed the points and there was a gap. He left a gap and I went for it.”

I have no experience in the subject matter; flogging my go-kart and dabbling in Formula Ford does not constitute a platform of expertise. That, of course, didn't stop the Twitter hordes from weighing in. I will defer to the racers who know of such matters instead: 

"Nothing intentional or nothing that any of the two drivers did wrong in my opinion. That was an unlucky moment." -Fernando Alonso 

"I think it’s a racing incident. It is quite difficult to put the blame on one or the other." -Charles Leclerc

"Hamilton could never make the apex as Max had pushed him right into the old pit wall, so he was off line. You also don’t/can’t turn in when you haven’t cleared the other car. Asking for trouble..." -David Hobbs

"I seem to remember in Austria a couple of years ago Charles Leclerc being literally pushed off the road by his pursuer. Hmm... now it’s a dangerous dangerous move???" -David Hobbs

As you might have guessed by now, I consider Sunday's contretemps a racing incident, pure and simple. There's one thing about this incident that I will weigh in on, however, and that is the chorus of racial hatred directed toward Lewis Hamilton after the race on social media and other outlets. The way this man has been treated throughout his career has been disgraceful, despicable and disgusting. I am glad the entire F1 community including the FIA and the other F1 teams - including Red Bull Racing - condemned the hatred directed toward Lewis Hamilton:

“Formula One, the FIA and the Mercedes-AMG Petronas F1 Team condemn this behavior in the strongest possible terms. These people have no place in our sport and we urge that those responsible should be held accountable for their actions. “Formula One, the FIA, the drivers and the teams are working to build a more diverse and inclusive sport, and such unacceptable instances of online abuse must be highlighted and eliminated.”

Red Bull also issued a statement criticizing the attacks on Hamilton: “While we may be fierce rivals on-track, we are all united against racism. We condemn racist abuse of any kind towards our teams, our competitors and our fans. As a team we are disgusted and saddened to witness the racist abuse Lewis endured yesterday on social media after the collision with Max. There is never any excuse for it. There is certainly no place for it in our sport and those responsible should be held accountable.”

Yes, it is simply unforgivable and inexcusable. And it echoes the treatment directed toward the players of color on the British national soccer team after their loss a couple of weeks ago. 

On track, the incident between Max and Lewis was "just one of them racin' deals" as we like to say around here. Off track, what happened is a sad commentary about where we are today as a global society.

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

(Honda)
Monte Carlo, May 7, 1967. John Surtees (No. 7 Honda Racing Honda RA273 V12) exits the tunnel during the Monaco Grand Prix. Surtees qualified third behind Jack Brabham (No. 8 Brabham BT19-Repco V8) and Lorenzo Bandini (No. 18 Scuderia Ferrari 312 V12) but did not finish the race. Denny Hulme (No. 9 Brabham BT19-Repco V8) won that day, followed by Graham Hill (No. 14 Lotus 33 BRM V8) and Chris Amon (No. 20 Scuderia Ferrari 312 V12). This race will forever be remembered for the loss of Lorenzo Bandini, who had a terrible, fiery crash on Lap 82 (of 100) and succumbed to his injuries in the hospital on the Wednesday after the race.

By Peter M. DeLorenzo

Detroit.  Front-row qualifiers at any major racing event are usually significant. They represent the quickest drivers at that particular moment in time, at a particular track. From the annals of F1, INDYCAR and Can-Am, to IMSA and beyond, front-row qualifiers are often memorable and help define - and capture - a specific era in motorsport. This week, I am going to begin our coverage with just a few of the races - and the legendary drivers - that spring to mind. There will be more to come.
Bridgehampton, New York, September 17, 1967. Denny Hulme (No. 5 McLaren M6A Chevrolet, pole), Bruce McLaren (No. 4 McLaren M6A Chevrolet) and Dan Gurney (No. 36 All American Racers, Inc. Lola T70 Mk.3B AAR-Weslake Ford) on the Front Row for the Can-Am. Hulme and McLaren finished 1-2, Gurney retired with fuel-injection issues. George Follmer (No. 16 Roger Penske Racing Ent. Sunoco Special Lola T70 Mk.2 Chevrolet) finished third.
Reims-Gueux, France, July 4, 1954. Juan Manuel Fangio (No. 18 Mercedes-Benz 196R, pole), Karl Kling (No. 20 Mercedes-Benz 196R) and Alberto Ascari (No. 10 Maserati 250F) on the Front Row for the French Grand Prix. Fangio and Kling were so dominant in their "streamliner" versions of the Silver Arrows that day that they finished 1-2, a tenth of a second apart, after lapping the field. The Mercedes-Benz 196R "streamliners" were certainly some of the most beautiful racing cars ever built.
Lexington, Ohio, August 22, 1971. Denny Hulme (No. 5 Gulf/Reynolds Aluminum McLaren M8F Chevrolet, pole) and Peter Revson (No. 7 Gulf/Reynolds Aluminum McLaren M8F Chevrolet) on the Front Row for the Mid-Ohio Can-Am. Both McLaren drivers encountered trouble; Hulme DNF and Revson came in seventh. Jackie Stewart (No. 1 Carl Haas Racing L&M Lola T260 Chevrolet) won that day. Jo Siffert (No. 20 STP/Porsche Audi/Marlboro Porsche 917/10) was second and Tony Adamowicz (No. 54 Auto World McLaren M8B Chevrolet) finished third.
German Grand Prix, The Nurburgring, Nurburg, West Germany, August 6, 1967. Talk about a legendary Front Row: Jim Clark (No. 3 Team Lotus 49 Ford Cosworth DFV, pole), Denny Hulme (No. 2 Brabham Racing Organization Brabham BT24 Repco V8), Jackie Stewart (No. 11 Owen Racing Organization BRM P115 H16) and Dan Gurney (No. 9 Anglo American Racers Eagle T1G Weslake V12). Hulme won, followed by Jack Brabham (No. 1 Brabham Racing Organization Brabham BT24 Repco V8) and Chris Amon (No. 8 Scuderia Ferrari Spa SEFAC Ferrari 312 V12).
(IMS)
Indianapolis Motor Speedway, May 1967. The Front Row for the Indianapolis 500: Mario Andretti (No. 1 Dean Van Lines Hawk/Ford, pole), Dan Gurney (No. 74 All American Racers Wagner Lockheed Brake Fluid Eagle/Ford) and Gordon Johncock (No. 3 Gilmore Broadcasting Gerhardt/Ford). A, J. Foyt (No. 14 Sheraton/Thompson Coyote/Ford) won that year; Al Unser (No. 5 John Mecom Retzloff Chemical Lola/Ford) was second and Joe Leonard (No. 4 Sheraton/Thompson Coyote/Ford) finished third.

By Peter M. DeLorenzo

Detroit. Front-row qualifiers at any major racing event are usually significant. They represent the quickest drivers at that particular moment in time, at a particular track. From the annals of F1, INDYCAR and Can-Am, to IMSA and beyond, front-row qualifiers are often memorable and help define - and capture - a specific era in motorsport. This week, I am going to begin our coverage with just a few of the races - and the legendary drivers - that spring to mind. There will be more to come.

Le Circuit Mont-Tremblant-St. Jovite, Quebec, September 1966. Okay, so this isn't the Front Row of the grid, but it is a compelling photo of the front-row lineup before qualifying for the Can-Am St. Jovite. Dan Gurney is in his No. 30 All American Racers Lola T70 Mk.2 Ford and John Surtees is in the No. 3 Team Surtees Ltd. Lola T70 Mk.2 Chevrolet. Surtees got the pole, but Gurney qualified an uncharacteristic ninth. The first Can-Am race ever run came down to a torrid duel between Surtees and Bruce McLaren (No. 4 Bruce McLaren Motor Racing Ltd. McLaren Elva Mark IIB Oldsmobile), and they finished 1-2 in that order. Chris Amon (No. 4 Bruce McLaren Motor Racing Ltd. McLaren Elva Mark II Oldsmobile) finished third.
Road Atlanta, September 13, 1970. Vic Elford (No. 66 Chaparral Cars Inc. Chaparral 2J Chevrolet) and Denny Hulme (No. 5 McLaren Cars. Ltd. Gulf/Reynolds Aluminum McLaren M8D Chevrolet) lead the field to the start of the Can-Am. Elford put the Chaparral 2J on the pole by 1.2 seconds, which was a shocking margin over the usually dominant factory McLarens. But the race was a different story altogether. Hulme and teammate Peter Gethin (No. 7 McLaren Cars. Ltd. Gulf/Reynolds Aluminum McLaren M8D Chevrolet) failed to finish, and Elford had an assortment of issues and finished sixth. The surprise winner was Tony Dean in his No. 8 A. G. Dean Ltd. Porsche 908/02 K.
Watkins Glen, New York, October 1, 1967. The start of the United States Grand Prix with an All-Start Front Row of Graham Hill (No. 6 Team Lotus Ford Cosworth DFV, pole) and Jim Clark (No. 5 Team Lotus Ford Cosworth DFV) leading the charge from the green flag. Dan Gurney started third in the No. 11 Anglo American Racers Eagle T1G Weslake V12 and Chris Amon fourth in the No. 9 Scuderia Ferrari 312 V12. Hill took the lead, and Gurney would muscle his way past Clark for second, but the Californian relinquished his position to Clark on Lap 8 and would eventually retire with suspension issues. Clark and Hill swapped the lead back and forth until Hill faded with gearbox issues. Clark would win, and Hill had to hold off Denny Hulme (No. 2 Brabham Racing Organization Brabham BT24 Repco V8) for second.
Laguna Seca, California, October 12, 1975. Mario Andretti (No. 5 Lola T332 Viceroy/Hilton Chevrolet) and Al Unser (No. 51 Lola T332 Viceroy/Hilton Chevrolet) on the Front Row for the start of the Monterey Grand Prix Formula 5000 race. Mario and Al ran 1-2, with Brian Redman (No. 1 Boraxo Lola T332 Chevrolet) finishing third. For anyone who had the privilege to see F5000 at its peak in this country, it was some of the best racing this country has ever produced. 
(Dave Friedman photo)
Laguna Seca, California, October 16, 1966. The start of Can-Am Race 2 with Phil Hill (No. 65 Chaparral Cars Chaparral 2E Chevrolet) and Jim Hall (No. 66 Chaparral Cars Chaparral 2E Chevrolet) on the Front Row. That's Bruce McLaren (No. 4 McLaren Racing Ltd. McLaren Elva Mark IIB Chevrolet) and John Surtees (No. 7 Team Surtees Lola T70 Mk. 2 Chevrolet) behind Hill and Hall. Phil Hill would win Race 1, followed by Hall and McLaren. Parnelli Jones (No. 98 John Mecom Jr. STP Lola T70 Mk. 2 DOHC Ford) would win race 2, followed by Hill and Hall. Parnelli's win in Race 2 was a rare success for the DOHC Ford Indy V8 in road racing competition.
(Dave Friedman photo)
Daytona International Speedway, February 5, 1967. Dan Gurney put the No. 3 Shelby American Ford Mk II on the pole for the Daytona 24 Hours, but he and co-driver A. J. Foyt did not finish due to a blown engine.  Phil Hill put the No. 15 Chaparral Cars Inc. Chaparral 2F Chevrolet right next to Gurney in qualifying, but Phil and co-driver Mike Spence did not finish either due to an accident and subsequent suspension damage. The finish of this race was the famous 1-2-3 for Scuderia Ferrari, with the No. 23 Ferrari 330 P3/4 driven by Lorenzo Bandini/Chris Amon winning, followed by the No. 24 Ferrari 330 P4 driven by Ludovico Scarfiotti/Mike Parkes and the No. 26 North American Racing Team Ferrari 412 driven by Pedro Rodriguez/Jean Guichet.

By Peter M. DeLorenzo

Detroit. These photographs of front-row qualifiers capture a moment in time, or rather, a moment in speed. We get a glimpse for a fleeting moment of the best of the best at the particular track, on that particular day. Is it too much wallowing in nostalgia? I have been roundly criticized for that, but I disagree. In order to appreciate what we have now, or where we want the sport to go, we have to appreciate where we've been. I hope you enjoy it, because even though these are historic photos - they never get old.

Circuit Park Zandvoort, North Holland, Netherlands, July 18, 1965. F1 Legends: Graham Hill (No. 10 Owen Racing Organization BRM P261 V8); Jim Clark (No. 6 Lotus 33 Climax V8); Richie Ginther (No. 22 Honda R&D Company Honda RA272 V12) on the Front Row. Others in the shot: John Surtees (No. 2 Scuderia Ferrari SpA SEFAC Ferrari 158 V8); Dan Gurney (No. 16 Brabham Racing Organization Brabham BT11 Climax V8) and Mike Spence (No. 8 Team Lotus/Lotus 25 Climax V8). Clark won that day, followed by Jackie Stewart (No. 12 Owen Racing Organization BRM P261 V8) and Gurney.
Nassau Speed Weeks, Bahamas, November 29, 1964. The Front Row for the start of the Nassau TT for GT+2.0 cars: Ken Miles (No. 98 Shelby American 427 Cobra prototype); Jack Saunders (No. 00 Mecom Racing Team Chevrolet Corvette Grand Sport) and a partially obscured Roger Penske (No. 82 Mecom Racing Team Chevrolet Corvette Grand Sport). Penske won, followed by Walt Hansgen (No. 3 Mecom Racing Team Ferrari 250 LM) and Bob Grossman (No. 90 Scuderia Bear Ferrari 250 LM).
Watkins Glen, New York, July 23, 1972. Denny Hulme (No. 5 Bruce McLaren Motor Racing Ltd. GULF/Boyd Jefferies McLaren M20 Chevrolet) and Peter Revson (No. 4 Bruce McLaren Motor Racing Ltd. GULF/Boyd Jefferies McLaren M20 Chevrolet) on the Front Row during the pace lap for the Can-Am. Hulme and Revson finished 1-2. It was the last Can-Am win for McLaren as Roger Penske 's L&M Porsche 917/10 Turbo driven by George Follmer would dominate the series from that point on. Francois Cevert (No. 22 Young American Racing McLaren M8F Chevrolet) finished third. 
(Pete Lyons Photo)
Laguna Seca, October 15, 1972. George Follmer (No. 7 Roger Penske Enterprises, Inc. L&M Porsche+Audi Porsche 917/10 Turbo) and Mark Donohue (No. 6 Roger Penske Enterprises, Inc. L&M Porsche+Audi Porsche 917/10 Turbo) on the Front Row for the Can-Am. Mark had returned after his early-season injury two weeks before at Edmonton and promptly won. This race was about Follmer sealing the Can-Am championship, so George and Mark ran 1-2. Francois Cevert (No. 22 Young American Racing Mclaren M8F Chevrolet) finished third. The factory McLaren M20 Chevrolets driven by Hulme and Revson didn't finish.
(Pete Lyons Photo)
Elkhart Lake, Wisconsin, September 3, 1967. The Front Row for the start of the Can-Am: Bruce McLaren (No. 4 McLaren Cars Ltd. McLaren M6A Chevrolet) and Danny Hulme (No. 5 McLaren Cars Ltd. McLaren M6A Chevrolet) lead the field. Other notables? Dan Gurney (No. 36 All American Racers Lola T70 Mk.3B Ford); George Follmer (No. 16 Roger Penske Racing Ent. Lola T70 Mk.2 Chevrolet); Mark Donohue (No. 6 Roger Penske Racing Ent. Lola T70 Mk.3B Chevrolet); Chuck Parsons (No. 26 Carl Haas Automobile Imports Inc. McLaren Elva Mark III Chevrolet); John Surtees (No. 7 Team Surtees Ltd. Lola T70 Mk.3B Chevrolet); Peter Revson (No. 52 Peyton Cramer/Dana Chevrolet Lola T70 Mk.3 Chevrolet) and Jim Hall (No. 66 Chaparral Cars Chaparral 2G Chevrolet). How dominant were the McLarens? McLaren qualified at 2:12.600; Hulme at 2:12.700. Gurney was two seconds back at 2:14.400. The rest of the field fell away sharply after that. Oh, by the way, that's Stirling Moss driving the Camaro pace car.

By Peter M. DeLorenzo

Detroit. These photographs of front-row qualifiers capture a moment in time, or rather, a moment in speed. We get a glimpse for a fleeting moment of the best of the best at the particular track, on that particular day. Is it too much wallowing in nostalgia? I have been roundly criticized for that, but I disagree. In order to appreciate what we have now, or where we want the sport to go, we have to appreciate where we've been. I hope you enjoy it, because even though these are historic photos - they never get old.
(Photo by Dave Friedman)
Start of the USRRC GT race, May 9, 1965. Ken Miles (No. 98 Shelby American Cobra) and Ed Leslie (No. 96 Shelby American Cobra) lead the charge from the Front Row with Bob Johnson (No. 97 Shelby American Cobra) close behind. Other notables? Ernie Kessling (No. 1 Shelby Cobra), Dave Jordan (No. 31 Otto Zipper Porsche 904 GTS), Kurt Nuemann (No. 34 Porsche 904 GTS) and Scooter Patrick (No. 32 Otto Zipper Porsche 904 GTS). Ken Miles and Ed Leslie delivered a 1-2 for Shelby American, lapping the field, while Bob Johnson did not finish. Scooter Patrick finished third.
24 Hours of Le Mans, June 25, 1960. The Briggs Cunningham Chevrolet Corvette team lined up for the start of the 24 Hours of Le Mans. No "Front Row," instead the cars were placed at the front of the field because of the displacement of their Corvette V8s, according to ACO rules. The production Corvettes were ordered from a dealer - Don Allen Chevrolet in Manhattan - and were outfitted with every performance option available at the time, including a fuel-injected, 283 cu. in. 290HP V8; a close-ratio 4-speed gearbox; heavy-duty suspension; heavy-duty sintered-metallic brake linings; quick-ratio steering; a Positraction limited-slip differential; a temperature-controlled radiator fan and radio delete (!). From there, Cunningham's ace mechanic - Alfred Momo - completed a long list of modifications that would serve the Corvette team well, including: Stewart Warner gauges; a huge Jones-Motorola tachometer with tell-tale; a massive aircraft-sized fuel-filler relocated to a cove cut into the middle of the rear window; Halibrand knock off wheels with Firestone racing tires; Koni competition shocks; two Bendix fuel pumps; an additional front sway bar; a 37 gallon fuel tank; extensive brake ducting from the grille area; a cooling duct from drivers side front bumper area (directing cooling air to the driver through the foot well); two seats from a WW II Douglas C-47 Skytrain aircraft; and custom-fabricated exhausts that exited in front of the rear tires. Zora Arkus-Duntov was slated to drive one of the Cunningham Corvettes in the race, but GM prevented him from doing so because of the company's self-imposed ban on factory-supported participation in racing of any kind. So the driver line-up consisted of Briggs Cunningham/William Kimberly (No. 1 Chevrolet Corvette); Fred Windridge/Dr. Dick Thompson (No. 2 Chevrolet Corvette) and John Fitch/Bob Grossman (No. 3 Chevrolet Corvette). Even though the No. 1 and No. 2 cars did not finish, the No. 3 machine finished eighth overall, delivering a class victory (GT - 4,000 to 5,000cc) for Chevrolet Corvette in its first year of competition at Le Mans. But it wasn't without considerable drama, as the No. 3 Corvette started to overheat in the 23rd hour of the race. Since race rules prohibited cars from receiving any fluids other than fuel, Momo jam-packed ice from drink coolers in and around the engine, which was enough to allow the No. 3 Corvette to continue on to the class win. 
Daytona International Speedway, February 27, 1966. The start of the Daytona 500 with Richard Petty (No. 43 Petty Enterprises Plymouth GTX) on pole and Dick Hutcherson (No. 29 Holman-Moody Racing East Tennessee Motor Co. Ford) on the Front Row. Petty won, followed by Cale Yarborough (No. 27 Banjo Matthews/Abingdon Motor Ford) and David Pearson (No. 6 Cotton Owens/Southeastern Dodge Dealers Dodge).
(Dave Friedman photo)
Nassau Speed Weeks, December 1, 1963. The Front Row for the Preliminary Nassau TT (GT +2.0) consisted of Augie Pabst (No. 00 Mecom Racing Team Lola Mk.6 GT Chevrolet, not visible to the right), Jim Hall (No. 65 Mecom Racing Team Chevrolet Corvette Grand Sport 003) and Dr. Dick Thompson (No. 80 Mecom Racing Team Chevrolet Corvette Grand Sport 005). That's Roger Penske in the dark jacket talking to Thompson, with John Mecom Jr. in the white sweater looking on. Pabst won, followed by Thompson and Hall.
Silverstone, July 10, 1965. The Front Row for the British Grand Prix: Jim Clark (No. 5 Team Lotus/Lotus 33 Climax V8, pole); Graham Hill (No. 3 Owen Racing Organization BRM P261/BRM P60 V8), Richie Ginther (No. 11 Honda R&D/Honda RA272 V12) and Jackie Stewart (No. 4 Owen Racing Organization BRM P261/BRM P60 V8). Clark won that day, followed by Hill and John Surtees (No. 1 Scuderia Ferrari SpA SEFAC Ferrari 1512 F12).
Trenton Speedway, Trenton, New Jersey, April 23, 1967. Mario Andretti (No. 1 Al Dean/Dean Van Lines Brawner/Ford, pole) and Lloyd Ruby (No. 25 Gene White/American Red Ball Mongoose/Offy) on the Front Row for the 150-mile USAC Champ Car Series race. Mario won, followed by Roger McCluskey (No. 12 Lindsey Hopkins/G.C. Murphy Eagle/Ford) and Bobby Unser (No. 6 Bob Wilke/Rislone Eagle/Ford). 

By Peter M DeLorenzo

Editor's Note: This marks the last of Peter's "Famous Front Rows" columns, at least for now. We hope you've enjoyed them as much as he has enjoyed putting them together. -WG

Detroit. These photographs of front-row qualifiers capture a moment in time, or rather, a moment in speed. For a fleeting moment, we get a glimpse of the best of the best at a particular track, on a particular day. Is it too much wallowing in nostalgia? I have been roundly criticized for that, but I disagree. In order to appreciate what we have now, or where we want the sport to go, we have to appreciate where we've been. I hope you enjoy it, because even though these are historic photos - they never get old.

New Smyrna Beach Airport, Florida, February, 1957. Marvin Panch (No. 98 Ford Thunderbird "Battlebird") and Carroll Shelby (No. 198 Ferrari 4.9) take the start for the 40-lap feature race. An eight-turn, 2.4-mile course was arranged at the airport that still sits alongside U.S. Highway 1. Along with Panch and Shelby, 100 drivers showed up for the SCCA races. Other notables? Troy Ruttman, Fireball Roberts, Curtis Turner and Paul Goldsmith. Shelby averaged 87.56 mph for the win, with Panch finishing second. The Ford "Battlebirds" were prepared by Peter DePaolo Engineering, in Long Beach, Calif. DePaolo had raced at Indianapolis Motor Speedway and had established his company as a go-to racing car engineering firm. DePaolo was selected by Ford to prepare Thunderbirds for the Daytona Beach Speed Week Trials in February 1957, so four production Thunderbirds where shipped out to California for race preparation. Dwight “Whitey” Clayton and Dick Troutman (of Troutman & Barnes fame) heavily-modified - and lightened - the cars using hand-formed aluminum hoods, doors, trunks, firewalls and belly pans. Faired-in headrests were also used for streamlining. The Battlebird that Panch raced had a heavily-modified 312 cu. in. V8 with Hilborn fuel-injection.
Silverstone, England, July 19, 1969. The start of the British Grand Prix: Jochen Rindt (No. 2 Gold Leaf Team Lotus 49B Cosworth DFV V8, on pole and already out of the picture), John Surtees (No. 14 BRM P139 V12), Jackie Stewart (No. 3 Matra MS80 Ford Cosworth DFV V8), Denny Hulme (No. 5 McLaren M7A Ford Cosworth DFV V8), Chris Amon (No. 11 Ferrari 312 V12), Pedro Rodriguez (No. 12 Ferrari 312 V12), Bruce McLaren (No. 6 McLaren M7C Ford Cosworth DFV V8), Graham Hill (No. 1 Gold Leaf Team Lotus 49B Cosworth DFV V8) and Jacky Ickx (No. 7 Brabham BT26 Ford Cosworth DFV V8). Stewart won by 1 lap, followed by Ickx and McLaren.
Elkhart Lake, Wisconsin, 1960. Setting the grid for the Road America 500 with the Maserati Tipo 61 of Dave Causey/Luke Steer on pole and the No. 60 Briggs Cunningham Jaguar E 2A driven by Walt Hansgen next to it on the Front Row. Picture taken from the No. 62 Briggs Cunningham Lister-Jaguar driven by Cunningham/Hugus/Forno. Causey/Steer won. Hansgen finished third.
Indianapolis 500, May 30, 1970. The Front Row: Al Unser (No. 2 Vel Miletich Johnny Lighting Special Colt/Ford), Johnny Rutherford (No. 18 Patrick Petroleum Eagle/Offy) and A. J. Foyt (No. 7 Sheraton/Thompson Coyote/Ford). Unser won, followed by Mark Donohue (No. 66 Penske Sunoco Lola/Ford) and Dan Gurney (No. 48 Olsonite Eagle/Offy).
Watkins Glen, July 23, 1972. The Front Row for the Can-Am: Peter Revson (No. 4 McLaren Cars/Gulf McLaren M20 Chevrolet, pole) and Denny Hulme (No. 5 McLaren Cars/Gulf McLaren M20 Chevrolet) lead the field to the start. George Follmer (No. 6 Roger Penske Enterprises Inc. L&M/Porsche+Audi Porsche 917 Turbo) qualified third and Francois Cevert (No. 22 Young American Racing McLaren M8F Chevrolet) lined up in fourth. Hulme and Revson delivered a 1-2 for McLaren; Cevert was third, David Hobbs (No. 1 Carl A. Haas Racing Teams Ltd. STEED Lola T310 Chevrolet) fourth and Follmer came home in fifth.
(Pete Lyons photo)
Stardust Grand Prix Can-Am, Las Vegas, Nevada, November 12, 1967. The Front Row consisted of Bruce McLaren (No. 4 McLaren M6A Chevrolet, pole) and Jim Hall (No. 66 Chaparral 2G Chevrolet). Other notables? Parnelli Jones (No. 21 Lola T70 Mk.3 DOHC Ford), Dan Gurney (No. 36 Lola T70 Mk.3B AAR-Weslake Ford), Peter Revson (No. 52 Denny Lola T70 Mk.2 Chevrolet), Denny Hulme (No. 5 McLaren M6A Chevrolet), Mark Donohue (No. 6 Penske Lola T70 Mk.3B Chevrolet), Mike Spence (No. 22 McLaren Elva Mark II B Chevrolet) and John Surtees (No. 7 Lola T70 Mk.2 Chevrolet). Surtees won, followed by Donohue and Spence. McLaren, Hulme, Hall and Gurney DNF.
Elkhart Lake, Wisconsin, July 19, 1970. The Front Row for the Trans-Am: George Follmer (No. 16 Bud Moore Engineering Ford Mustang Boss 302) and Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302). The rest of the first ten qualifiers included Vic Elford (No. 2 Chaparral Cars Chevrolet Camaro), Swede Savage (No. 42 All American Racers Inc. Plymouth Barracuda), Sam Posey (No. 77 Autodynamics Corp. Dodge Challenger), Mark Donohue (No. 6 Roger Penske Racing Sunoco AMC Javelin), Peter Revson (No. 9 Roger Penske Racing Sunoco AMC Javelin), Jim Hall (No. 1 Chaparral Cars Chevrolet Camaro), Milt Minter (No. 68 American Racing Associates Inc. Chevrolet Camaro) and Roy Woods (No. 69 American Racing Associates Inc. Chevrolet Camaro. Donohue won that day, followed by Savage, Posey, Hall, Jones, Minter, Woods and Tony DeLorenzo (No. 3 Owens/Corning Fiberglas Racing Team Chevrolet Camaro).
Indianapolis Motor Speedway, May 1969. The Front Row for the Indianapolis 500: A. J. Foyt (No. 6 Sheraton/Thompson Coyote Ford), Mario Andretti (No. 2 STP Oil Treatment Hawk/Ford) and Bobby Unser (No. 1 Bardahl Lola/Offy). But that's not Mario in the picture, it's his brother Aldo filling in for him. Mario had burns to his face from a practice crash and he didn't want to be in the picture with bandages, so he had his brother stand in for the picture. Mario won that year - his only win in the Indianapolis 500 - followed by Dan Gurney (No. 48 All American Racers Olsonite Eagle/Ford) and Bobby Unser.

Editor's Note: The 1960 CERV I (Chevrolet Experimental Research Vehicle) and the 1963 CERV II were both developed under the direction of iconic Corvette chief engineer Zora Arkus-Duntov as a platform to develop and refine Chevrolet body, chassis and suspension systems. At least that was the "official" version; however, they were really developed as all-out racing machines. As many of you already know, Peter's postings on Twitter (@PeterMDeLorenzo) provide a colorful look at the industry and racing in particular. Peter is a firm believer in historical perspective when it comes to motorsports, and the important stories that need to be told. And we think you'll agree that the CERV I and CERV II are certainly worth noting and appreciating. -WG

By Peter M. DeLorenzo

Detroit. If any of our readers follow me on twitter (@PeterMDeLorenzo), you'd know that in the past few weeks I've been tweeting about the Chaparral racing cars and GM Engineering's intimate involvement in that fabulous program. I will probably continue to do so in the coming weeks and months, 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 4.5-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.

Editor's Note: Talking about the Shelby American Cobra never gets old. Enjoy one of Peter's most-requested "Fumes" columns. -WG
 

By Peter M. DeLorenzo

By Peter M. DeLorenzo

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

(Photo by Dave Friedman)
A fantastic shot of Dan Gurney (No. 97 Shelby American Cobra) at speed in a special 1-hour GT race at Riverside International Raceway on October 13, 1963. The race was a romp for the factory Shelby American Cobra team and one independent Cobra, as they finished 1-2-3-4. Bob Bondurant (No. 99 Shelby American Cobra) won that day, followed by Allen Grant (No. 96 Coventry Motors Shelby Cobra), Lew Spencer (No. 98 Shelby American Cobra) and Gurney.
(Photo by Dave Friedman)
12 Hours of Sebring, March 21, 1964. Ken Miles (No. 1 Shelby American 427 Cobra Prototype) didn't finish the race, but he raced on par with the lead Corvette Grand Sports, which was the whole point.
The Owens/Corning Fiberglas Corvette Team on the Front Row for a SCCA National "A" production race at Nelson Ledges in 1969. Jerry Thompson is in the foreground, Tony DeLorenzo in the background.
Tony DeLorenzo (No. 11 Owens/Corning Fiberglas Chevrolet Corvette) in the SCCA National Championship Runoffs at Road Atlanta, 1970.
(petelyons.com)
Riverside International Raceway, October 27, 1968. Bruce McLaren (No. 4 McLaren M8A Chevrolet) won the Can-Am, followed by Mark Donohue (No. 6 Penske Racing Sunoco McLaren M6B Chevrolet) and Jim Hall (No. 66 Chaparral 2G Chevrolet)
(petelyons.com)
Riverside International Raceway, October 27, 1968. Jim Hall (No. 66 Chaparral 2G Chevrolet) finished third behind Bruce McLaren (No. 4 Gulf McLaren M8A Chevrolet) and Mark Donohue (No. 6 Penske Racing Sunoco McLaren M6B Chevrolet) in the Can-Am.
(Dave Friedman photo)
12 Hours of Sebring, March 26, 1966. Dr, Dick Thompson in the No. 10 Penske Racing Chevrolet Corvette Grand Sport.
(Dave Friedman photo)
Road America 500, Elkhart Lake, Wisconsin, September 13, 1964. Jim Hall in the No. 67 Chevrolet Corvette Grand Sport (that he shared with Roger Penske and Hap Sharp) leads Augie Pabst (No. 2 Mecom Racing Team Ferrari 250 LM, co-driven by Walt Hansgen) out of Canada Corner. Pabst/Hansgen won that day, followed by Ken Miles/Skip Scott/John Morton (No. 97 Shelby American Cobra) and Hall/Penske/Sharp.

(petelyons.com)
Laguna Seca, October 12, 1968. Mark Donohue in the No. 6 Penske Racing Sunoco McLaren M6B Chevrolet during practice for the Can-Am.
Watkins Glen, August 10, 1969. Parnelli Jones in the No. 15 Bud Moore Engineering Ford Mustang Boss 302 on his way to second in the Trans-Am behind Mark Donohue (No. 6 Penske-Hilton Racing Chevrolet Camaro).
Mark Donohue (No. 6 Penske Racing Sunoco Chevrolet Camaro) and Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302) battled throughout the 1968, 1969 and 1970 Trans-Am seasons. It was one of the greatest eras in American road racing. Donohue won the Trans-Am Championship in '68 and '69 (pictured), and Parnelli won it in 1970.
(petelyons.com)
Riverside International Raceway, November 1, 1970. Chris Amon (No. 77 March Engineering Ltd. STP Oil Treatment March 707 Chevrolet) finished fourth in the Can-Am.
Peter Revson in the No. 4 Gulf McLaren M20 Chevrolet during the 1972 Can-Am season. It would be the last season for Team McLaren in the Can-Am.
Jackie Stewart (No. 1 Carl Haas Racing L&M Lola T260 Chevrolet) gave Team McLaren fits during the 1971 Can-Am season. He won two races (Mont Tremblant and Mid-Ohio) and pushed McLaren for all it was worth throughout the season. Watching Stewart manhandle the short-wheelbase, evil-handling Lola was an unforgettable sight that season.
Lexington, Ohio, June 7, 1970. Tony DeLorenzo (No. 3 Owens/Corning Fiberglas Chevrolet Camaro), Ed Leslie (No. 2 Chaparral Cars Chevrolet Camaro) and Mark Donohue (No. 6 Penske Racing Sunoco AMC Javelin) battle during the Mid-Ohio Trans-Am.
Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302) and Mark Donohue (No. 6 Penske Racing Sunoco Javelin) battle during the 1970 Watkins Glen Trans-Am. That's Swede Savage (No. 42 All American Racers Plymouth Barracuda) in the background. Vic Elford (No. 1 Chaparral Cars Chevrolet Camaro) won that day, followed by Donohue and George Follmer (No. 16 Bud Moore Engineering Ford Mustang Boss 302). Jones finished fourth.
L.A. Times Grand Prix for Sports Cars, Riverside International Raceway, October 13, 1963. Roger Penske (No. 6 Mecom Racing Team Zerex Special Cooper Climax) leads Dave MacDonald (No. 98 Shelby American Cooper King Cobra Ford). MacDonald won that day, followed by Penske and Pedro Rodriguez (No. 166 Genie Mk.8 Ford).

By Peter M. DeLorenzo

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

(Photo by Tom Grannis) 
Laguna Seca, October 15, 1967. Jim Hall in his stunning No. 66 Chaparral 2G Chevrolet in the Corkscrew during the Can-Am. Jim qualified fifth and finished second to Bruce McLaren's dominant No. 4 McLaren M6A Chevrolet. George Follmer was third in the No. 16 Penske Racing Sunoco Lola T70 Mk.3 Chevrolet.

(Photo by Dave Friedman) 
Nassau TT (Preliminary), Bahamas, November 29, 1964. Ken Miles (No. 98 Shelby American Cobra 427 Prototype), Jack Saunders (No. 00 Mecom Racing Team Chevrolet Corvette Grand Sport) and a partially obscured (far right) Roger Penske in the No. 82 Mecom Racing Team Chevrolet Corvette Grand Sport rolling toward the start. Roger won that day, followed by Miles and Phil Hill (No. 91 Ford GT40). Saunders finished sixth.

(Photo by Dave Friedman)
Riverside International Raceway, October 13, 1962. Bill Krause in the very first competition Shelby American Cobra (CSX2002), which made its debut in the prototype class at the 1962 Riverside Times Grand Prix. The car was extremely fast and quickly pulled away from its competitors, humiliating those driving the brand-new '63 Corvette Sting Ray, which was also making its debut. Krause's Cobra failed to finish when a stub axle broke, but the writing was on the wall for Zora Arkus-Duntov and his troops back in Detroit - the new Sting Ray was pretty much obsolete compared to the lightweight Cobra.

(Photo by Dave Friedman)
Bridgehampton, New York, September 18, 1966. Dan Gurney in his beautiful No. 30 All American Racers Lola T70 Mk.2 Ford 305/Weslake V8 on his way to the win in the second Can-Am race ever run. Chris Amon (No. 5 McLaren Elva Mark II Chevrolet) was second and Bruce McLaren (No. 4 McLaren Elva Mark II B Chevrolet) finished third.

Riverside Can-Am, October 29, 1967. Mario Andretti in the No. 17 Holman & Moody Honker II Ford. The car was underdeveloped and a nightmare to drive, and even though Mario qualified fifth, he was over two seconds off the pace. He did not finish the race. Bruce McLaren (No. 4 McLaren M6A Chevrolet) won that day, followed by Jim Hall (No. 66 Chaparral 2G Chevrolet) and Mark Donohue (No. 6 Penske Racing Sunoco Lola T70 Mk.3B Chevrolet).

Riverside Can-Am, October 30, 1966. John Surtees (No. 7 Team Surtees Ltd. Lola T70 Mk.2 Chevrolet) qualified second and won that day. Jim Hall (No. 66 Chaparral 2E Chevrolet) was second and Graham Hill (No. 3 Team Surtees Ltd. Lola T70 Mk.2 Chevrolet) finished third.

(Dave Friedman photo)
USAC Road Racing Championship, Laguna Seca, October 21, 1962. Harry Heuer in the No. 22 Meister Brauser Chaparral 1 Chevrolet sponsored by the Peter Hand Brewery in Chicago. Heuer finished ninth in Heat 1 and seventh in Heat 2.

(petelyons.com)
Michigan International Speedway, September 28, 1969. Bruce McLaren (No. 4 Gulf/Reynolds Aluminum McLaren M8B Chevrolet) on his way to the win in the Can-Am. Bruce's teammate, Denny Hulme (No. 5 Gulf/Reynolds Aluminum McLaren M8B Chevrolet) was second, and in a special guest appearance, Dan Gurney (No. 1 Gulf/Reynolds Aluminum McLaren M8B Chevrolet) finished third after starting dead last.

(Dave Friedman photo)
Dodger Stadium Road Races at Chavez Ravine, March 3, 1963. Dave MacDonald (No. 198 Shelby American Cobra) leads Ken Miles (No. 298 Shelby American Cobra) in the SCCA Regional "A" and "B" Production feature race. MacDonald and Miles ran 1-2 going away, with Bob Bondurant (No. 614 Washburn Chevrolet Corvette Sting Ray) finishing a distant third.

By Peter M. DeLorenzo

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

(Dave Friedman photo)
Riverside International Raceway, October 28, 1967. Mario Andretti in the No. 17 Holman & Moody Honker II Ford during practice for the Can-Am. Mario qualified fifth in the ill-prepared, ill-handling machine, two full seconds off of Dan Gurney's pole time in the No. 30 All American Racers Lola T70 Mk.3B Ford. Neither driver finished the race. Bruce McLaren (No. 4 McLaren M6A Chevrolet) won that day, Jim Hall (No. 66 Chaparral 2E Chevrolet) was second, and Mark Donohue (No. 6 Penske Racing Sunoco Lola T70 Mk.3B Chevrolet) finished third. The No. 1 Autodynamics Hudson Wire Caldwell D7 Chevrolet behind Mario in the pit lane was driven by Sam Posey.
(Dave Friedman photo)
Pacific Raceways, Kent, Washington, October 7, 1967. Jerry Titus (No. 17 Terlingua Racing Team Ford Mustang) during practice for the Trans-Am that weekend. Titus crashed in practice in the Shelby American entry and did not start the race, which was won by Mark Donohue (No. 6 Penske Racing Chevrolet Camaro). Ronnie Bucknum (No. 31 Grady Davis Ford Mustang) was second, and Dan Gurney (No. 98 Bud Moore Engineering Mercury Cougar) finished third.
(Dave Friedman photo)
12 Hours of Sebring, March 21, 1964. Dave MacDonald in the No. 10 Shelby American Cobra Daytona Coupe that he shared with Bob Holbert. They finished 4th overall and 1st in GT5.0. The first three positions were swept by the Scuderia Ferrari team: 1. Mike Parkes/Umberto Maglioli (No. 22 Ferrari 275 P). 2. Ludovico Scarfiotti/Nino Vaccarella (No. 23 Ferrari 275 P). 3. John Surtees/Lorenzo Bandini (No. 21 Ferrari 330 P).
(Dave Friedman photo)
Laguna Seca Can-Am, October, 1967. Parnelli Jones in the No. 21 Lola T70 Mk.3 DOHC Ford during practice. Parnelli qualified 4th in the George Bignotti-entered and prepared Lola, giving the DOHC Ford - which heretofore was unsuited to road racing - a really competitive run. Alas, he didn't finish. The race was won by Bruce McLaren (No. 4 McLaren M6A Chevrolet), followed by Jim Hall (No. 66 Chaparral 2G Chevrolet) and George Follmer (No. 16 Penske Racing Sunoco Lola T70 Mk.3 Chevrolet).
Nassau Speed Weeks, December 5, 1965. The start of the Governor's Trophy race, with Jim Hall (No. 66 Chaparral 2C Chevrolet), Hap Sharp (No. 65 Chaparral 2A Chevrolet with 2C mods) and Bruce McLaren (No. 47 McLaren Elva Mark II Oldsmobile) running at the front. Sharp won, followed by John Cannon (No. 62 Genie Mk.10B Oldsmobile) and Peter Revson (No. 52 Brabham BT8 Climax). Hall and McLaren DNF.
Lexington, Ohio, 1967. Tony DeLorenzo (No. 40 Chevrolet Corvette 427 L88) practicing in the rain for an SCCA National race at Mid-Ohio.
Elkhart Lake, Wisconsin, September 5, 1965. Hap Sharp in the No. 65 Chaparral 2A Chevrolet during the Road America 500. It was a good day for the Chaparral team as Jim Hall/Hap Sharp/Ronnie Hissom (No. 66 Chaparral 2A Chevrolet) finished 1st, and Hap Sharp/Bruce Jennings/Jim Hall (No. 65 Chaparral 2A Chevrolet) finished second, with Hall and Sharp doing driving stints in both cars. Dr. Dick Thompson/Ed Lowther (No. 91 Essex Wire Shelby Cobra 427) finished a distant 3rd, seven laps behind the winners.
Mark Donohue in his beautiful No. 6 Penske Racing Sunoco Special Lola T70 Mk.3B Chevrolet early during the 1967 Can-Am season.
(Photo by Dave Friedman)
12 Hours of Sebring, March 21, 1964. The No. 4 Chevrolet Corvette Grand Sport driven by Jim Hall and Roger Penske. They qualified 7th but encountered various issues along the way, finishing 18th.

By Peter M. DeLorenzo

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

(Photo by Dave Friedman)
Laguna Seca, May 9, 1965. The start of the United States Road Racing Championship (USRRC) GT race, with the Shelby American Cobra team - Ken Miles (No. 98), Ed Leslie (No. 96) and Bob Johnson (No. 97) - running at the front. Ernie Kesling is in the No. 1 privateer Shelby Cobra, Kurt Nuemann is in the No. 34 Porsche 904 GTS, Dave Jordan is in the No. 31 Otto Zipper Porsche 904 GTS, and Scooter Patrick is in the No. 32 Otto Zipper Porsche 904 GTS. Miles and Leslie finished 1-2 in their factory Cobras, followed by Patrick, Jordan and Nuemann.
Riverside International Raceway, October 26, 1969. Australian Frank Gardner wheeling the No. 2 Alan Mann Racing Ltd. Ford Open Sports 429 in the Can-Am. The machine was based on a Ford Mk IV chassis, and Gardner qualified it in 10th position, a full four seconds off of Denny Hume's pole time in the No. 5 McLaren Cars/Gulf/Reynolds Aluminum McLaren M8B Chevrolet. Gardner didn't finish due to a broken half-shaft. Hulme won, lapping the field, followed by Chuck Parsons (No. 10 Carl Haas Racing Lola T163 B Chevrolet) and Mario Andretti (No. 1 Holman & Moody McLaren M6B 429 Ford).
Laguna Seca, April 19, 1970. Parnelli Jones in his famous No. 15 Bud Moore Engineering Ford Mustang Boss 302 on the way to winning the Trans-Am. Jones stomped the field, winning by 40 seconds. Mark Donohue (No. 6 Penske Racing Sunoco AMC Javelin) was second, George Follmer (No. 16 Bud Moore Engineering Ford Mustang Boss 302) was third, and Swede Savage (No. 42 All-American Racers Plymouth Barracuda) finished fourth.
Lime Rock, Connecticut, May 9, 1970. Tony DeLorenzo in the No. 3 Owens/Corning Fiberglas Chevrolet Camaro during the Trans-Am. The car really wasn't ready, and it suffered a blown head gasket in the race. It was a long weekend, to say the least. Parnelli Jones (No. 15 Bud Moore Engineering Ford Mustang Boss 302) won that day, followed by Ed Leslie (No. 2 Chaparral Cars Chevrolet Camaro), and Sam Posey (No. 77 Autodynamics Dodge Challenger) finished third. Jones lapped the entire field.
(Photo by Dave Friedman)
Venice, California, early March 1963. Carroll Shelby with his factory Shelby American Cobras before they were loaded up for the trip to Sebring, Florida, for the 12 Hours. The cars were re-numbered for the race. The No. 98 became the No. 15, and was driven by Phil Hill and Dan Gurney. The No. 96 became the No. 12, and was driven by Ken Miles, Lew Spencer and Phil Hill. And the No. 97 became the No. 16, and was started by Ken Miles, who was to be joined by Lew Spencer, Dave MacDonald and Fireball Roberts. They didn't finish the race. The No. 15 car finished 29th, and the No. 12 car finished 11th overall and 1st in GT+4.0.
(Photo by Dave Friedman)
Sebring, Florida, March 23, 1963. The No. 15 Shelby American Cobra driven by Dan Gurney and Phil Hill in position on the starting grid. Note the changes made on the fly - typical for a race weekend - from the above picture, the most noticeable being moving the rearview mirror to the center of the car, as well as adding a second mirror.
(Photo by Dave Friedman)
Sebring, Florida, March 21, 1964. Ken Miles (No. 1 Shelby American Cobra 427 Prototype) leads A.J. Foyt (No. 2 John Mecom Racing Chevrolet Corvette Grand Sport) up the pit straight during the 12 Hours. Miles' Cobra had to run in the Prototype class because the 427 Ford V8 hadn't been homologated by the FIA yet. The 427 Cobra was Miles' idea, and he developed it to be Shelby American's answer to the Corvette Grand Sport. The big block Cobra showed tremendous speed, but Miles suffered a heavy crash in practice, and he (along with co-driver John Morton) had to start the race dead last. The No. 2 Corvette Grand Sport started right near Miles, as the Foyt/John Cannon duo didn't record a qualifying time. Both cars had a furious duel during the race, but neither car finished.

By Peter M. DeLorenzo

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

(Photo by Dave Friedman/Getty Images)
Sebring, Florida, March 31, 1967. Dan Gurney getting into the No. 16 Bud Moore Engineering Mercury Cougar before the 4-hour Trans-Am race. Dan qualified fourth but did not finish due to a blown clutch. Dan's teammate, Parnelli Jones (No. 15 Bud Moore Engineering Mercury Cougar), didn't finish the race either with the same clutch malady. The other Shelby American driver, Ed Leslie (No. 98 Bud Moore Engineering Mercury Cougar), finished fifth behind Jerry Titus (No. 17 Shelby American Terlingua Racing Team Ford Mustang), Mark Donohue (No. 6 Penske Racing Chevrolet Camaro Z/28), Dr. Dick Thompson (No. 11 Grady Davis/Gulf Ford Mustang) and Milt Minter (No. 78 Ford Mustang). Titus and Donohue finished on the same lap; everyone else was at least two laps behind.
(Getty Images)
Elkhart Lake, Wisconsin, September 1, 1968. Mario Andretti in the No. 21 Bignotti Enterprises Lola T70 Mk.3, which was powered by a DOHC Ford. Mario qualified the unsorted machine in eighth position for the Can-Am at Road America, a full four seconds off of Bruce McLaren's pole time; the DOHC V8 Ford just wasn't suited for Can-Am. Denny Hulme and Bruce finished 1-2 in their Gulf McLaren M8A Chevrolets, followed by Mark Donohue (No. 6 Penske Racing Sunoco Special McLaren M6B Chevrolet) in third.
(Getty Images)
Elkhart Lake, Wisconsin, July 28, 1973. Brian Redman in the No. 66 Chaparral Cars Lola T330 Chevrolet during practice for the L&M F5000 Championship race. That's Jim Hall looking on. Redman won that round, followed by Jody Scheckter (Trojan T101 Chevrolet) and Eppie Weitzes (Lola T330 Chevrolet). Scheckter won the F5000 Championship that year, but Redman went on to win three in a row in 1974, 1975 and 1976 driving a Carl A. Haas Racing Lola T332 Chevrolet.
(Getty Images)
Elkhart Lake, Wisconsin, September 1, 1968. The morning of the Can-Am at Road America dawned wet and dreary. Here, Roger Penske and Mark Donohue wait for the call to the grid next to the No. 6 Penske Racing Sunoco Special McLaren M6B Chevrolet. Donohue would finish third in the wet race behind Denny Hulme (No. 5 Gulf McLaren M8A Chevrolet) and Bruce McLaren (No. 4 Gulf McLaren M8A Chevrolet). Peter Revson (No. 52 Shelby Racing Co. Inc. McLaren M6B 427 Ford) was fourth, and Jim Hall (No. 66 Chaparral 2G Chevrolet) finished fifth.
(Photo By Duane Howell/The Denver Post/Getty Images)
Castle Rock, Colorado, August 18, 1963. Augie Pabst (No. 14 Peter Hand Brewery Meister Brauser Scarab Chevrolet) delivers the last win for the front engine Scarab at Continental Divide Raceways. The National Open Road Racing Championship race drew 10,000 sports car fans.
(Getty Images)
Riverside International Raceway, October 11, 1964. Augie Pabst (No. 25 John Mecom Racing Genie Mk10 Chevrolet), leads Bobby Unser (No. 96 Arciero Bros. Racing Lotus 19 Monte Carlo Chevrolet), Ronnie Bucknum (No. 95 Shelby American Cooper King Cobra Ford), Parnelli Jones (No. 94 Shelby American Cooper King Cobra Ford), Jim Clark (No. 15 Team Lotus 30 Ford) and Richie Ginther (No. 92 Shelby American Cooper King Cobra Ford) during the L.A. Times Grand Prix for Sports Cars. Parnelli won that day, followed by Roger Penske (No. 6 Chaparral 2A Chevrolet) and Jim Clark.
(Getty Images)
Laguna Seca, October, 1964. Dan Gurney (No. 19 Lotus 19 B Ford) leads Roger Penske (No. 66 Chaparral 2A Chevrolet) and Parnelli Jones (No. 98 Shelby American Cooper King Cobra Ford) during the Monterey Grand Prix. Jones didn't finish Heat 1 and didn't start Heat 2. Penske and Gurney ran 1-2 in both heats, while Bob Bondurant (No. 96 Shelby American Cooper King Cobra Ford) finished third in both heats.
(Getty Images)
Riverside International Raceway, October 11, 1964. Jim Clark in the No. 15 Team Lotus 30 Ford during the L.A. Times Grand Prix for Sports Cars. The Lotus 30 Ford wasn't a match for the other machines, but in Clark's talented hands it would finish third behind Parnelli Jones (No. 94 Shelby American Cooper King Cobra Ford) and Roger Penske (No. 6 Chaparral 2A Chevrolet).

(Getty Images)
Laguna Seca, October 1964. Roger Penske (No. 66 Chaparral 2A Chevrolet) during the Monterey Grand Prix. Penske swept the double-header, with Dan Gurney (No. 19 Lotus 19 B Ford) finishing second and Bob Bondurant (No. 96 Shelby American Cooper King Cobra Ford) third in both heats. People forget what a tremendous driver Penske was in his heyday. He was certainly in the upper echelon of sports car drivers in that era, especially when driving one of Jim Hall's Chaparrals.

By Peter M. DeLorenzo

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

(Getty Images)
Elkhart Lake, Wisconsin, July 15, 1972. David Hobbs in the No. 1 Hogan Racing Ltd. Hagger Lola T330 Chevrolet during practice for the SCCA/USAC F5000 Championship round at Road America. Editor-in-Chief's Note: F5000 was one of my all-time favorite racing series. Lightweight cars plus Big V8 power was an intoxicating Formula. -PMD
(Getty Images)
Elkhart Lake, Wisconsin, August 31, 1968. Jim Hall in his magnificent-looking No. 66 Chaparral 2G Chevrolet during practice for the Can-Am at Road America. Hall qualified third but finished fifth in the rainy race behind Denny Hulme (No. 5 Gulf McLaren M8A Chevrolet), Bruce McLaren (No. 4 Gulf McLaren M8A Chevrolet), Mark Donohue (No. 6 Penske Racing Sunoco McLaren M6B Chevrolet) and Peter Revson (No. 52 Shelby Racing Co. Inc. McLaren M6B 427 Ford).
(Getty Images)
Elkhart Lake, Wisconsin, September 1964. Ken Miles in his famous - and favorite - No. 98 Shelby American Cobra at Road America during practice for the Road America 500. The No. 98 team car didn't finish the race, but the No. 97 Shelby American Cobra, which was also driven by Miles (with John Morton and Skip Scott), finished second overall to the No. 2 John Mecom Jr. Racing Ferrari 250 LM driven by Walt Hansgen and Augie Pabst.
(Getty Images)
Riverside International Raceway, October 11, 1964. Bruce McLaren (No. 2 Bruce McLaren Motor Racing Ltd. McLaren Elva Mark 1 Oldsmobile) qualified second for the L.A. Times Grand Prix for Sports Cars, but did not finish. The race was won by the great Parnelli Jones (No. 94 Shelby American Cooper King Cobra Ford), followed by Jim Hall (No. 66 Chaparral 2A Chevrolet) and Jim Clark (No. 15 Team Lotus 30 Ford).
(Getty Images)
Riverside International Raceway, October 11, 1964. Parnelli Jones (No. 94 Shelby American Cooper King Cobra Ford) on his way to the win in the L.A. Times Grand Prix for Sports Cars. Tough as nails, Parnelli could drive anything, anywhere, at anytime. And win.
(Getty Images)
Riverside International Raceway, October 31, 1965. Chris Amon in the No. 71 Ford GT-X1 entered by Bruce McLaren in the L.A. Times Grand Prix for Sports Cars. Amon finished fifth behind Hap Sharp (No. 65 Chaparral 2A Chevrolet), Jim Clark (No. 1 Team Lotus 40 Ford), Bruce McLaren (No. 4 McLaren Elva Mark II Oldsmobile) and Charlie Hayes (No. 97 McLaren Elva Mark I Oldsmobile).
(Getty Images)
Riverside International Raceway, October 30, 1966. Jerry Grant in the No. 81 Alan Green Chevrolet Lola T70 Mk.2 Chevrolet entered by Dan Gurney in the L.A. Times Can-Am. He finished well down in 13th that day.

(Getty Images)
12 Hours of Sebring, March 1968. The Sunray DX Oil Company Corvette Team during practice. The No. 2 Corvette was driven by Pedro Rodriguez/Don Yenko, the No. 3 Corvette by Hap Sharp/Dave Morgan, and the No. 4 Corvette by Tony DeLorenzo/Jerry Thompson. The original team consisted of the No. 2 and No. 3 Corvettes; the No. 4 Corvette was an added entry to the team for that race but owned separately by DeLorenzo. The No. 3 Corvette finished 6th overall and 1st in GT+5.0; the No. 2 and No. 4 Corvettes did not finish.

By Peter M. DeLorenzo

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

(Dave Friedman/Getty Images)
Elkhart Lake, Wisconsin, August 31, 1968. Carroll Shelby in the pit lane at Road America during practice for the Can-Am, with Bruce McLaren's No. 4 Gulf McLaren M8A Chevrolet in the background. Shelby entered the No. 52 McLaren M6B 427 Ford for Peter Revson, who qualified 7th and finished 4th. Denny Hulme (No. 5 Gulf McLaren M8A Chevrolet) won the race, which was run on Sunday, September 1st. Bruce was second and Mark Donohue (No. 6 Penske Racing Sunoco McLaren M6A Chevrolet) finished third.
(Dave Friedman/Getty Images)
Riverside International Raceway, October 11, 1964. Allen Grant (No. 81 Alan Green Chevrolet Cheetah GT Chevrolet) during the L.A. Times Grand Prix for Sports Cars. The Bill Thomas Chevrolet-powered Cheetah was an inspired concept aimed at the Shelby American Cobra. Its lightweight was one of its featured characteristics, but so was its extremely short wheelbase, which made it a handful to drive. The timing of the Cheetah was unfortunate, as the mid-engine revolution swept road racing just as the machine made its competitive debut, so its impact was short-lived due to the fact that development pretty much stopped after it was introduced. I saw Ralph Salyer drive his Cheetah roadster at an SCCA National race on an airfield in Grayling, Michigan, in 1964. My brother Tony and I were there with our "A" Sedan Corvair, but I will always remember seeing - and hearing - Salyer pound around in his dark blue Cheetah roadster. Ironically enough, there is a Cheetah roadster active in vintage racing in the Midwest driven by a gentleman named Brian Garcia, from Chicago. Garcia's dark blue Cheetah roadster benefits from serious development, and Brian drives it exceptionally well. I'm sure it is by far the fastest Cheetah ever built, and if you ever get the opportunity to see Brian racing it, you will relish the memory.
(Dave Friedman/Getty Images)
Riverside International Raceway, October 11, 1964. Bobby Unser in the No. 96 Arciero Bros. Racing Lotus 19 Monte Carlo Chevrolet during the L.A. Times Grand Prix for Sports Cars. Bobby finished sixth, which was three laps behind winner Parnelli Jones (No. 94 Shelby American Cooper King Cobra Ford). Roger Penske (No. 6 Chaparral 2A Chevrolet) was second and Jim Clark (No. 15 Team Lotus 30 Ford) finished third.
(Dave Friedman/Getty Images)
Riverside International Raceway, October 11, 1964. Dan Gurney sits in his No. 19 Pacestter Homes Lotus 19 B Ford before the start of the L.A. Times Grand Prix for Sports Cars. Dan qualified on the pole with a 1:29.300 but ended up starting dead last. With Dan moved to the back, the first three grid positions were filled by Bruce McLaren (No. 2 McLaren Elva Mark I Oldsmobile), Walt Hansgen (No. 26 John Mecom Racing Scarab MkIV Chevrolet) and Jim Clark (No. 15 Team Lotus 30 Ford). Gurney didn't finish the race due to suspension issues.
(Dave Friedman/Getty Images)
Riverside International Raceway, October 11, 1964. Richie Ginther in the No. 92 Shelby American Cooper King Cobra Ford during the L.A. Times Grand Prix for Sports Cars. Ginther qualified seventh and finished seventh in the 200-mile event.
(Dave Friedman/Getty Images)
Riverside International Raceway, October 31, 1965. Bruce McLaren (No. 4 McLaren Elva Mark II Olsmobile) finished third in the L.A. Times Grand Prix for Sports Cars behind Hap Sharp (No. 65 Chaparral 2A Chevrolet) and Jim Clark (No. 1 Team Lotus 40 Ford).
(Dave Friedman/Getty Images)
Riverside International Raceway, October 30, 1965. Jim Clark (No. 1 Team Lotus 40 Ford) - complete with "altered" bodywork after a shunt - during practice for the L.A. Times Grand Prix for Sports Cars.
(Dave Friedman/Getty Images)
Riverside International Raceway, October 31, 1965. Jim Clark (No. 1 Team Lotus 40 Ford) "on it" and on his way to finishing second in the L.A. Times Grand Prix for Sports Cars.

By Peter M. DeLorenzo

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

(Getty Images)
Lime Rock Park, September 4, 1972. Sam Posey (No. 34 Surtees TS11 Chevrolet) on his way to third in the Lime Rock Grand Prix F5000 race behind Brett Lunger (No. 6 Hogan Racing Lola T300 Chevrolet) and Brian Redman (No. 80 Bobcor Performance Chevron B24 Chevrolet). F5000 was just getting going in the U.S. It would become extremely popular over the next few years.
(Dave Friedman/Getty Images)
12 Hours of Sebring, March 23, 1963. Dan Gurney (No. 15 Shelby American Cobra) and his co-driver, Phil Hill, encountered major issues during the 12 Hours and finished well down in the field. The No. 14 Shelby American Cobra driven by Dave MacDonald and Fireball Roberts(!) didn't finish either. But the No. 12 Shelby American Cobra driven by Ken Miles, Lew Spencer and Phil Hill finished 11th overall and 1st in GT+4.0.
(Getty Images)
Le Mans, France, June 26, 1960. The No. 3 Briggs Cunningham Chevrolet Corvette being driven to the grid before the 24 Hours of Le Mans. John Fitch and Bob Grossman finished 8th overall and 1st in GT5.0 in the No. 3. The other Briggs Cunningham entries, the No. 1 Chevrolet Corvette driven by Cunningham and William Kimberly, and the No. 2 Chevrolet Corvette driven by Dr. Dick Thompson and Fred Windridge did not finish. It was an incredible achievement for the Cunningham Corvette Team and the first major win for the Corvette on foreign soil.
(Dave Friedman/Getty Images)
Laguna Seca, October 18, 1964. Parnelli Jones (No. 98 Shelby American Cooper King Cobra Ford) running hard in the 200-mile Monterey Grand Prix. Jones had a lousy weekend, failing to finish in either of the two heats. On the other hand, Roger Penske had a memorable weekend in the No. 66 Chaparral 2A Chevrolet, winning both heats. Dan Gurney (No. 19 Lotus 19 B Ford) finished second in both heats, and Bob Bondurant (No. 96 Shelby American Cooper King Cobra Ford) finished third in both heats.
(Dave Friedman/Getty Images)
Laguna Seca, October 18, 1964. People forget what a outstanding driver Roger Penske was back in the day. His performance in the 200-mile Monterey Grand Prix, when he swept both heats in his No. 66 Chaparral 2A Chevrolet against the toughest competition the sport had to offer: Dan Gurney, Parnelli Jones, Bruce McLaren, Bob Bondurant, Jerry Grant, Ronnie Bucknum, Ed Leslie, Innes Ireland, Jack Brabham, Charlie Hayes, Augie Pabst, Al Unser, Bobby Unser, et al. was indeed impressive.
(Getty Images)
Laguna Seca, October 17, 1965. Jim Hall (No. 66 Chaparral 2A Chevrolet) on the starting grid for the 200-mile Monterey Grand Prix. Hall didn't finish the 1st Heat due to an accident and he didn't start the 2nd Heat. Walt Hansgen (No. 17 John Mecom Racing Lola T70 Ford) won overall that weekend, with Hap Sharp (No. 65 Chaparral 2A Chevrolet) finishing second. Don Wester (No. 60 Genie Ford) was third.
(Dave Friedman/Getty Images)
Riverside International Raceway, October 31, 1965. Bruce McLaren (No. 4 McLaren Elva Mark II Olsmobile) finished third in the L.A. Times Grand Prix for Sports Cars behind Hap Sharp (No. 65 Chaparral 2A Chevrolet) and Jim Clark (No. 1 Team Lotus 40 Ford).

(Getty Images)
Daytona 24 Hours, February 4, 1973. The No. 11 Chevrolet Corvette driven by Tony DeLorenzo runs on the high banks ahead of Francois Cevert (No. 3 Equipe Matra-Simca Matra MS670 V12) and the No. 10 Shierson Racing Chevron B19 driven by Charlie Kemp. The No. 11 was a specially-prepared big-block Corvette that DeLorenzo qualified 6th and because of its tremendous speed on the high banks ran with the leaders in the opening portion of the race. DeLorenzo and co-driver Maurice Carter didn't finish the race. The Cevert/Jean-Pierre Beltoise/Henri Pescarolo Matra qualified 2nd but didn't finish (blown engine). The Shierson Chevron qualified 9th but didn't finish either. The race was won by Peter Gregg/Hurley Haywood (No. 59 Brumos Porsche Garrard Record Players Porsche 911 Carrera RSR).
(Getty Images)
Sebring, Florida, March 20, 1964. The No. 4 Chevrolet Corvette Grand Sport driven by Jim Hall and Roger Penske during practice for the 12 Hours of Sebring, which would run the next day. The duo started in 7th but finished a disappointing 18th. The Corvette Grand Sports were out in full force for this race to go up against Ken Miles and John Morton in the No. 1 Shelby American 427 Cobra Prototype. A.J. Foyt/John Cannon (No. 2 John Mecom Racing Chevrolet Corvette Grand Sport) battled with Miles the hardest but finished 23rd. The No. 3 Chevrolet Corvette Grand Sport driven by Delmo Johnson/Dave Morgan finished well-down in 32nd position. The Miles/Morton Cobra did not finish due to a blown engine.

By Peter M. DeLorenzo

Detroit. Editor-in-Chief's Note: We lost another of the great ones over the weekend: Bob Bondurant passed away at the age of 88 last Friday (November 12, 2021). Bob started racing bikes in his early 20s, but transitioned to four wheels at the age of 23. From the age of 23 to 34, Bob became one of the most successful racing car drivers in the world. He won SCCA National Championships in Corvettes, winning 30 out of 32 races from 1961 to 1963. But he was best known for his affiliation with Carroll Shelby and the Shelby American Cobras. Bob was the first and only American to bring the World SportsCar Championship trophy home to America, driving the legendary Shelby Cobra Daytona Coupe to many memorable wins in Europe, including fourth overall and first in GT5.0 in the 1964 24 Hours of Le Mans, co-driving with Dan Gurney. He then drove for Ferrari in World Championship Sports Car prototype racing and in F1. He even raced in the Baja 500. Bondurant left F1 to race in the Can-Am series on a team with his best friend, Peter Revson. But at Watkins Glen in 1967, while driving a Lola T70 Mk.2 Ford, a severe crash changed the direction of Bondurant's entire life and career. A steering arm broke at 150 mph, and while Bob was lying in traction in the hospital afterward, he recounted a vivid conversation he had with God. According to Bondurant, God explained to him that he was needed more on earth to start a driving and safety school to save thousands of lives of those who were dying on the highways and in motorsports. So on February 14, 1968, Bob founded The Bob Bondurant School of High Performance Driving, and for 50 years it earned the reputation as the finest racing school in the world. Using his own, copyrighted, "The Bondurant Method," Bob personally trained his hand-selected instructors to educate the world to be better racers and drivers. Bob and the Bondurant team graduated well over 500,000 students at his famous school, including Christian Bale, Paul Newman, Clint Eastwood, Nicolas Cage and Tom Cruise, to name a few. Bondurant was actively at the track every day, enthusiastically greeting his new students until he was well over 85 years old. He kept racing too. Bondurant's last Championship was in 1997 for the World Cup Challenge, racing for Steve Saleen. Bondurant retired from racing at 79 after winning his last race at Pomona Raceway in his No. 72 ERA Ford GT40. Though his accomplishments with his driving school are indeed legendary, his exploits in racing still resonate to this day. He was a racer's racer, through and through. This week's issue of "Fumes" is dedicated to Bob Bondurant, and you'll see that all of the pictures are of Bob and/or his memorable racing cars. -PMD

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

Bob Bondurant made his early reputation by racing Corvettes in sports car races up and down the West Coast.

(Photo by Dave Friedman)
Bob Bondurant in his distinctive racing helmet, 1965.
(Photo by Dave Friedman)
12 Hours of Sebring, March 21, 1964. The Bob Bondurant/Lew Spencer No. 12 Shelby American Cobra qualified 11th and finished 5th overall.
Targa Florio, Sicily, May, 19, 1965. Bob Bondurant in the No. 194 Ford Advanced Vehicles Ford GT40 Roadster that he shared with John Whitmore. They didn't finish.
Targa Florio, Sicily, April 24, 1964. "Bondo" in the No. 142 Shelby American Cobra that he shared with Phil Hill. They didn't finish.
(Photo by Dave Friedman)
Riverside International Raceway, October 13, 1963. Dan Gurney (No. 97 Shelby American Cobra) leads Allen Grant (No. 96 Coventry Motors Shelby Cobra) and Bob Bondurant (No. 99 Shelby American Cobra) in a special 1-Hour GT race.
(Photo by Dave Friedman)
12 Hours of Sebring, March 21, 1964. The Bondurant/Spencer No. 12 Shelby American Cobra in for a night pit stop. Lew Spencer buckling in.
(Photo by Dave Friedman)
12 Hours of Sebring, March 21, 1964. The Bob Bondurant/Lew Spencer No. 12 Shelby American Cobra in the pits.
Nassau Speed Weeks, December 3, 1965. Bob Bondurant (No. 111 Pacesetter Homes Lola T70 Chevrolet) didn't finish the Governor's Trophy race.
(Photo by Dave Friedman)
Laguna Seca, October 18, 1964. Bob Bondurant (No. 96 Shelby American Cooper King Cobra Ford) finished third in both heats of the Monterey Grand Prix behind Roger Penske (No. 66 Chaparral 2A Chevrolet) and Dan Gurney (No. 19 Lotus 19 B Ford).
(Photo by Dave Friedman)
Riverside International Raceway, October 13, 1963. My all-time favorite shot of "Bondo." He's on his way to leading a 1-2-3-4 Cobra sweep in his No. 99 Shelby American Cobra. Allen Grant (No. 96 Coventry Motors Shelby Cobra) was second, Lew Spencer (No. 98 Shelby American Cobra) was third and Dan Gurney (No. 97 Shelby American Cobra) finished fourth in the special 1-Hour GT race.

By Peter M. DeLorenzo

Detroit. Beginning in the late 50s and running through the mid-70s, sports car racing - particularly here in the U.S. - was captivated and dominated by V8-powered machines that barked their intent at race tracks all over the country. Sure, back in those days, SCCA (Sports Car Club of America) events were heavily populated by small-bore sports cars like Austin-Healeys, Triumphs, MGs, Minis, 356 Porsches and many other brands. And there was no question that they provided the backbone of SCCA racing back then. But starting in the late 50s with race-prepared Corvettes, and then fueled by the emergence of the Shelby American Cobra, and on to the USRRC, Trans-Am and Can-Am days, the real action was with the big-bore machines.

I vividly remember seeing the crowds gravitate to the fences when those V8s fired-up on the false grid. They couldn't really help it, because the sound was guttural, menacing and mesmerizing all at once. Standing among those cars on false grids all over the Midwest with our "A" Production Corvettes - Waterford Hills, Grattan, Mid-Ohio, Nelson Ledges, Milwaukee, Blackhawk Farms and, of course, Road America - was an in-period treat that I couldn't get enough of and will never forget. And besides the spectacular noise coming from those machines, the sheer speed was awesome to behold as they devoured every race track they visited. 

And the legendary names that wheeled these machines were a mix of Hall of Famers and hard-scrabble drivers who wouldn't settle for anything less than the fastest, baddest V8s available. The legends were present and accounted for: Ken Miles, Dan Gurney, Roger Penske, Mario Andretti, Jim Hall, Bruce McLaren, Denny Hulme, Jackie Stewart, Peter Revson, John Surtees, Parnelli Jones, George Follmer, Mark Donohue, Swede Savage, Sam Posey, Milt Minter, Ed Leslie, Dr. Dick Thompson ("The Flying Dentist"), Allen Grant, Jerry Grant, et al. And, of course, my brother Tony and his teammate Jerry Thompson. This list of drivers - which I have affectionately dubbed "The Muscle Boys" - were just the tip of the iceberg. There were countless others who wheeled and manhandled their brutal machines at tracks all across the country. They were visceral, no-compromise machines that captivated the hearts and minds of racing enthusiasts, and if you've ever been to a vintage racing event, the same is true today, if not more so. I hope you enjoy the following images and recollections as much as I do.

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

(Getty Images)
Riverside International Raceway, October 11, 1964. A.J. Foyt (No. 23 John Mecom Jr. Racing Cooper Hussein 1 Dodge) qualified sixth for the 200-mile L.A.Times Grand Prix for Sports Cars in his Cooper-based sports racer, but did not finish. Parnelli Jones (No. 94 Shelby American Cooper King Cobra Ford) won that day, followed by Roger Penske (No. 6 Chaparral 2A Chevrolet) and Jim Clark (No. 15 Team Lotus 30 Ford).
(Getty Images)
Riverside International Raceway, October 11, 1964. Jim Clark raced in a lot of different machines over his career. Here he wheels Colin Chapman's Lotus 30 Ford in the 200-mile L.A.Times Grand Prix for Sports Cars. Clark finished third behind Parnelli Jones (No. 94 Shelby American Cooper King Cobra Ford) and Roger Penske (No. 6 Chaparral 2A Chevrolet).
(Getty Images)
Riverside International Raceway, October 31, 1965. Jim Hall in his beautiful No. 66 Chaparral 2C Chevrolet during the 200-mile L.A.Times Grand Prix for Sports Cars. Hall finished second in the qualifying heat to Bruce McLaren (No. 4 McLaren Elva Mark II Oldsmobile), but didn't make the start due to suspension issues with the brand-new Chaparral 2C.
(Getty Images)
Watkins Glen, New York, July, 1970. Jim Hall and Jackie Stewart discuss the performance of the Chaparral 2J Chevrolet during Can-Am practice. Stewart qualified a very close third behind Denny Hulme (No. 5 Gulf Reynolds Aluminum McLaren M8D Chevrolet) and Dan Gurney (No. 48 Gulf Reynolds Aluminum McLaren M8D Chevrolet) in the radical ground-effects Chaparral, but didn't finish. Hulme won that day, but since the Watkins Glen 6-Hour for FIA cars ran the day before, some FIA cars entered the Can-Am the next day. Jo SIffert (No. 1 J.W. Automotive Engineering Ltd Gulf Porsche 917 K) finished second, and Richard Attwood (No. 32 Porsche Audi Porsche 817 K) finished third. The Chaparral 2J was entirely conceived and designed by Chevrolet engineers to explore ground-effects technology. It was jointly developed by Chevrolet engineers and Hall during the 1970 Can-Am season. The dual snowmobile engines on the back of the car were designed to suck the 2J down to the pavement, with its GE Lexan skirts actually scraping the pavement as they sealed the underside of the 2J off for better suction. The cornering speeds of the 2J were incredible, and when it ran right - which wasn't often - it was 2-3 seconds per lap faster than the state-of-the-art McLarens. The technology was so intriguing that Gordon Murray designed his own version of the technology for the 1978 Brabham BT46B F1 "fan" car. The fan in the Brabham BT 46B was driven by the engine itself. The car was quickly banned by the FIA for having a "movable aerodynamic device." It's a shame that the Chevrolet engineers responsible for the concept of the 2J never got the credit they deserved.
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Riverside International Raceway, October, 1966. The Chaparral Cars team in the paddock during the Can-Am weekend. The No. 65 Chaparral 2E Chevrolet was driven by Phil Hill, and the No. 66 Chaparral 2E Chevrolet was driven by Jim Hall. John Surtees (No. 7 Team Surtees Ltd  Lola T70 Mk.2 Chevrolet) won that weekend, followed by Hall and Graham Hill (No. 3 Team Surtees Ltd  Lola T70 Mk.2 Chevrolet). Phil Hill didn't finish.
(Getty Images)
Sebring International Raceway, March 24, 1973. Tony DeLorenzo (No. 11 Troy Promotions Inc./Budd Chevrolet Corvette) captured the pole for the all-GT event by three full seconds. Tony and co-driver Steve Durst encountered overheating issues and didn't finish. Peter Gregg/Hurley Haywood/Dave Helmick won that day driving the No. 59 Garrard Porsche 911 RSR.
(Getty Images)
Las Vegas, Nevada, November 10, 1968. Jim Hall (No. 66 Chaparral 2G Chevrolet) early in the Stardust Grand Prix Can-Am race at Stardust International Raceway. Hall suffered a terrible crash in the race when he attempted to overtake Lothar Motschenbacher (No. 11 McLaren M6B Ford). When Motschenbacher's McLaren suddenly broke a suspension upright and all but stopped on the track in front of Hall. Hall's Chaparral rode up over the left rear of the McLaren, flew high into the air, then rolled and tumbled to the outside of the turn and came to rest upside down. Hall suffered devastating injuries - breaking both of his legs - which curtailed his career as a driver and forced him to spend months in a wheelchair. He would continue on as a racing car designer and team owner - winning the Indy 500 with Johnny Rutherford -  and he even drove in a few Trans-Am races in the 1970 season for his own Camaro team.
(Getty Images)
Las Vegas, Nevada, November 10, 1968. Denny Hulme (No. 5 Gulf McLaren M8A Chevrolet) on his way to winning the Stardust Grand Prix Can-Am. George Follmer (No. 16 Lola T70 Mk.3B 427 Ford) was second, and Jerry Titus (No. 17 McLaren M6B Chevrolet) finished third.
(Getty Images)
Elkhart Lake, Wisconsin, August 31, 1968. Mark Donohue studies the exposed rear brake/suspension on the No. 5 Gulf McLaren M8A Chevrolet in the pit lane at Road America during the Can-Am weekend. The McLaren domination had well and truly begun in the Can-Am by then. Bruce McLaren (No. 4 Gulf McLaren M8A Chevrolet) and Hulme qualified 1-2, two full seconds clear of Donohue in the No. 6 Penske Racing Sunoco Special McLaren M6A Chevrolet. Hulme and McLaren ran 1-2 in the race as well, with Donohue finishing third. 

By Peter M. DeLorenzo

Detroit. Ask anyone who has been involved in racing what they remember most about the sport - besides the memorable cars and races - and they will always talk about the people and the personalities involved. It's these stories that fuel the memories, because racing is far from a one-dimensional pursuit. It's a passionate endeavor that consumes the people involved to a degree that outsiders just can't comprehend. And it's these memorable characters who have left an indelible mark on the sport. Drivers who were fierce competitors, flawed heroes and incredible, gifted talents. Their legacies are what make the sport of motor racing so fascinating. In the next few issues I will recall some of my favorites.
Indianapolis Motor Speedway, May 1960. Jim Rathmann raced in the AAA and USAC Championship Car series in the 1949-1950 and 1952-1960 seasons. He won the 1960 Indianapolis 500, and he also competed in the two "Race of Two Worlds" events in Monza, Italy, winning the 1958 race. Rathmann was inducted into the Motorsports Hall of Fame of America on August 15, 2007, in Detroit.
The mercurial James Hunt was a tremendously talented driver who pushed norms and rattled the establishment every chance he got, and his memorable pairing with Lord Hesketh and the Hesketh Racing Team in the beginning of his F1 career remains one of the most colorful chapters in the sport. Hunt was immortalized in the Ron Howard-directed film Rush from 2013, which chronicled Hunt's titanic battle with his rival Niki Lauda during the 1976 F1 season, in which Hunt won the World Championship driving for McLaren. It would be Hunt's only World Championship, as his career faded after that. James died of a heart attack on June 15, 1993, at the young age of 45.
(Photo by Dave Friedman)
Daytona International Speedway, February 1966. Dan Gurney sits in the No. 97 Shelby American Ford Mk II that he shared with Jerry Grant during practice for the Daytona 24 Hours. If there was a Mount Rushmore of American racing drivers, there is no question that Dan would be on it. Trying to encapsulate Dan's career and influence over the sport in a paragraph is simply impossible. Gurney won in F1, Indy car, Can-Am, Trans-Am and NASCAR, delivering momentous wins every step of the way. Dan delivered Porsche its only win as a F1 constructor in 1962; he dominated NASCAR at Riverside in the 60s, winning five times; he won the 1967 Belgian Grand Prix in his AAR Eagle T1G-Weslake V12, a car of his own design. One week later, Gurney engineered the Ford Mk IV victory at Le Mans, devising the race strategy that he and co-driver A.J. Foyt strictly adhered to for the victory. Gurney stepped in to fortify Team McLaren in 1970, one week after its founding leader - Bruce McLaren - had been killed testing his McLaren Can-Am car at Goodwood. Gurney promptly won the first two races for McLaren in the 1970 Can-Am season. Dan would go on to make All American Racers a perennial force to be reckoned with in American racing, with notable wins in Indy car and sports car racing (for Toyota). He notably invented an extension for the rear wing of Indy cars - known as the "Gurney flap" - which increased downforce without creating too much aerodynamic drag; and Dan was also the first to wear a full-face helmet in Grand Prix racing. Dan made 86 Grand Prix starts, which ranks third among American F1 drivers, winning four times (second only to Mario Andretti). In what might be the ultimate tribute to Dan's driving talent, the father of Jim Clark came up to Gurney at his son's funeral and confided that Dan was the only driver Clark had ever feared on the track. Dan died on January 14, 2018, at the age of 86. A true legend of the sport in every sense of the word.
Michael Andretti had to live with the enduring legend of his father, Mario, which loomed over his own driving career, but he delivered a spectacular career of his own. Michael competed in 317 Indy car races, winning 42 times. He started from 32 pole positions and won the CART Championship in 1991, although he never won the Indy 500 after dominating many races - and leading the most laps in Indy 500 history - at the Speedway. Michael's foray into F1 in 1993 with Team McLaren - as a teammate to Ayrton Senna - was fraught with problems, and his best finish was a third at Monza, before returning home to the U.S. to race in CART. Michael has gone on to lead Andretti Autosport, which is one of the most successful racing teams in IndyCar.
(Photo by Dave Friedman)
Ken Miles was the brilliantly gifted engineer-driver who was almost singularly responsible for the early success of Shelby American. He developed the 289 FIA Cobra, the Cobra Daytona Coupe, the 427 Cobra, the Shelby GT 350R Mustang and the Ford Mk II. His story was immortalized in the 2019 film Ford vs. Ferrari, and even though the film was chock-full of inaccuracies and questionable instances of "artistic license" it gave full due to Miles' contributions to the Shelby legacy. It's not a stretch to say that without Miles, the Shelby story would have been vastly different - and less successful. Miles was killed while doing the development testing of the Ford J-Car prototype at Riverside International Raceway, on August 17, 1966, at the age of 47. The Ford J-car became the Ford Mk IV, which won the only two races the car was ever entered: the 1967 12 Hours of Sebring and the 1967 24 Hours of Le Mans.

By Peter M. DeLorenzo

Detroit. Ask anyone who has been involved in racing what they remember most about the sport - besides the memorable cars and races - and they will always talk about the people and the personalities involved. It's these stories that fuel the memories, because racing is far from a one-dimensional pursuit. It's a passionate endeavor that consumes the people involved to a degree that outsiders just can't understand. And it's these memorable characters who have left an indelible mark on the sport. Drivers who were fierce competitors, flawed heroes and incredible, gifted talents. Their legacies are what make the sport of motor racing so fascinating. In the next few issues I will recall some of my favorites.
The extraordinarily gifted Jim Clark in Victory Lane after winning the 1965 Indianapolis 500. Clark made his debut in F1 in 1960 for Team Lotus as a replacement for John Surtees, who had gone to race at the Isle of Man motorcycle races. Clark won 25 Grand Prix races out of 72 starts, and he also captured 33 pole positions and 28 fastest laps. He won the World Championship in 1963 (winning seven of ten races) and in 1965. Clark was robbed of winning the Indy 500 in 1963 in a controversial non-call by the USAC officials, which favored Parnelli Jones, whose front-engined Offy was leaking oil so badly that it had caused several drivers to crash. Team Lotus owner Colin Chapman was furious and demanded Jones be black-flagged, but Jones was allowed to finish and win, with Clark finishing second, being named Rookie of the Year. 1965 would be different, as Clark dominated the race in his mid-engined No. 82 Lotus-Ford, leading 189 of the 200 laps. Clark competed in sports cars and touring cars, including Le Mans, and he also won three Tasman championships in a row in 1966, 1967 and 1968. Clark was killed on April 7, 1968, at the Hockenheimring, driving in a Formula 2 race for Gold Leaf Team Lotus. Back then, it was not uncommon for F1 drivers to drive in F2 races, especially that season, which had a four-month gap between F1 races. The race was characterized as being a "minor" event, but the grid was filled with talented drivers such as Graham Hill (Clark's teammate), Derek Bell, Piers Courage, Jean-Pierre Beltois, Henri Pescarolo, Carlo Facetti and Clay Regazzoni. Clark's Lotus veered off the track on the fifth lap of the first heat and crashed into trees, the cause thought to be a rapidly deflating rear tire. He died on the way to the hospital. It remains won of the most tragic days in motorsport history. Clark's death affected the racing community terribly, with fellow Formula One drivers and close friends Graham Hill, Jackie Stewart, Dan Gurney, John Surtees, Chris Amon and Jack Brabham devastated by the tragedy. People came from all over the world to Clark's funeral. Colin Chapman was inconsolable and publicly stated that he had lost his best friend. The 1968 F1 Drivers' Championship was subsequently won by his Lotus teammate Graham Hill, who pulled the heartbroken team together and held off Jackie Stewart for the crown, which he later dedicated to Clark.
The great Fred "Fast Freddie" Lorenzen was a NASCAR star from 1958-1972. He won 26 races, including the 1965 Daytona 500 in the No. 28 Holman & Moody LaFayette Ford. Lorenzen was the USAC Stock Car Champion in 1958-1959, and he was also inducted into the USAC Hall of Fame in 2015. He was the first driver to win the same 500-mile superspeedway race three years in a row (Atlanta 500, 1962–1964); he was also the first driver to win at all five original Southern superspeedways (Daytona, Darlington, Atlanta, Charlotte, Rockingham, 1965). At the time of his initial retirement (1967), Lorenzen was the all-time superspeedway winner with twelve. Fred won the World 600 at Charlotte in 1963 and 1965, and he was the first NASCAR driver to go over $100,000 in winnings in one season ($122,000 in 1963). Lorenzen was the first driver to sweep both NASCAR races at Martinsville in a season (1964) and the only driver to win four consecutive 500 lap races at Martinsville. Freddie has an incredible 50 percent winning percentage: He finished with 26 wins, 84 top tens and 32 poles. Lorenzen was the NASCAR Grand National Series (precursor to Cup) most popular driver in 1963 and 1965; he was named one of NASCAR's 50 Greatest Drivers in 1998; he was inducted into the Motorsports Hall of Fame of America in 2001; and he was a NASCAR Hall of Fame inductee in 2015.
David Pearson raced from 1960 to 1986 in the former NASCAR Grand National and Winston Cup Series (now called NASCAR Cup), most notably driving the No. 21 Wood Brothers Racing Mercury. Pearson was the NASCAR Rookie of the Year in 1960, and he won three Cup Series championships in 1966, 1968, and 1969. Pearson's 1974 NASCAR season was an indicator of his consistency, finishing third in the season points having competed in only 19 of 30 races. Pearson's career was most identified with Richard Petty's NASCAR career. Petty - who has won the most races in NASCAR history - and Pearson accounted for 63 first/second-place finishes, with the edge going to Pearson. Petty had 200 wins in 1,184 starts, while Pearson had 105 wins in 574 starts. Pearson was nicknamed the "Fox" (and later the "Silver Fox") for his calculated approach to racing. At his finalist nomination for the NASCAR Hall of Fame's inaugural 2010 class, NASCAR described Pearson as "... the model of NASCAR efficiency during his career. With little exaggeration, when Pearson showed up at a race track, he won." Pearson ended his career in 1986, and currently holds the second position on NASCAR's all-time win list with 105 victories, as well as achieving 113 pole positions. Pearson's ability translated across all genres of racing: he won three times on road courses, 48 times on superspeeways, 54 times on short tracks and 23 times on dirt tracks. Pearson finished with at least one Top 10 finish in each of his 27 seasons. ESPN described him as being a "plain-spoken, humble man, and that added up to very little charisma." Petty had high praise for Pearson, saying "he could beat you on a short track, he could beat you on a superspeedway, he could beat you on a road course, he could beat you on a dirt track. It didn't hurt as bad to lose to Pearson as it did to some of the others, because I knew how good he was." Pearson said of Petty: "I always felt that if I beat him I beat the best, and I heard he said the same thing about me."
If there were a Mount Rushmore of American drivers, Anthony Joseph Foyt Jr. would certainly be on it. A tenacious competitor, "A.J." won in every racing series he entered. He raced - and won - in USAC Champ cars, stock cars, sprint cars and midget cars. He raced - and won - in NASCAR and in major league sports car racing. He registered 159 career victories in USAC competition, and he still holds the record for Indy car wins with 67. A.J. remains the only driver to have won the Indianapolis 500 (one of four drivers to win it four times), the Daytona 500 (1972), the 24 Hours of Le Mans (1967) and the Daytona 24 Hours (1985). Foyt also won the IROC series in 1976 and 1977. Foyt's success has led to induction in numerous motorsports halls of fame. In the mid-sixties, Foyt become a team owner, fielding cars for himself and other drivers. Since retiring from active race driving, he has owned A. J. Foyt Enterprises, which has fielded teams in the IRL, CART, NASCAR and INDYCAR. A.J. is simply one of the greatest talents to ever get behind the wheel.
Sir John Young "Jackie" Stewart is one of the all-time F1 greats. Stewart -  "The Flying Scot" - competed in F1 between 1965 and 1973, winning 27 out of 99 Grand Prix races and three World Driving Championships (1969, 1971, 1973). Jackie almost won the Indianapolis 500 in his first attempt in 1966 (above), and he also competed in the Can-Am series in 1970 and 1971. I will always remember seeing Jackie driving the No. 1 Carl Haas Racing L&M Lola T260 Chevrolet in the 1971 Can-Am series, giving fits to Bruce McLaren and Denny Hulme with his ill-handling, short wheelbase Lola. He willed that car to victory twice that season (Mont Tremblant and Mid-Ohio), and he was in contention in several other races, finishing third in the championship. Jackie abruptly retired from racing in Watkins Glen, New York, in 1973, after a catastrophic accident took the life of his Tyrrell teammate, Francois Cevert, in F1 practice. I was there that tragic weekend, and I watched as Jackie and his wife Helen left the track. It would have been his 100th Grand Prix race. His persistent pursuit of improving racing safety - including tracks and medical facilities - has left a lasting impact on the sport that still resonates to this day. After John Surtees' death in 2017, Jackie is now the lone surviving F1 World Champion from the 1960s.