PHOTO TIM’S EARLY DAYS | I WAS A KID ENTHRALLED WITH MOTORSPORTS…

-

Early Days — image by Photo Tim
-

-

“I was a kid that was enthralled with motorsports.  When I was 11 yrs old or so, a friend from schools parents took me to Ascot Park.  I started sneaking into the pits to be closer to the racers by going around the back where they had a 20m pile of gravel to shield it from the passing cars on the freeway.”

“One issue with sneaking in to the pits is you don’t have anything to do, so I would stand around and talk to one of the guys taking photographs, Dan Mahoney.  One night he handed me a camera and placed a little white pebble on the track.  He said, ‘when the bikes get there push this button.’  I did and the result is the photo below.  I was 12 yrs old at the time.  The next week Dan said I had a natural talent and would I like a job shooting the races.  I was a part of racing!!!  Ok, not on the track, but still…”

–Photo Tim

-

-

Early Days — image by Photo Tim

-

-

Early Days — image by Photo Tim
-

Continue reading

THE MAGNIFICENT SEVEN | BRITISH RACING LEGEND BARRY SHEENE


“Your arse, if you’re going fast enough.”

–Barry’s famous retort when asked by BBC, “What goes through your mind during a crash?”

In a brilliant racing career in which he amassed back-to-back World Championships (’76 & ’77), 23 Grand Prix victories, and 52 Podium finishes in all– the late, great Barry Sheene is one of the most loved and remembered motorcycle racing legends to this day. The victories alone, as impressive as they were, would not be enough immortalize the man. It was Sheene’s fearless spirit & iron will, a body that was repeatedly broken but not beaten, and his witty charm & handsome looks, that have eternally endeared him to racing fans around the world. It’s that old cliche– every woman wanted him, and every man wanted to be him.

Barry’s career was no doubt impacted by two major crashes that are forever a part of motorcycle racing history. The 1st occurred in 1975– at the Daytona 200, a locked rear wheel at 170 mph jerked him violently and Barry lost control. It’s a wonder he survived at all– amazingly, he didn’t even lose consciousness. In fact, he later recounted the crash in detail as the unforgiving track pummeled his flailing body. He suffered a shattered left leg, smashed thigh, broke six ribs, a wrist, and his collarbone.  When Barry awoke at the hospital, he didn’t miss a beat– asking the attending nurse for a fag (cigarette, for you Yanks out there). The 2nd came in 1982–  the two-time World Champion crashed (again going 170 mph) at Silverstone during practice for the British Grand Prix. Barry later recalled, “Wasn’t my fault; came over a hill and there was a wreck right in front of me.” They feared he’d never walk again, let alone return to the racetrack. His legs were compared to “crushed eggs,” taking eight hours to piece back together– with the aid of two stainless steel posts, two steel plates and almost 30 steel screws. After Barry was told he might be able to bend his knees in three months time, he did it in two and a half weeks– and returned to racing the following year. Some took to calling him– Bionic Barry. How you like them apples?

-

October 4th, 1958, Southwark, London– Motorcyclist Frank Sheene here pictured with his young son (the future legend Barry Sheene) at Club Day —Image by © Hulton-Deutsch Collection/Corbis. Barry’s old man, Frank Sheene, was no slouch on a bike himself– and could even turn a wrench.  The young and fearless Barry was on a bike at the wee age of 5 yrs old–  a Ducati 50cc motorbike. He entered his first competitive race at the age of 17 at Brands Hatch. He Crashed, (DNF). Wasting no time, Barry entered again the very next weekend and won the bloody thing. The Barry Sheene racing dye was cast.

.

Continue reading

RELIVE DRAG RACING’S TOP RIVALRY 11/10 ~ THE SNAKE VS. THE MONGOOSE

-

-

One of the greatest rivalries in all of Drag Racing history has to be the classic Wildlife Racing matchup– Don “Snake” Prudhomme vs. Tom “Mongoose” McEwen.  Any red-blooded boy born of that era remembers their famous Funny Cars decked-out in bright Hot Wheels badges screaming down the 1/4 mile in a furious blur that lasted all of 5 sweet seconds.  The two faced-off in match races that raged over a period of about 3 years.  Don Prudhomme, being the stronger competitor, usually came out on top. Their epic West Coast battles, fueled by huge sponsorship deals (Mattel, Coca-Cola, Plymouth, and Goodyear) were a major draw, and their loyal fans never tired of seeing them go head to head.

The Petersen Automotive Museum is celebrating the opening of their new exhibit, NHRA: Sixty Years of Thunder by paying tribute to – Don “The Snake” Prudhomme – during their annual Tribute Night on Wednesday, Nov. 10, 2010.  Honored guests include– Roland Leong, Tommy Ivo, Carroll Shelby, Ed Pink and many others. Special guest Dave McClelland, the Voice of the NHRA and longtime friend of Don Prudhomme, will be the Master of Ceremonies. Their will be a film featuring The Snake’s epic history, and several other drag racing icons will share their stories of the legend. A live auction of amazing racing memorabilia will follow with proceeds going to the Petersen’s educational programs.

If you’re a Drag Racing fan of any age– this is an epic event not to be missed.

__________________________________________________________________

-

Racing rivals- the Snake and the Mongoose at Dallas International Motor Speedway (1969-1973). Continue reading

SEX & SPEED | “JUNGLE PAM” HARDY & “JUNGLE JIM” LIBERMAN LIGHT ‘EM UP

1973 — “Jungle Pam” Hardy and “Jungle Jim” Liberman with his Chevy Vega Funny Car.

*

You’d be hard-pressed to say who was hotter back in the ’70s– “Jungle Pam” in her go-go boots, short-shorts, and titillating tops… or “Jungle Jim” Liberman’s rubber-melting burnouts, wheelstands, and screaming up and down the length of the dragstrip backwards.  Liberman was arguably one of the most flamboyant and memorable showmen on the funny car circuit, who knew better than anyone what the crowd wanted– and hiring the 18 yr old tall, dark and sexy “Jungle Pam” Hardy as his sassy staging sidekick was a calculated stroke of marketing genius.  But she was no lightweight– she quickly learned to turn a wrench, know here way around cars, the crowds, and the scene– the fans loved her.

“Jungle Pam” is still a legend to this day, and a true original.  Sadly, Jim Liberman left us back in ’77 when his Corvette hit a bus head-on in a tragic road accident.  His spirit lives through all the drivers he’s inspired, and the countless memories of his “Jungle Jim” antics and achievements during Liberman’s legendary racing career.

*

Drag racing legends “Jungle Pam” Hardy and “Jungle Jim” Liberman doing what they do best.

*

*

“Jungle Pam” gets down.

*

Continue reading

CARROLL SHELBY & THE FORD GT40 | FOUR YRS OF DOMINATION AT LE MANS

*

When Henry Ford II’s quest to buy Ferrari back in 1963 was spitefully squelched by Enzo, the mandate was given to, “Kick Ferrari’s ass.” And not just anywhere– at Le Mans, the world stage of auto racing.  The ass-kicking would finally come in the beautiful & brutish form of the iconic Ford GT40–America’s most incredible racecar ever.

Originally developed in England by Ford Advanced Vehicles Ltd under the direction of Aston Martin’s former team manager, John Wyer, the GT40 failed at Le Mans in ’64 & ’65, as Ferrari finished 1-2-3 both years. With failure no longer an option for anyone who wished to remain employed by Ford, Carroll Shelby was tapped to give the GT40 the necessary bite to beat the Italians.  Shelby’s success at Le Mans in his own Cobras, and again with the GT40, was not about technology, but by being crafty.  He replaced the 289 c.i. GT40 engine with the same powerful, big block 427 c.i. V-8 that powered his Cobras.  The lower revving, larger displacement V-8′s were more able to take the stress of long endurance races than the higher-revving, small displacement engines used by Ferrari.

Shelby not only ended Ferrari’s racing dominance, he exacted sweet revenge for Enzo’s snub– and garnered Ford a remarkable four-year winning streak from 1966 – 1969.

*

Two massive American automotive legends — Carroll Shelby and the iconic Ford GT40. Originally labeled GT, ’40′ was added due to its incredibly low 40-inch stance.

*

*

West Sussez, England — A Carroll Shelby masterpiece, 1960s JW Automotive/American Gulf Oil-sponsored Ford GT40  racecar at the Goodwood race track — Image by © Martyn Goddard/Corbis

*

*

1969 Carroll Shelby / Ford GT40 MK 1 racecar (JW Automotive/American Gulf Oil-sponsored) with body panels removed.  This Ford GT P/1075 is one of the few racecars to ever win the 24 Hours of Le Mans back to back– here pictured as #6. — Image by © Martyn Goddard/Corbis

*

Continue reading

“WE’LL DROP A HEMI IN THE REAR– AND RUN LIKE HELL.” | HEMI UNDER GLASS

Promo ad sketching out George Hurst’s concept that gave birth to the epic– ‘Hemi Under Glass”  via

That’s the way the whole thing got started.  A Barracuda with a nasty 426 Hemi stuffed where the back seat used to be.  A Barracuda, the likes of which had ever been seen before– with Hurst-designed hi-performance chassis, suspension, driveline components– and naturally a 4-speed stick. This beastly Barracuda was christened “Hemi Under Glass”– a black & gold bomb that appeared at main events across the country.  It would rock awestruck crowds back on their heels, as the Barracuda’s front wheels pitched high into the air and screamed down the strip with its nose pointing to the sky.

This was the hard part– fitting the 426 Hemi through the Barracuda’s front door for the first time. With the aid of a cherry-picker, Hurst personnel jockey the mill prior to making primary measurements that result in the Hemi’s final location.  – Hot Rod, circa 1965, via

The “Hemi Under Glass” was a Hurst Shifters’ promotional project (designed by George Hurst & Ray Brock) that performed at drag strips and auto exhibitions across the country throughout the mid ’60s and ’70s. Hurst hired-on professional driver Bob Riggle to race the Hemi-powered, mid-engine ‘Cuda in front of testosterone-laden crowds who loved the spectacle of seeing these over-the-top wheel-standers scream down the strip at well over 100 mph down the track. Over the years 9 different “Hemi Under Glass” autos have been built, all based on the Plymouth Barracuda.  Riggle himself drove the epic Mopar wheelster up until 1975 when he hung up his racing gloves after a serious accident, and moved back home to Arizona.

LindaVaughn hemiunderglass

“Hemi Under Glass” was largely forgotten about until Bob Riggle decided to resurrect the drag strip icon in 1992, at the urging of “Miss Golden Shifter” herself– Linda Vaughn, and began building a replica of the ’68 model.  Bob once again toured the country’s drag strips and auto exhibitions– drawing new fans, and tickling the old-time reminiscers as he and “Hemi Under Glass” sped down the strip full-tilt, still bringing everyone to their feet just like old times.

“Hemi Under Glass” was originally designed in 1965 by George Hurst & Ray Brock to be a competitive racer.  They soon encountered a problem– the mid-engine placement of the extremely powerful 426 Hemi caused the front end to jerk up into the air quickly at acceleration, which became a huge hit with spectators, so they embraced it and made it arguably the most iconic 1/4 mile wheel-stander of all time.

-

Continue reading

OLD SCHOOL HURST GIRLS GONE WILD | GENTLEMEN, START YOUR ENGINES

linda-vaughn-hurst-lug-nutsLinda Vaughn, the legendary “Miss Hurst Golden Shifter”

Linda Vaughn, the lovely, leggy, legend of the auto racing scene from the 60′s through the early 80′s was better known as– Miss Hurst Golden Shifter. She was a trophy queen whose voluptuous looks and charm often stole the show at auto racing events she attended– SCCA, NASCAR, Indy & Formula One, among others.  Linda has been knocked by many for setting Women’s Lib back with her busty displays, but her passion for the sport ran deep and she had a major impact– not just in promoting the sponsors, but also in advancing women’s racing.  Vaughn earned her SCCA competition license at the Bob Bondurant School of High Performance Driving and then got behind the wheel and raced.

Linda Vaughn, the legendary “Miss Hurst Golden Shifter”

Continue reading

STEVE McQUEEN | LE MANS & BEYOND GRATUITOUS 1970s RACING GOODNESS

Steve McQueen at the legendary 1970 12 Hours of Sebring Race where McQueen (partnered with c0-driver Peter Revson) raced with a broken left foot in a cast against racing great, Mario Andretti.  McQueen is sporting his iconic ’67 Rolex Submariner that went for $234,000 at auction in 2009.  BTW – Anyone else feeling the “Brian Johnson AC/DC ” vibe here with the black leather 8-panel cap?

-

Steve McQueen’s 1971 epic, Le Mans, is the racecar film that is widely hailed as the gold standard for which all such films are measured– now, and certainly well into the future.  It was filmed largely live at the actual 1970 24 Hours of Le Mans, without the benefit of computer generated imagery and modern day trickery that we rely on today.  It feels raw because it is raw.  McQueen had originally planned to enter the #26 Porsche 917K with co-driver Jackie Stewart.  Fate had other ideas–  their entry car was rejected, and McQueen was unable to get insurance for the race.  As such, Jo Siffert and Brian Redman were now given driving duties.  While it was never a commercial success, it is long on guts, and is a sensory feast when it comes to the sounds and sights of what racing is all about.  Looking back at this incredible era, it’s hard not to be struck between the eyes by the strong graphic elements of the cars, logos, racing gear,  and attitude on display at every turn.

In preparation for the filming of the movie “Le Mans”, Steve McQueen went to the 1969 race to scout filming spots around the Le Mans course. When they returned in 1970 with all their camera equipment they knew all the best camera locations for the footage they would need for the movie “Le Mans.” I wonder who has all that film footage that they took in 1969? –Nigel Smuckatelli

-

1970 — Steve McQueen at Sebring hanging out with Carroll Shelby.

-

1970 — Steve McQueen at Sebring

-

Continue reading

JACKIE STEWART | THE FLYING SCOT’S OLD SCHOOL FORMULA ONE STYLE

*

1971, Montjuich, Spain — Chris Amon, driving for Matra, and Jackie Stewart, driving for Tyrrell-Ford, celebrate their 3rd and 1st place finishes at the 1971 Spanish Grand Prix. — Image by © Schlegelmilch/ Corbis

*

From the desk of Contributing Editor, Eli M. Getson–

When I am having a rough one at work, I sit back in my chair, sigh deeply, close my eyes and pretend I am in swinging London in the Sixties, driving on the Formula One circuit, beautiful women and a magnum of Dom waiting for me in the winner’s circle, and I am always driving the Tyrrell 03 Cosworth Elf Car like my idol Sir John Young Stewart, otherwise known as Jackie.

_______________________________________________________________

*

1971, Zeltweg, Austria — Jo Siffert in the BRM (No. 14), pole position, took the lead at the start of the 1971 Austrian Grand Prix. Beside him Jackie Stewart in the Tyrrell Ford-Cosworth. Behind them Francois Cevert in the 2nd Tyrrell and Clay Regazzoni in the Ferrari. — Image by © Schlegelmilch/Corbis

*

Continue reading

EARL COOPER | AUTO RACING LEGENDS AT THE DAWN OF THE GOLDEN AGE

*

Earl Cooper, auto racer, taken at the auto races at Salem, New Hampshire. Cooper’s last major victory was here at the Rockingham board track speedway. He won that 200-miler with a front-drive Miller in 1926.  – Image by © Bettmann/CORBIS— Image by © Bettmann/CORBIS

*

Nebraska-born in 1886, Earl Cooper became a star just as the Golden Age of auto racing was dawning. Cooper’s illustrious racing career, in which he racked-up three National Championships (1913, 1915 & 1917) and 11 top 10 points finishes, all started in 1904– in an ironic and bittersweet twist.

It was 1904, and Cooper was on the West Coast working as a mechanic at a Maxwell auto dealership. Cooper was bitten by the racing bug, but when he appealed to the Maxwell dealership for sponsorship in a San Francisco race, he was refused.  Turns-out his own boss was competing in the same race and did not welcome the friendly competition.  So Cooper scoffed at the dealership’s snub, and somehow was able to convince a kind old woman to let him enter  her brand new Maxwell in the race.  Cooper soundly beat his boss– and just as quick, found himself unemployed.  With nothing left to lose, he went on a racing tear, up and down the West Coast, where he was at times unstoppable.

Cooper joined the Stutz racing team in 1912, and just one year later went on to win the National Championship– racking up 2,610 points.  Cooper dominated the scene that year, winning five of the eight major road races, along with one 2nd place finish.

*

Earl Cooper and his riding mechanic in the Stutz car. Picture taken at Indianapolis 500 qualifying in 1919. (Indianapolis Motor Speedway photo. Noel Allard collection)

*

In 1913, Cooper’s Hell-bent rival, Barney Oldfield, was driving for the Mercer team.  The two battled fast and furiously, matching their skill and will on the racetrack–

Cooper and Oldfield would run head-to-head at the Santa Monica Road Race, held on an eight-mile macadam course near the ocean. Oldfield blasted away from the starter’s flag and held a sizeable lead, but Cooper passed Tetzlaff for second and began running Oldfield down. With a 4-minute lead over Oldfield, one of Cooper’s tires blew out and he had to coast into the pits. As his riding mechanic struggled to get the wheel off, Oldfield roared past. Cooper jumped out of the driver’s seat and wrenched the wheel off, the tire was changed and the car back on the track to begin running down Oldfield once more. In his exuberance to stay ahead, this time Oldfield blew a tire and bumped into the pits as Cooper whisked past and on to the checkered flag as the winner.

On September 9, 1913, Cooper and Oldfield again met head-to-head on a 3-mile paved track that circled the town of Corona, California. Cooper, after experiencing the tire problem at Santa Monica, had cannily practiced on the course to find what maximum speed he could drive in order to not make any tire stops at all. He determined that if he drove 75 mph. for the entire race, he could do just that. Oldfield, hell-bent-for-leather, predicted that the race average would go to 90 mph. Oldfield set the pace from the start, over Cooper, Tetzlaff, DePalma and Spencer Wishart. He clocked an awesome 98 mph on one lap, but the track had started to break up from the pounding it was taking from the heavy cars. Oldfield burst a tire and Cooper inherited the lead. Oldfield was back on the track and again at speed when again, a young spectator ran onto the track in front of him. Oldfield swerved to avoid the lad and crashed heavily, injuring several people and himself. Cooper won again and would go on to take his first AAA National Championship.

–Noel Allard

*

*

Earl Cooper in action at the start of a race in 1925, Laurel, Maryland.

*

Continue reading