D ince some years a good number of fans wanted to see the references of the Italian Slot.it a Ford GT 40 ; confirmed presentation for almost a month, certifying the arrival of the first units of the first GT 40 of Slot.it distributors in Spain Autoracing IBB as the best shopping ; the GT40 de Slot.it y rodaba , siendo la primera de sus libreas la de Alan Mann Racing , en concreto la del GT 40 con número de chasis AMR/2 que, en manos de Graham Hill y Jackie Stewart , tomó parte en las 12 Horas de Sebring disputadas el 26 de marzo de 1966 , hace la friolera de 45 años..., y lo bien que ha envejecido.
Hablando el otro día con un amigo - vista mi intención de adquirir, como hice con Fly y Scalextric (Superslot), un buen número, ya no todos, de GT 40's de Slot.it - sobre el GT 40 de Slot.it me preguntaba - y picaba - por la posibilidad de que publicase en el blog una serie sobre la Mercedes Collection , al igual que con los Ferrari 250 GTO y la Pegaso Collection , y sobre los Ford GT 40 ... En la misma línea, algo de historia sobre el modelo -chasis- en concreto , sobre la carrera de cada modelo y la Historia de los Ford GT 40 ..., y la verdad es que podría ser interesante; máxime teniendo en cuenta que el GT 40 es uno de los vehículos de competición más conocidos y reverenciados - me duele admitirlo -; una máquina que ha tomado parte en prácticamente todas, if not all, major motorsport. If I had to choose a title for this, and successive entry would, without doubt, the "Le Mans Objective."
L agonal to race the Ford GT 40 begins in the "Test days of Le Mans, April 19, 1964 , although their design data to personally early 1962 ( as much of the "doctrine" is given as the date certain January '63), when Henry Ford II Roy Lunn instructs - Director of what we might call the Department of Research and Development Ford - a prototype to show the public of a Ford to the top flight in endurance competitions. Without going into at the moment its many details, best and worst, I think in view of the following photos we all realize where it stands this GT-aesthetically-40.
E is the first prototype is a Ford Mutanga I with 1.7-liter engine, a vehicle futuristic lines - not that it would go far in the future - according to the conception of the early '60s. A white vehicle body, black interior and chrome accents, really sharp line, with two seats-under-regulation and open, Ferrari style with wheels, not just radio-futuristic design.
The Mustang I was presented at the Watkins Glen Grand Prix in October 1962, as I said, to test the reactions of public, private teams and press. Acceptance was immediate, the Oval had its first project that would outside the U.S. to face great ovals against the famous, experienced and smaller European brands.
The possibilities that would open advertising for the brand due to the large drag racing and World Cup were enormous; Ford oval would walk her around the world . Henry Ford II and Lee Iacocca (General Manager) did not hesitate for a minute, let in the light of the brilliant successes Carroll Shelby and Cobra, a modified AC Ace for him and a Ford engine V8, a single man who was fighting almost as equals, with the navy Artisan Italian, Enzo Ferrari . Maybe that was what really encouraged Henry Ford II see how one of his engines was almost alone in opposition and become plant wannabe Ferrari scepters.
Ford's support began to be unconditional, and the enthusiasm of the mark with the many successfully obtained only served to push them to seek greater achievements, including highlighted the 24 Hours of Le Mans .
The big problem Ford to start the attack on the World Championship era, por increíble que parezca, ser un Gigante , tal vez el más grande en el mundo de la automóvil; su falta de experiencia en el diseño, fabricación y desarrollo de vehículos de categoría Sport. Otro de sus problemas era el de que pese a disponer de las más grandes y avanzadas plantas de fabricación y montaje Ford no disponía de unas instalaciones para unidades de producción limitada. El tercero de esos problemas a los que se enfrentaba la marca era la falta de un equipo oficial que diese apoyo a sus máquinas en competición a lo largo y ancho del mundo (Pilotos, mecánicos, ingenieros...); y todo pese a su más que probada experiencia en lo circuitos oval.
The solution seems easy, and it seemed to one of the richest men in the world (H. Ford II), "dollars" with facilities to assemble ad hoc, " dollars "with which buy " experience "in the development of vehicles of category Sport and" dollars "with which to pay the best to form a team. The solution seemed easy, buy everything and get out to conquer the 24 Hours of Le Mans , because the number one had to be number one also in the courts, demonstrating its yanquilandismo, if they had made in Normandy and Anzio how they would not get through the small village of "italic" in the French Department of La Sarthe.
And without irony, in fact this was not a "show of power", that "I have pasta, I will demonstrate - in plan builder at the wheel of Q7 and hawsers golden brand Bolseria pa 'la Chati peroxide- " In theory, this" acquisition "of experience / facilities / equipment should be cheaper which the full development of the facilities ( least one year to become operational in terms of efficiency ), el desarrollo y optimización de un modelo y la formación de un equipo. Todo ello podría suponer, casi con toda seguridad, un mínimo de dos años hasta llegar a Le Mans, que no hasta ganar Le Mans.
Ese era el periodo de tiempo que Ford quiso ahorrarle a sus arcas invirtiendo en equipos ya formados..., y qué mejor equipo que el pequeño , por raro que suene, artesano italiano... FERRARI . Sus máquinas eran las mejores, imbatibles en muchísimos aspectos, y su tamaño el perfecto para lo que Ford necesitaba. Es curioso, el otro día leía en an article on paper, with some historical errors ( prefer to base an article on Wikipedia that these original dresses by Mr. w.CopyPaste.es and foreign origin wespeich never mentioned and that copies including photos) as follows: "... the Ford GT 40 was a car created by the defiance of Henry Ford to defeat Ferrari at their own game after refusing" il ( not "the" ) commendatore ( 1 "t" ) "to sell their brand ... ." As I explained, this is not true, although en " tono tifo " sí se pueda decir. Lo cierto y verdad es que fue el propio Ferrari el primero en contactar con Ford ( No Enzo con Henri ) para ofrecerle su marca .
Efectivamente fue Ferrari el primero en acercarse a Ford , no directamente y sí a través del Cónsul alemán en Milán para que éste se pusiese en contacto con Robert G. Layton ( Ford Colonia) ( Así Richard Heseltine en Motorsport 85-11 p 118; Leo Levine en Ford: The dust and the Glory y; John S. Allen y Gordon J. Jones en The Ford that beat Ferrari, artículo y obras también utilizados para la redacción de la presente entrada ). Sin embargo en Ford Colonia no dieron importancia a dicho ofrecimiento ya que so petición expresa al Cónsul alemán el nombre del ofertante debería permanecer en secreto. Tras este paso inadvertido de los italianos los norteamericanos, a través de Phil Paradise , director de negocio de Ford en Turín, comienzan a tentar primero y negociar después con Ferrari; negociaciones que comienzan y terminan en mayo de 1963 ; presentado ya el Mustang I y con el proyecto del que, posteriormente, be called the GT40, which started from March of that year.
That May, in which Ford personnel, accountants, lawyers, "censors", ..., led by Don Frey Ferrari invaded the facilities to assess, inventory and account for what Price had " FERRARI." Taking advantage of the trip, fabulous Ford obtained information used to copy or discard. The offer was for collaboration, a kind of fusion for the production of Ferraris, street-named Ferrari Ford (90% of the company owned by Ford) - and competition-called Ferrari Ford (90% of the company in the hands of Ferrari) -. As agreed in the memo dated May 15.
The price include everything meant Ferrari, facilities, equipment, technology ... and the price requested by Enzo Ferrari, 18 million Americans, the price offered by Henry Ford, 10 million of the same coin. Eight million dollars of difference, which would be reduced, and Enzo Ferrari moved, by the landing of U.S. advisers, to the background. As the hours passed, and days, Enzo Ferrari distanced himself from the decision taken on day 15, an agreement that became aware - as Ford "re-interpreted" each of the sentences of the agreement at its own will, violating the agreement ..., or "re-interpreting " - he would in his own brand, in the background after the director appointed by the blue oval to stop being his" own boss "and under a sea of" suffocating bureaucracy "-defined as the Ferrari Enzo addressed carefully in Don Frey. Fabulous playback removable lid for access to spare wheel and radiators and hot air outlet.
with adhesives that mimic closures to a level higher than the result pad.
negotiations failed on 21 May, Iacocca pronounce the famous axiom " if you can not join them, beat him ." In a week has on his desk a large number of "serious proposals" of the "Prototype Ford ," which did nothing to certify that Ford had continued to work despite the fact the negotiations with the Italian ... In the first week of June Iacocca gives green light immediately sent to England, via Le Mans, Roy Lunn, Ray Geddes and Carroll Shelby to meet, among others, Colin Chapman and Eric Broadley , perhaps the only two men able to design the ideal machine ... plus a budget "unlimited" . Certainly the history of those heady days of spring deserves an article.
Why England and not Detroit? ... why Chapman and / or Broadley? No, it would be very easy to pass on to Michigan and his team and drawing boards. England because, among other reasons, had more experience in the design and manufacture of vehicle chassis Sports Prototype class . Yes, indeed, in the United States Ford had all the experience of racing on the big ovals, but not the engine, which was to dispense enough power to exit from the slow corners of the tracks in Europe, and the chassis were, even - similar. Saving terrible picture of clean plasticurri macro-Chrome ..., which is a mile away.
Besides these technical issues England opted logistical reasons, the assault on the continent will take place from the islands after reshuffle put on "payroll" of Ford's genius as Colin Chapman - who is wanted for his unquestionable success and knowledge and who is rejected by his strong personality - or John Cooper - who is considered highly effective but little revolutionary - was chosen by Eric Broadley - Lola Cars - who would provide the seed that would inspire the ultimate Ford GT 40, the Mark 6 GT Lola (Lola GT) , a machine that, in some ways, it was half Ford SP.
Ford became the first and third Lola GT, painted blue and enslaving them for the "Project Ford GT" , being responsible for test them over and over again the great Bruce McLaren, the layout, Goodwood (So Autosport 1964). Lola said rode a Ford V8 engine with box Type 37 Colotti four relationships and a semi-monocoque chassis.
a new organization was born at Ford Special Vehicles of Activity , the developers of the project. Command, under the watchful eye of Henry Ford II and Lee Iacocca, Roy Lunn, Eric Broadly y. .., the last major signing, John Wyer-Aston Martin-. Began the hard work, and Dearborn became the center of motto of Iacocca and Charles H. Patterson ( Win on Sunday, sell on Monday ) . Soon the best design team would move to England, including Len Bailey, Ron Martin, Chuck Mountain and Lunn himself. Once and England would add the brilliant Phil Remington. Design centers and new facilities such as the Special Vehicle Operations unit based in Slough -near London Heathrow airport.
While Lola GT still rolling, and did so "at home" and "house person" Monza. At the time, the first scale prototype was tested in the wind tunnel Maryland. Although we could not test as well as desired, as there was evidence on inputs and internal air ducts. Recall that the university had a tunnel maximum of 125 miles per hour. The first model - prototype - scale was completed in Dearborn on October 23, 1963, a model that should be sent to producers who would be responsible for its molded fiberglass.
In October 1963 already in their new facilities Slough, early year comes a new company, Ford Advanced Vehicles Ltd. (FAV) with the aim of developing the Ford GT program trying to eliminate the bureaucracy of big Blue Oval ... continue ...
Stewart at the wheel ...
A Ian Mann Racing received - asked not read in that article as - Ford was commissioned to prepare - in principle one, then two - and optimize performance GT 40 ; such and as he was charged with respect to Mk. II to Holman & Moody -of the most loyal to Ford in the ovals, and Carroll Shelby . November '65 was already running ( as I said, I do not leap year and a half in the history ..., only to be a little story entrance, a little car ...). Although we have already spoken of Alan Mann Racing and its relationship with Ford ( click and click ) will have more time and space to do so in depth in future entries.
This is how Alan Mann disembark from their headquarters in Byfleet ( as read in their own GT 40) in the history of WG 40, with the commission in November 1965 convert the chassis GT 40 P/1019 (05/11/1965) and GT 40 P/1023 (26/11/1965) a winner, studying and, if necessary, proceeding to modify as deemed appropriate. There are few things left unchanged, aluminum panels, instead of the fiber-air intakes to cool the rear brakes as the Mk. II, an oil inlet at the back to avoid having to disassemble the entire rear hood ...
The first two machines, the five received the favorite, to be 100% Alan Mann Racing (AMR) were respectively the chassis number AMR / 1 (or AMR GT 1) and AMR / 2 (or AMR AM.GT GT 2 or 40.2). Ours, the protagonist of this entry, is the chassis AMR / 2 FAV delivered by March '66. His first major appointment in the hands of Graham Hill and Jackie Stewart were the 12 Hours of Sebring '66 ; career that rank well despite - third after one of the five GT 40 Mk. II present and after a Ferrari 330P3 - and frankly show rapid -even to leading the race - went down with engine problems. His mate in the race ( AMR / 1 ) was removed by clutch problems.
The original color - slap on Slot.it, who as a cover sheet showing the same color we see in the pictures but tweaked to resemble the real color - was Monaco Red , a much lighter red with gold lines and black interior. Settings "Race Specification lightweight" - aluminum body - 289 in Cobra engine with carburetors Weber, ZF five-speed box, rims and tires Goodyear Helibrand. MRC 741K registered, Mk II type entries Overhead ...
In December of '66 this unit was acquired by London-based Australian Paul Hawkins, who replaced the aluminum and fiberglass for approval in Group 4 ... but not replace the ceiling light alloy, hiding with a thin layer of steel ... to pass the exam. With that little "license" Paul became, do not say thanks to her, in more private pilot and prolific winner at the wheel of a 40 GT, winning races in France, Germany, Austria, Holland and England. Two years of success in his 40 GT would suffer no improvements, and aesthetic changes of some significance. His AMR / 2 was almost certainly the most famous GT 40 time.
In October 1968 Paul leased it to English Jose Maria Juncadella , who would not hesitate to buy as Paul agreed to, and accepted. Already under the colors of the Scuderia Montjuich this marvel of GT 40 would come together great performances before, sold again, this time to JA Pearce ..., Back in 1971 .
Pearce barely used, selling it finally in 1972 to David Farnell (by Willie Green), who modified for road use. But David does not "finally convinced" and sold it to Willie , who would get it sold in July '72 to Bob Roberts ; great collector who entrusted to Mike Barker for piloting in lower test .
After racing vehicle owners and moved to the museum Bob Roberts ( Midland Motor Museum), which would be exposed until 1982 was sold to George Stauffer , who devoted to classic racing. In one of those GT race this marvel of 40 returned to Sebring, but unfortunately not in the hands of Hill and Stewart and Monaco in the original Red and Gold stripes but in Dark Blue and White stripes. In 1985 was sold to Jack Launtz , who I believe keeps it in Kane, Penn .-.
The first memo on its behavior track ... very good, I have not reached the level of the best Slot.it, and the Chaparral in the few laps that I made ... but surely and fast tracks the behavior is quite different. Aesthetically ... I compare - following versions - with GT 40 Fly and Scalextric Model Car (Scalextric) ; no other "aberrations" .
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