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I have a folder with about 1100 racing photos from all over history.
Classic Motorsport Photos
- Thread starter Liquid
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1992 Belgian Grand Prix
Drivers: Mika Häkkinen FIN, Michael Schumacher GER, Jean Alesi FRA
Cars: Lotus 107 (3.5L Ford V8), Benetton B192 (3.5L Ford V8), Ferrari F92A (3.5L Ferrari V12)
Finished: 6th, 1st, DNF (puncture)
The Old Chicane At Monza, 1994
Drivers: Mika Häkkinen FIN, Michael Schumacher GER, Jean Alesi FRA
Cars: Lotus 107 (3.5L Ford V8), Benetton B192 (3.5L Ford V8), Ferrari F92A (3.5L Ferrari V12)
Finished: 6th, 1st, DNF (puncture)
The Old Chicane At Monza, 1994
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- N64TheStig007
Ayrton Senna wins the 1985 Portugese Grand Prix in the Lotus 97T.
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1957 Monaco GP, Wolfgang Von Trips (Ferrari)
London airport 1963. F1 cars ready to be loaded on a cargo plane which will take them to Usa for the Watkins Glen GP.
1965 Monaco GP. Paul Hawkins spins his Lotus and ends up into the sea. The Australian driver was unhurt.
The Spa-Francorchamps paddock, Belgian GP 1968
Ron Dennis oversees the scrutineering of a Brabham for the 1968 US GP at Watkins Glen.
London airport 1963. F1 cars ready to be loaded on a cargo plane which will take them to Usa for the Watkins Glen GP.
1965 Monaco GP. Paul Hawkins spins his Lotus and ends up into the sea. The Australian driver was unhurt.
The Spa-Francorchamps paddock, Belgian GP 1968
Ron Dennis oversees the scrutineering of a Brabham for the 1968 US GP at Watkins Glen.
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- johnwells69
Why 2 cabs on the truck?
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The notion that two engines were better than one: The front cab's engine drove the rear wheels and the rear cab's engine drove the fronts, which apparently gave it a total of 800 horsepower and a top speed of 100 mph. I can only imagine what kind of insane mechanical setup they had to accomplish that. Apparently the rear cab also doubled as sleeping quarters.Why 2 cabs on the truck?
If this is correct, there was also a 1988 version that had a pair of triple-turbo engines putting out 2,400 horsepower and a top speed of 150(!!) mph before it was destroyed in a crash.
Dotini
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The Twin-Mini, the car that nearly killed John Cooper.
Twini-Minis. In 1963, an Austin Mini finished 27th overall in Sicily’s Targa Florio (www.wp.me/p2ETap-13f). Piloted by Sir John Whitmore and Paul Frère, this particular car was a Twini-Mini, with all-wheel drive and engines front and rear.
http://mk1-performance-conversions.co.uk/images_2/Foto8 twini.jpg
Twini-Mini in the Targa Florio. Image from www.theminiforum.co.uk.
http://mk1-performance-conversions.co.uk/images_2/Foto8 twini.jpg
Twini-Minis. In 1963, an Austin Mini finished 27th overall in Sicily’s Targa Florio (www.wp.me/p2ETap-13f). Piloted by Sir John Whitmore and Paul Frère, this particular car was a Twini-Mini, with all-wheel drive and engines front and rear.
http://mk1-performance-conversions.co.uk/images_2/Foto8 twini.jpg
Twini-Mini in the Targa Florio. Image from www.theminiforum.co.uk.
http://mk1-performance-conversions.co.uk/images_2/Foto8 twini.jpg
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Dotini
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Maker: Alfa Romeo Bore X Stroke: 71 X 100 mm
68 x 100 mm
Year: 1935 Capacity: 6,330 cc
5,810 cc
Class: Grand Prix Power: 540 bhp at 5,400 rpm
520 at 5,400 rpm
Wheelbase: 110.25 in Track: 54.5 in
Notes: Dry weight was quoted as 2,205lbs. Front tires 5.5 x 20 and 7.00 x 21 rear. Dunlops were later switched to Englebert tires though there is some dispute regarding this fact.
The car was intended for the fast tracks on the calendar, such as Tripoli and Avus which were actually Formula Libre events not governed by the rules of the 750kg formula. The original intention was for the car to use Dunlop tires which were considered the best for high-speed use but for some reason Dunlop would not guarantee them for road racing and the switch was made to Engleberts.
Two Bimotores were entered for the Tripoli Grand Prix which was run under formula libre rules. The cars were driven by Tazio Nuvolari and Louis Chiron. At the drop of the flag the Mercedes of Rudolf Caracciola leapt into the lead followed by his "teammate" Luigi Fagioli with Nuvolari hanging on to this leading duo. Nuvolari was able to pass Fagioli only to have to pit on the third lap for new rear tires. The next set of tires were able to last four laps. While the Alfa could maintain the leaders pace on the straights it's handling in the corners could not. By race end Nuvolari would claim fourth place followed by Chiron in a race won by Caracciola. One of the cars few "victories" came when Tazio Nuvolari on Dunlops set a new world record for the kilometer at 321km/h on the Florence Autostrada topping 208 mph at one point.
- See more at: http://www.grandprixhistory.org/alfabimotore.htm#sthash.YYMu65yk.dpuf
Dotini
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Paul Russo in the Fageol Twin Coach started on the front row of the 1946 Indy 500.
It used and old Miller front-wheel drive car as a base, but added a 2nd engine at the rear, making an AWD racer all the way back in 1946. The engines were 1.5L Offy engines, and were supercharged.
Here's how it fared:
Although it outweighed the competition, the Twin Coach concept centered around the perfect traction, gained by four-wheel drive and perfect weight distribution. The theory was validated by practice when Paul Russo qualified on the front row of the grid, taking second place with an average of 126.183mph. Russo raved about the car's stability, as did its designer Paul Weirick and Lou Fageol himself, who both did practice laps in the car.
It was less lucky in the race, however, perhaps having taken over some of the Miller luck. Running near the front on lap 16 Russo hit a patch of oil possibly left behind by an Alfa Romeo and slid into the wall. He was carried away with a broken leg, and the Fageol Twin Coach Special wasn't seen again.
It used and old Miller front-wheel drive car as a base, but added a 2nd engine at the rear, making an AWD racer all the way back in 1946. The engines were 1.5L Offy engines, and were supercharged.
Here's how it fared:
Although it outweighed the competition, the Twin Coach concept centered around the perfect traction, gained by four-wheel drive and perfect weight distribution. The theory was validated by practice when Paul Russo qualified on the front row of the grid, taking second place with an average of 126.183mph. Russo raved about the car's stability, as did its designer Paul Weirick and Lou Fageol himself, who both did practice laps in the car.
It was less lucky in the race, however, perhaps having taken over some of the Miller luck. Running near the front on lap 16 Russo hit a patch of oil possibly left behind by an Alfa Romeo and slid into the wall. He was carried away with a broken leg, and the Fageol Twin Coach Special wasn't seen again.
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Dotini
(Banned)
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A guy named Albert Stein picked up a pair of near-stock 2 liter Porsche 901 engines and commissioned Joe Huffaker to build a chassis. Slow Bill Cheesebourg failed to qualify it for the 1966 Indy 500.
http://flatsixes.com/porsche-motorsports/first-porsche-indianapolis/
http://flatsixes.com/porsche-motorsports/first-porsche-indianapolis/
- 22,550
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- HamiltonMP427
1986 Back Row: Fabi, Piercani, Jones, Brundle, Alboreto, Senna, Johansson, de Cesaris, Berger, Rothengatter, Boutsen, Berg, Nannini, Palmer, Tambay
*edit* How young does Alonso look in the 2001 line up?
What about Kimi he's really young looking. I guess Max will look old and worn out by the end of his career if his father is anything to go by. Even Hakkinen from 1991 to 2001 is sad when you see how much different he looks.
Those Lola MasterCard suits probably had more money in them than the actual car for 1997
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That loop looks to be exactly where the impressive Mercedes Benz stand sits on the modern GP circuit. 👍
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Some pictures of the "non-existent rally", 1986 Sanremo Rallye
After the tragic events of Portugal (2 spectators killed, many injured) and Corsica (death of Toivonen and his co-driver Cresto) Fisa banned Group B cars for the upcoming 1987 season. Further development of the 1986 cars was also banned, with Audi and Ford withdrawing from competing with more than half of the season to go, leaving only Lancia and Peugeot to battle for the 2 championships. The first one was decided at the 1000 Lakes rally in Finland, with Peugeot winning the manufacturers championship. At this point, Lancia was probably under serious pressure: the popularity of the sport was at its peak and those successfully involved in Group B saw their brand recognition and road-cars sales increase quite a lot. Not to mention the massive amount of money invested through the years for the development of those state of the art cars soon to be banned. 1985 has been a massive disappointment for Lancia, and in 1986 they already lost the most prestigious of the 2 titles.
The Sanremo rally is Lancia's last chance to keep the drivers' title open with 2 rallies remaining after the Italian one. 2 Finns are the contenders: Lancia's Markku Alen and Peugeot's Juha Kankkunen, leading the standings with a quite good margin. Anyway, Lancia was confident that their Delta S4 was better than the 205 on the Sanremo tarmac and a win there would've meant a lot, especially on home soil.
Malcolm Wilson, MG Metro
The Lancia/Peugeot battle goes on also for the Italian national championship, to be decided between Zanussi (Peugeot 205 T16) and Cerrato (Lancia Delta S4). Both show right from the start that they're a threat for the bigger names for podium positions at the Sanremo.
Despite Lancia's hopes, the 205 seems to be better than the Delta, with 2 Peugeots leading at the end of the 1st leg of the rally. In the 2nd day the competition moves from the Sanremo tarmac to Tuscany's gravel roads.
Juha Kankkunen
Here the first strange thing happens: official timing on a long stage doesn't work and there are discrepancies of entire minutes between the organizers times and the ones of the co-drivers. Everyone gets assigned a sort of a "supposed" time and the rally goes on.
At the end of the 2nd day and with just the last leg (back in the Sanremo tarmac) remaining, a Lancia driver is leading the rally. But it's Biasion and not the title contender Alen which is 4th behind the rival Kankkunen in 2nd and also Cerrato, Lancia's man for the Italian championship, in 3rd. Since Alen's only option is to win the rally to keep the championship open, things are looking bad for Lancia.
During the night before the last leg of the rally, Lancia raises a protest to the organizers regarding Peugeot's side skirts producing ground effect. For Peugeot, those are not side skirts but protections for the chassis, and have been on the 205s for months and always been declared regular in other rallies.
The side-skirts/protections on Kankkunen's 205 at the Sanremo
Despite that, the commissioners of the Sanremo declare those parts illegal and disqualify all the Peugeot 205s from the rally with immediate effect. During the last stages, Lancia gives team orders and Biasion and Cerrato let Alen win the rally. Peugeot's appeal to the Fisa was to be decided after the end of the championship. Meanwhile, Alen scores a 1st and a 2nd place during the remaining rallies (both times in front of Kankkunen) and is crowned world champion.
Markku Alen
Later, the Fisa declares that the Peugeots were legal and since they weren't allowed to complete the rally, they cancelled the whole event. That meant Alen has been world champion for less than 2 weeks, Kankkunen was the 1986 champion instead.
Juha Kankkunen
After the tragic events of Portugal (2 spectators killed, many injured) and Corsica (death of Toivonen and his co-driver Cresto) Fisa banned Group B cars for the upcoming 1987 season. Further development of the 1986 cars was also banned, with Audi and Ford withdrawing from competing with more than half of the season to go, leaving only Lancia and Peugeot to battle for the 2 championships. The first one was decided at the 1000 Lakes rally in Finland, with Peugeot winning the manufacturers championship. At this point, Lancia was probably under serious pressure: the popularity of the sport was at its peak and those successfully involved in Group B saw their brand recognition and road-cars sales increase quite a lot. Not to mention the massive amount of money invested through the years for the development of those state of the art cars soon to be banned. 1985 has been a massive disappointment for Lancia, and in 1986 they already lost the most prestigious of the 2 titles.
The Sanremo rally is Lancia's last chance to keep the drivers' title open with 2 rallies remaining after the Italian one. 2 Finns are the contenders: Lancia's Markku Alen and Peugeot's Juha Kankkunen, leading the standings with a quite good margin. Anyway, Lancia was confident that their Delta S4 was better than the 205 on the Sanremo tarmac and a win there would've meant a lot, especially on home soil.
Malcolm Wilson, MG Metro
The Lancia/Peugeot battle goes on also for the Italian national championship, to be decided between Zanussi (Peugeot 205 T16) and Cerrato (Lancia Delta S4). Both show right from the start that they're a threat for the bigger names for podium positions at the Sanremo.
Despite Lancia's hopes, the 205 seems to be better than the Delta, with 2 Peugeots leading at the end of the 1st leg of the rally. In the 2nd day the competition moves from the Sanremo tarmac to Tuscany's gravel roads.
Juha Kankkunen
Here the first strange thing happens: official timing on a long stage doesn't work and there are discrepancies of entire minutes between the organizers times and the ones of the co-drivers. Everyone gets assigned a sort of a "supposed" time and the rally goes on.
At the end of the 2nd day and with just the last leg (back in the Sanremo tarmac) remaining, a Lancia driver is leading the rally. But it's Biasion and not the title contender Alen which is 4th behind the rival Kankkunen in 2nd and also Cerrato, Lancia's man for the Italian championship, in 3rd. Since Alen's only option is to win the rally to keep the championship open, things are looking bad for Lancia.
During the night before the last leg of the rally, Lancia raises a protest to the organizers regarding Peugeot's side skirts producing ground effect. For Peugeot, those are not side skirts but protections for the chassis, and have been on the 205s for months and always been declared regular in other rallies.
The side-skirts/protections on Kankkunen's 205 at the Sanremo
Despite that, the commissioners of the Sanremo declare those parts illegal and disqualify all the Peugeot 205s from the rally with immediate effect. During the last stages, Lancia gives team orders and Biasion and Cerrato let Alen win the rally. Peugeot's appeal to the Fisa was to be decided after the end of the championship. Meanwhile, Alen scores a 1st and a 2nd place during the remaining rallies (both times in front of Kankkunen) and is crowned world champion.
Markku Alen
Later, the Fisa declares that the Peugeots were legal and since they weren't allowed to complete the rally, they cancelled the whole event. That meant Alen has been world champion for less than 2 weeks, Kankkunen was the 1986 champion instead.
Juha Kankkunen
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The old Nurburgring start/finish loop. Looks to be about 1965.
Far from glamorous parc ferme following the 1995 Le Mans 24hr
Far from glamorous parc ferme following the 1995 Le Mans 24hr
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Richard Petty racing in Trans Am.
And some 917 action.
And some 917 action.
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Ford GT and a Marcos GT in one post! Heaven is earth!
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Man just imagine if you could back up a semi with a large trailer and load up your favorite 95 le mans cars. Some very notable ones in that lot, quite the money pit sitting there. It's such a cool picture because it's very informal but those were some of the most serious race car of the day.
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Construction Of The Nürburgring Special
Source: Pro-Steilstrecke
The Nürburgring was a collection of roads through the Eifel mountain which was built between 1925-1927.
Start/Finish
Looking down the grid towards the final corner on the GP circuit/Nordschleife exit.
Original Turn One Into The Long-Forgotten Südschleife
Steilstrecke
The 1:3 incline which bypasses the Karrusel. Seldom ever used.
Hohe Acht
Bergwerkkurve
The Temporary Living Quarters Of The Rotating Labourers Who Stayed On Site
Source: Pro-Steilstrecke
The Nürburgring was a collection of roads through the Eifel mountain which was built between 1925-1927.
Start/Finish
Looking down the grid towards the final corner on the GP circuit/Nordschleife exit.
Original Turn One Into The Long-Forgotten Südschleife
Steilstrecke
The 1:3 incline which bypasses the Karrusel. Seldom ever used.
Hohe Acht
Bergwerkkurve
The Temporary Living Quarters Of The Rotating Labourers Who Stayed On Site
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- 961
- Aegina
- Willful-Underdog
Mechanics make final adjustments before the start of the Irish Grand Prix in Dublin, 1930.
Juan Manuel Fangio, Maserati 250F, 1957 Monaco Grand Prix
1975 German GP, Nürburgring
Ian Ashley in the #20 Williams-Ford FW03. He qualified 20th, almost 6 seconds slower than his teammate, Jacques Laffite, and 17.3 seconds slower than Lauda's pole time.
He never started the race, as he had an accident at Pflanzgarten and suffered serious ankle injuries.
1954 British GP, Silverstone
The 1954 British Grand Prix at Silverstone saw 7 drivers shared a fastest lap of 1 minute and 50 seconds:
Alberto Ascari
Jean Behra
Juan Manuel Fangio
José Froilán González
Mike Hawthorn
Onofre Marimón
Stirling Moss
The single point was split between them, each scoring 1⁄7 of a point.
Four of them also scored points for their finishing positions, but for three drivers 0.14 points was all they came away with.
Juan Manuel Fangio, Maserati 250F, 1957 Monaco Grand Prix
1975 German GP, Nürburgring
Ian Ashley in the #20 Williams-Ford FW03. He qualified 20th, almost 6 seconds slower than his teammate, Jacques Laffite, and 17.3 seconds slower than Lauda's pole time.
He never started the race, as he had an accident at Pflanzgarten and suffered serious ankle injuries.
1954 British GP, Silverstone
The 1954 British Grand Prix at Silverstone saw 7 drivers shared a fastest lap of 1 minute and 50 seconds:
Alberto Ascari
Jean Behra
Juan Manuel Fangio
José Froilán González
Mike Hawthorn
Onofre Marimón
Stirling Moss
The single point was split between them, each scoring 1⁄7 of a point.
Four of them also scored points for their finishing positions, but for three drivers 0.14 points was all they came away with.
