new Chapparal book

[gulf908]

all

has anyone read the new Chapparal book ?
I am about to buy the signed version from EVRO publishing in the UK


TIA
Dennis

[71six]

Dennis I have purchased the book but not actually read it yet. It seems quite informative and thorough in details from my perspective though. I ordered and received mine here:
https://petroleummuseum.org/

Mark

[runsub5]

Nurburgring 1967 1000 Km. Chaparral 2F lasted 10 laps before retiring with gear box failure. That Chevy engine sure did roar.

[one-two]

A slight digression. Mike Spence had a 1967 911S - it parked was at Brands Hatch when he won the BOAC 500. Any info on, or pics of, the car gratefully received! Best, Robert

[runsub5]

A slight digression. Mike Spence had a 1967 911S - it parked was at Brands Hatch when he won the BOAC 500. Any info on, or pics of, the car gratefully received! Best, Robert

I didn't make it to the BOAC 500 so I obviously don't have any pictures. It was the first win of the year for the Chaparral 2F driven by Spence and Hill. According to Denis Jenkinson in an article he wrote at the time, Jim Hall was not present to witness it, but Hal Sharp was. Is this UK motoring journalist Jenkinson to the right of Hall?

[911MRP]

IMG_7810.jpg

Jenks photo for comparison.
Lack of beard and Jenks was tiny stature so don’t think it’s him. The photo is 1967 so long before the bet about shaving his trademark beard which wasn’t triggered until Rindt’s first F1 win in 1969. His beard-shavings and Jenk’s letter to Rindt were put on display at Brands Hatch.

Rindt wrote this open letter about aerofoils in F1
“This is an open letter to all people who are, interested in Formula 1.racing. I want to demonstrate a few points about the aerofoils which at the moment are used on most of the Fl cars, in order to convince the so-called experts that they should be banned.

Basically I have two reasons why I am against them:
1. Wings have nothing to do with a motor car. They are Completely out of place and will never be used on a road-going production car. Please note, I mean wings and not spoilers which are incorporated into the bodywork. You can say they bring colour to racing, and I cannot argue against that; but after all Fl racing is meant to be a serious business and not a hot rod show.
2. Wings are dangerous, first to the driver, secondly to the spectators.

When wings were first introduced to Fl racing at Spa last year they were tiny spoilers at the front and back of the Ferraris and Brabhams. They had very little effect except at high speed when they were working as a sort of stabiliser. This was a very good effect and nobody thought any more about it until Lotus arrived for the French GP at Rouen a month later with the first proper wing. Suddenly everybody got the message about what could be done with the help of the air; but unfortunately nobody directly concerned gave much thought to what could happen if the wings went wrong, and what effect they would have on racing.

First of all, it is very difficult to design a wing which is going to stand up to all the stresses, because who knows how big the forces are. If. you make the wing stronger, it is going to be heavier and therefore produce bigger forces on the construction; you make it lighter and it all goes the opposite way. This is not my wisdom, it all comes from one of the most successful racing car designers. Nevertheless I am sure that after some tiine-and a few more accidents because of wing failure -this problem could be solved.

Now some personal experience gained by racing with the wing:
The wing obviously works via the airflow over it, and this situation changes rapidly if you happen to follow another competitor; he has the full use of the wing and you yourself have to out up with the turbulence created by his car. This could mean that the man in front is actually going slower than you, but you cannot pass him because ' after getting near to him, your wings stop working and you cannot go so quickly. This fact spoils racing to quite a large extent. On the other hand the turbulence can be so great that your car starts behaving very strangely and completely unpredictably.

This, I think, explains Oliver's accident at Rouen last year, and I personally have been in similar trouble very often, but luckily I have always managed so far. You will understand that these two facts stop close racing, which is one of the most exciting things to watch. Therefore it is in the interest of the spectators and the drivers to ban wings.

Let us have a look at the wing if something goes wrong with it. And they do go wrong quite often, but so far nobody has been severely hurt. My accident in the Spanish GP has been the biggest one so far and, through a lot of luck and the safety precautions taken by the Spanish organisers, nothing serious happened. Naturally I will always be grateful to the Automobile Club of Barcelona for lining the circuit with double guardrails and for providing such efficient marshals.

To explain the reason for my accident, I was happily driving round the fastest bend on the track when my wing broke and changed its downthrust into reverse. The back end of my car started flying, and I nearly flew over the double guardrail on the left side of the track. Fortunately I was flying about 10 inches too low and got bounced back into the road. I have got a picture to prove it . Can you imagine what would have happened if the car had flown into the crowd? By next year we will probably have wings big enough to do so, and all the owners of the circuits will have to think about new crowd protection. You can also get lift instead of down-pressure if you spin the car at high enough speed and start going backwards.

Altogether I have come to the conclusion that wings are very dangerous, and should therefore be banned.

Begnins, SWITZERLAND. JOCHEN RINDT.”

The wing was tried on Porsche in 1956 long before the Chaparral was seen using it but
the scrutinisers required its removal before race:

IMG_7813.jpeg
IMG_7814.jpeg

The British sole concessionaire for Porsche entrusted the first rhd 73 RS it had received in January 1973 to Jenks ( a long term Porsche owner and member of Porsche Club GB and attended the monthly club meetings in SWLondon ) for the first drive which included running it in, vin 0065 built in calendar 1972 I seem to recall
IMG_7808.jpg

Aero is now fundamental to motorsport and automotive. I wonder what Rindt would have made of the fact that by the nineteen-nineties a Formula One team I worked with had at one point two wind tunnels plus significant CFD capability at its factory campus all fully devoted full-time to their F1 race car aerodynamic improvement efforts? Incidentally same team that Porsche motorsport turned to for its LMP car aerodynamic work when it secoddd to get series about racing again.

“Another early customer was Porsche. WAE [ Williams Advanced Engineering] did the by-wire braking system for the 919 racer, plus quite a lot of the car’s aerodynamic proving, because Grove’s wind tunnel was one of the few in Europe sufficiently advanced for the job, and new limits on F1 aero testing (previously conducted 24/7) meant the group suddenly had tunnel hours that could be sold.” Source: Autocar

He didn’t live to see how things developed but Rindt was clearly wrong in his prediction at point 1 (my underlining). The 73 RS of famously less than a handful of years later had the aerodynamic appendage aka the burzel on its rear lid — the first road going 911 to have it. One of the first of any marque. Soon an ever larger rear wing was to become as much of a 911 feature as Jenk’s (usually much more scruffy) trademark beard.

Steve

[StephenAcworth]

Steve

The Porsche 550 wing was developed privately by Swiss engineer and driver Michael May.

In testing for its first race, the 1956 1000 kms of Nürburgring the car was significantly quicker (about 4 seconds) per lap than the factory entries and so Porsche racing manager, von Hanstein asked the organizers to ban the car on safety grounds.

The organizers complied, May's car was disqualified, and wings disappeared from racing for nearly a decade.

May then went on to work for Bosch developing a fuel injection system for Porsche.

[/QUOTE]

The wing was tried on Porsche in 1956 long before the Chaparral was seen using it but the scrutinisers required its removal before race:

IMG_7813.jpeg
IMG_7814.jpeg

[/QUOTE]

[911MRP]

I’d imagine he did a lot worse things in his life than leaning on the folks at that race.

[StephenAcworth]

Don't you just know it!!!

I’d imagine he did a lot worse things in his life than leaning on the folks at that race.

[runsub5]

IMG_7810.jpg

Jenks photo for comparison.
Lack of beard and Jenks was tiny stature so don’t think it’s him. The photo is 1967 so long before the bet about shaving his trademark beard which wasn’t triggered until Rindt’s first F1 win in 1969. His beard-shavings and Jenk’s letter to Rindt were put on display at Brands Hatch.


Steve

Steve-
It's not Jenkinson standing to the right of Jim Hall. I think it's Henry Manney lll, European race correspondent for Road & Track magazine in the 60's and 70's. He had a great sense of humor.