Friday, 7 April 2017

Lotus Ford Cosworth 49

As Formula 1 engine capacity rules changed from 1.5 liters to 3 liters (or 1.5 liters compressed) for the 1966-1986 seasons, a few manufacturers were left scrambling for suitable power plants.

For 1966, Lotus raced their 33 with both a Climax V8 and BRM V8 and H16 engines, with poor results. They also raced their model 43 BRM to one win.

In the background, Lotus Team owner Colin Chapman was busy convincing the Ford Motor Company to finance the design and build of a new 3 liter V8. Cosworth Engineering Ltd, a successful racing engineering company created by Mike Costin and Frank Duckworth, was commissioned to undertake the new design.

The Ford Cosworth married to the Lotus 49 chassis

As in their model 43, Lotus wanted to design the chassis with the engine as a load-bearing structure carrying the rear suspension. Colin Chapman and fellow designer Maurice Phillipe worked very closely in parallel with Cosworth to assure the success of this approach.

Colin Chapman waits as the mechanics prep the new Lotus 49 for it's first race.

The new Ford Cosworth DFV V8 was introduced in late April 1967, and the Lotus/Cosworth engineering worked hard to have the engine/chassis package ready for it race introduction at the Dutch Grand Prix held at Zandvoort on June 4.

Jim Clark on his way to winning the 1967 Dutch Grand Prix in the new Lotus 49.

Lotus driver Graham Hill easily won pole position, with fellow driver Jim Clark started in 8th place on the grid. As the race started, Hill quickly pulled away from the pack, holding the lead till his engine gave up. In the meantime, Clark moved up through the cars to take on the lead and win the race! An astonishing debut for a new car!

Unfortunately, the engine and chassis were not without their little gremlins, which allowed Denny Hulme racing the Brabham Repco to take the Championship.

For the 1968 season, the de-bugged package did it’s magic, with Graham Hill rallying the team after Jim Clack’s death in an F2 race and taking the Championship for Lotus in the 49B.

Graham Hill on his way to winning the 1968 Grand Prix de Monaco in the 49B.

Interestingly for 1968, Lotus’ Team no longer carried British racing green, but instead the sponsorship colours of Gold Leaf cigarettes, a step that would change the face of Formula 1 sponsorship, and the car’s colours …

Monday, 13 February 2017

1962 Targa Florio

The 1962 Targa Florio, the 46th edition of the famous sports/GT race, ran on 72 kms of perilous public roads through Sicily on May 6.

In the preceding years, it seemed to be a battle between the Porsches and the Ferraris.

For 1962, Scuderia Ferrari raced their Dino 246 SP (No.152), driven by Willy Mairesse, Olivier Gendebien and Ricardo Rodriguez, and their Dino 196 SP (No.120), raced Giancarlo Baghetti and Lorenzo Bandini.

Ricardo Rodriguez confidently racing the Ferrari Dino 246 SP
Pen & ink and markers on 12"x 9" watercolour paper
© Paul Chenard 2016

Ferrari No.152 finished the 10 laps in first place, taking it in 7hrs2mins56secs, followed by No.120 12 minutes later in second place.

Scuderia Ferrari would have to wait till 1965 to get those winner’s laurels back.

Thursday, 12 January 2017

Sunoco Porsche 917-30

Can-Am racing was basically McLaren’s game in the late sixties/early nineteen-seventies.

In Europe, Porsche’s successful 917 was regulated out of competition for 1972, so their attention turned to the highly popular and lucrative Can-Am series as a way of repurposing the 917 in the North American market.

For 1972, the 917-10 was developed, featuring a completely new Spyder body. Roger Penske’s Team Penske ran the team with primary driver Mark Donohue.

Early in the season, Donohue was side-lined for most the season in a testing accident, so George Follmer was recruited to take his place. Follmer dominated the season by taking five wins out of nine races.

For 1973, Team Penske was given carte-blanche by Porsche to modify and improve the 917-10. Penske and Donohue revised the aerodynamics, lengthened the wheelbase and tweaked the engine, bringing the power up to a monstrous 1580 horsepower!

Mark Donohue racing the 917-30 at Watkins Glen
Acrylic on 100cm X 50cm (39.4"x 19.7") canvas 
© Paul Chenard 2016

Original art available, as are limited editions.

The new car was designated the 917-30, and was presented in lovely Sunoco yellow and blue sponsorship colours.

Marc Donohue won six out of the season’s eight races in the new racer and took the 1973 Can-Am Championship for Team Penske.

New rules for the 1974 season basically outlawed the 917-30, but it still stirs the blood of those lucky enough to see it in action at the vintage racing meets.

Thursday, 10 November 2016

Jay Ouellette and his Red Screamer

I was at the Omni Mount Washington Resort in September, invited by the Classic Car Club of America to be their guest artist on their annual CARavan event, this year hosted by the New England chapter.

I was prepping to sketch a 1937 Packard when I heard a roar and saw a flash of red coming up the main resort road.

I got up from my seat in time to see this huge long hot rod come into the parking lot and pull to a stop.

Of course, I had to get a better look at the motorized beast, and meet the driver stepping out of the cab.

Jay Ouellette introduced himself, and told me the story of “Red Screamer”, the hot rod he designed and built with his team over 1100 hours in a period of 2.5 years.

Jay is the proud owner of Bumper to Bumper Auto Repair in Twin Mountains NH and has been building hot rods for many years. It started in his youth, stimulated by what he saw and read in Hot Rod magazine.

He wanted to make a statement, and build something that no one else had built.

He started with a low-mileage decommissioned 1979 Maxim 100’ ladder truck, using the fire truck’s 8V92 Detroit Diesel engine, the 4 speed Allison automatic transmission and the front and rear axles, and attached them to a custom-built frame. Jay added a factory turbo-charger to get a good 424 hp out of the engine.

Jay did the plumbing and electrics for the beast, keeping the original airbrake and power-steering systems, along with the gauges and switches.

A special tribute to Von Dutch is painted on the differential case.

The cab is from a ‘46 Ford pickup truck, and the rear fenders are polished sheet aluminum.

By any measure, it is an impressive piece of bold rolling art that just screams, “I’m here!”
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Monday, 31 October 2016

2016 CCCA CARavan New England Tour

Over a year ago, I was asked by Jeff DeMarey, organizer for the 2016 Classic Car Club of America’s CARavan New England Tour, to be their guest artist for the tour, held through mid-September of this year.

I had met Jeff at a few events in the US and Jeff was aware of my art and had seen me sketching live. Of course, I was hugely honoured to be have been asked so I accepted.

The annual CARavan tour takes place in a different area of North America each year, and for this year, the New England Region was hosting.

We gathered at the stunning Omni Mount Washington Resort in New Hampshire, and with a record number of 109 spectacular pre-war and early post-war luxury cars assembled, it looked somewhat like a “Great Gatsby” movie set … very surreal!

The list of makes attending the event was impressive ...
Lincoln, Chrysler, Duesenberg, Buick, Cadillac, Auburn, Pierce-Arrow, Cord, Packard, Bentley, Rolls-Royce, with even a Bugatti and an AC!

I met some really wonderful people from all over North America, and it’s very clear that everyone was enjoying the tour.

Me in a stunning 1937 Cord 812 Beverly “Coffin nose”. 

We motored around the region for a few days, and then the tour moved to Maine, where the tour included a visit to the Seal Cove Auto Museum, the Owl’s Head Transportation Museum, and a lovely lunch at the coastal summer residence of Bill Ruger.

I was commissioned to do 5 sketches, but with the cars constantly touring about, I only got a sketch and a half done live on-the-spot, finishing the rest on my return to Halifax.

It was really exciting to be part of such a well-run, world-class event. I look forward to many more like it!