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1970 Sebring 12-Hour Grand Prix

Part one of the legendary 1970 12-Hours of Sebring. Some judge this race as the greatest Sebring of all time. The driver line-up alone was larger-than-life, featuring Mario Andretti, Peter Revson, Dan Gurney, Jacky Ickx, Brian Redman, Pedro Rodriguez, Jo Siffert among many others. Then you have actor and racer Steve McQueen and what will be the closest finish in Sebring history up to that time. Lots of action, spins, flips and great racing.


 


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1970 Sebring 12-Hour Grand Prix - Part 2 - Funny Ferrari Pit Stop
In part 2 Andretti comes in for the first pit stop and driver change. Watch it carefully and you can't help but smile at their confusion and bumbling. It is typical Italian and I have seen it at Daytona as well. Brian Redman brings in his Porsche 917 with an electrical problem. Watch for the Mike Parkes Ferrari 312P coupe as it does a 360 spin on the course and then recovers. This clip ends with a view of some Corvettes and the Rodriguez 917 limping into the pits with a blown tire.





1965 Sebring 12-Hour Grand Prix - "The 12 Hour Grind" - Part 4 of 5
This is the fourth of five parts of "The 12 Hour Grind" which deals with the legendary 1965 Sebring 12 Hour Grand Prix. This is the race where Jim Hall and his Chaparral went on to victory despite the notoriously rough Sebring course and the deluge of five inches of rain that struck half way through the race. For the first time in many years American drivers driving an American car had won the race.





Porsche 917 and 908
Driving Porsche 917 and 908





Sebring 1967 12-Hour Race Ford MkIV GT Porsche Ferrari Chaparal 2D 2F LOLA T70 SHELBY M.G. VOLVO
Just discovered this in some old family film transfers. Shot by my Dad, my brothers and I that day at the race. Bruce McLaren and Mario Andretti had a 12 lap lead when the checkers waved that night. The radical design of the Chaparal was way ahead of its time. 58 cars started the race that featured 6 Ford GT's, led by the 7 Liter engine equipped factory prototype. The yellow No. 1 MkIV was the car to beat and the class of the field and that car went on to finish 4th at Le Mans later that year . 2.0 Liter Factory Porsche 910 was one of their most distinctive cars and they prided themselves by doing more with less.





Imola Part 4.
Filmato da Roy Pagliacci e Stefano Bassani. Dedicato alla memoria di Rosanna.





12 Hs of Sebring - 1970 - Highlights
McQueen I loved the 512. It was a typical Ferrari sports racer--pretty, fast, and powerful. Daytona qualifying proved quite a duel between Hans Herrmann, in a Porsche 917 on Goodyears, and myself, in the Ferrari on Firestones. It was a good battle between two big sports-car makers and the two big tire companies, meaningful stuff at that time. I put the car on pole--but only because it was raining. Revson Herrmann was quick, especially in the wet. During qualifying, he'd do some laps and set a fast pace. Then I'd go out, and I was faster. Then he'd come out again and go faster yet. It was just pouring rain, and I was really testing the banking. At Daytona, even if you slow down in the wet, you're still in the 180-mph range. I just kept moving up the banking, higher and higher. Then, finally, I went out and just held it there--flat out--maybe two feet away from the wall. In those days, there was no chicane; we just went flat down the long straightaway. By then, I was four seconds a lap quicker than he was. He never came out again, and I wound up on pole. Speedwise, in the race, we were outclassed. We had no chance of winning. Besides being slower than the Porsches, our car had suspension problems. So, the Daytona 24-Hour was not an auspicious beginning to our season, and from it, Ferrari knew that the Porsche 917 was going to be a formidable adversary that year, to say the least. On to Sebring. For the 12-Hour, the team decided to run a lighter version of the 512S, an open-roofed car or "spyder." Aerodynamics weren't as important at Sebring, as the straights aren't as long as at Daytona or Le Mans. Ferrari entered two spyders and a coupe. The spyder benefited from being lighter, and I could feel the difference. But it wasn't as easy to drive because the chassis flexed. Quite a bit. In some areas, like Turn 1, which is really fast, the car just wasn't good. It didn't handle as well as the coupe, but due to the better acceleration, it was faster--just more nervous. Andretti Testing went well. We were quick from the beginning, and we were ready. I was again teamed with Arturo Merzario and put the car on pole. The green flag dropped, and we just kinda took off. In this race, the 917s weren't a factor like they were at Daytona; our Ferraris were running 1-2-3 at the halfway point. Then, the Ferrari spyder driven by Jacky Ickx and Peter Schetty went out with failed differential bearings. The Porsches were having mechanical problems, too. But we were cruising along, maintaining a huge lead. Things were uneventful up until less than two hours before the end. Then it happened: Merzario was driving, and before we knew it, our car packed up with the same problem as the other spyder. We were out. I was getting ready to say my goodbyes. I had my plane there, and I was running a sprint-car race in Reading, Pennsylvania, the next day. So I figured I might as well head out early, maybe get some extra sleep. Ferrari team manager Mauro Forghieri said, "Wait, don't go. Don't go. I might want you to get into the other car"--the slower coupe, driven by Nino Vaccarella and Ignazio Guinti, which was now the only Ferrari team car still running. When our two spyders dropped out, the Rodriquez/Siffert/Kinnunen 917 (#15, above left) took over the lead, the Peter Revson/Steve McQueen Porsche 908 moved into second, and the remaining Ferrari moved up to third. To be honest, I wasn't all that keen about the swap for several reasons, but mostly because the seat wouldn't fit--I was a lot shorter than those guys! With the number 21 Ferrari running third, and so few laps remaining, I didn't see much of a chance of winning against the 917. All of a sudden, that car pitted with wheel-bearing problems, and we knew that was going to be a long stop. The 908, with Revson aboard, took over the lead, and the Ferrari moved up to second. There were about 90 minutes left. Poor Peter Revson. He was just spent--I think he drove like eight of the 12 hours--but was finally running first. The PA announcer screamed, "Steve McQueen is in the lead!" over and over. Well, Steve McQueen was sitting on the pit wall. They never, ever mentioned Revson. That caught my attention. And pissed me off.





How To Drive a Fast Lap of Sebring - /SHAKEDOWN
Leo Parente, host of ShakeDown, shares track notes of how to drive the Sebring 12hr race course. With the help of racers he has known, an interview with 2012 winner - Allan McNish, and an in-car lap that Madison Snow drove in his Platinum Class Porsche IMSA GT3 Cup Challenge by Yokohama racecar, ShakeDown breaks down the 3.7 mile track, corner by corner. If you like, we can do more tracks as part of the ShakeDown University racer skills training series. Links- Porsche IMSA GT3 Cup Challenge by Yokohama on/DRIVE http://www.youtube.com/watch?v=DqBGlxYBZXI Audi Sport's Ulrich Baretzky Interview - DRIVE UNCUT http://www.youtube.com/watch?v=1TAhWdVU3M4 ShakeDown University courses - SDU / The '4 Fasts' - http://tinyurl.com/sd120310 SDU / Driving Skills - http://tinyurl.com/sd121010 SDU / Passing Skills - http://tinyurl.com/sd21111 SDU / The Racing Line - http://tinyurl.com/sd4811 SDU / Car Setup - http://tinyurl.com/sd81911 SDU / Sponsorships - http://tinyurl.com/sd12012 Starting w/ Karting - http://tinyurl.com/kartskills Seb Vettel Advice - http://tinyurl.com/sd61011 Allan McNish Advice - http://tinyurl.com/sd100711 Allan McNish Advice2 - http://tinyurl.com/sd31612 SIMRACEWAY blog - http://blog.simraceway.com/





Porsche 908 at Nurburgring 1971
The Gulf Porsche 908/3 Flunder was raced to victory in the Nurburgring 1000 km of 1971 by Derek Bell - Jo Siffert. The Porsche 908 was a racing car from Porsche, introduced in 1968 to continue the Porsche 906/Porsche 910/Porsche 907 series of models designed under Ferdinand Piech. As the FIA had announced rule changes for Group 6 Prototype-Sports Cars limiting engine displacement to 3000 cc, as in Formula One, Porsche designed the 908 as the first Porsche sports car to have an engine with the maximum size allowed. The previous Porsche 907 only had a 2200 cc flat-8 engine with 270 hp. The new 3-litre Flat-8 engine produced initially 257 kW (350 hp) at 8400 rpm, as well as some teething problems. Also, being traditionally air-cooled and with only 2 valves per cylinder, it was still down on power compared to more modern F1 designs which delivered over 400 hp (300 kW), but were not suited to endurance racing. The 908 originally was a closed coupe to provide low drag at fast tracks, but from 1969 on was mainly raced as the 908/2, a lighter open spyder. A more compact 908/3 was introduced in 1970 to complement the heavy Porsche 917 on twisty tracks that favored nimble cars, like Targa Florio and Nürburgring. Sold off to privateers for 1972, various 908s were entered until the early 1980s, often retro-fitted with Porsche 934-based 2.1-litre turbocharged flat 6 engines. Despite the more powerful 917 improving towards the end of 1969, the career of the 908 would continue. On rather twisty and slow tracks like Nürburgring and Targa Florio, the 917 was not suited well even after being modified to the "917K". So rather than trying to make "one size fit all", Porsche built dedicated cars for each type of racing track. Based upon the lightweight and short Porsche 909 which was used in hillclimbing, the new open cockpit version, the 908/3, was even shorter than the 908/2. This version was successful in the 1970 Nurburgring 1000 km and the Targa Florio, where typical speeds were only about half of the 240 mph (390 km/h) which the 917LH long tails could achieve at Le Mans. The 908/02 in which Steve McQueen finished second at the 1970 12 Hours of Sebring was also used as a camera car for the Le Mans (film) in the race itself. Steve McQueen originally intended to drive a Porsche 917 in the race, though this was vetoed by the studio funding the film. In 1971, vertical fins were added to the rear of the 908s which were outpaced at the Targa by two Alfa Romeo Tipo 33s. All entered 908s crashed, but Vic Elford had managed to set fastest lap. The next race at the Nurburgring saw a 1-2-3 finish for the 908 in front of two Alfas Romeos, but with Alfa scoring wins at Brands Hatch and Watkins Glen, it was proven that these prototypes could even beat the 917s. With the combination of the powerful 917 and the lightweight 908, Porsche dominated the International Championship for Makes each year from 1969 through to 1971. Source: Wikipedia http://en.wikipedia.org/wiki/Porsche_908





12 Hours of Sebring Highlights - 2014 TUDOR Championship
United SportsCar Championship: Check out all the highlights from the 2014 edition of 12 Hours of Sebring.





1965 Sebring 12 Hour Grand Prix of Endurance - "The 12 Hour Grind" - Part 2 of 5
This is the second part of "The 12 Hour Grind" which deals with the legendary 1965 Sebring 12 Hour Grand Prix. This is the race where Jim Hall and his Chaparral went on to victory despite the notoriously rough Sebring course and the deluge of five inches of rain that struck half way through the race. For the first time in many years American drivers driving an American car had won the race. The race video will be shown in five parts.





Porsche 908/2 ex Steve McQueen
Facebook: https://www.facebook.com/pages/Babylon-Car-Video/630677903639291 Google+: https://plus.google.com/u/0/b/102896050223121159776/102896050223121159776/p osts Flickr: https://www.flickr.com/photos/100537953@N03/ Porsche 908/2 1969 ex Steve McQueen





2007 12 Hours of Sebring
A great race and a fantastic finish with Porsche and Ferrari battling it out in the last lap.





1965 12 Hours of Sebring - "The 12 Hour Grind" - Part 5 of 5
This is the last part of a five part series on the legendary 1965 12-Hours of Sebring Grand Prix of Endurance. This is the race where Jim Hall and his Chaparral went on to victory despite the notoriously rough Sebring course and the deluge of five inches of rain that struck half way through the race. For the first time in many years American drivers driving an American car had won the race. Make sure to view the other four parts as well as this one for some great vintage racing from The Golden Age of Sportscar Racing.





2014 United SportsCar Championship 12 Hours of Sebring Ben Keating SRT Viper GT3-R Huge Fire
Massive fire in the early hour of the race as Ben Keating's SRT Viper GT3-R stops with issues on track. He is okay, the car...not so much Check out the new website http://tbk-light.com/ Make sure to join our forum at http://tbk-light.com/phpBB3





Great Sound Stingray Corvette - LOLA T70 - BMW M1 - CER Classic Endurance Racing Nürburgring
Check my channel for Car Sounds as MP3. The nice classic Race at the "Ring" 2007 - Enjoy best V8 Enginesounds and hard 4 Cyl. Exhaustsounds - Top Classic Rennen im Rahmen der LMS am Nürburgring - Die Legenden in Bild und vor allem auch in Ton - Porsche 935 - Dodge Charger - Chevrolet Corvette - Osella PA 6 - Lola T70 - Chevron B19 - Porsche 906 - Porsche 911 RSR - Porsche 908 - Ford GT40 Porsche Carrera - Martini Porsche - Renault Alpine Le Mans




Which car is faster? Which Car is Faster?





Similar 1/4 mile timeslips to browse:

2007 Chrysler Sebring Limited: 15.310 @ 92.020
NA,


1995 Chrysler Sebring LX: 15.480 @ 89.430
Bob, Engine: 2.0 liter, Supercharger: na Turbos: na Tires: kumho supra ecsta 711


2004 Chrysler Sebring : 15.835 @ 87.860
KEVIN, Engine: 2.4L,


2004 Chrysler Sebring Convertible Touring: 16.700 @ 83.300
NA,


1997 Chrysler Sebring JX: 16.800 @ 83.000
Joe, Engine: 3.0,


2001 Chrysler Sebring Convertible LXi: 16.830 @ 82.890
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2007 Chrysler Sebring Touring: 17.310 @ 82.010
NA,


2008 Chrysler Sebring Touring Convertible: 17.310 @ 82.030
NA,


 


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