In 1960 GM was not officially affiliated with any of the teams, but for the first time Corvette was on the grid and GM commissioned a short documentary to be filmed. The #3 Corvette persevered and took 1st in class.
Le Mans - 1972 - Start
The Matra of Jean-Pierre Beltoise and Chris Amon took the lead at start,
but broke its V12 at the beginning the third lap. This caused enough
consternation among the other Matra drivers to allow the Lolas of Bonnier
and Hugues de Fierlant to take the lead. Bonnier was slowed down by a
deflated tire and after the first pit stops the two remaining Matra 670s
were leading the race again with François Cevert/Howden Ganley on front.
Even if the reliability of the Ford-Cosworth DFV that powered the Lolas was
questionable on a 24-hour race, there was some hope for a general failure
of the Matras, and Jo Bonnier decided to keep some pressure on. The Lolas
were running fast, with Bonnier establishing a new lap record early in the
evening. The other Lola broke its gearbox.
Graham Hill took the lead with his Matra around midnight.
At dawn the Matra 670 swapped their position again. Bonnier's Lola T280 was
still there with a surprisingly healthy DFV V8. During the night some race
incidents caused unexpected pit stops and the car was only eighth but the
F1-inspired Lola was running really fast the early morning. Just before
8:30 a.m., Bonnier's Lola came upon the Ferrari GTB4 of Florian Vetsch
before Indianapolis curve. The witnesses are not entirely sure what Bonnier
hit first, the Ferrari or the barrier, but the Lola went over the barrier
and into the trees killing Bonnier.
This tragedy left the Matras without any serious opposition. Despite an
unscheduled pit stop, the car of Ganley and Cevert was still leading when
Ganley got hit in the tail by a Chevrolet Corvette. This gave the lead to
Henri Pescarolo and Graham Hill. The David Hobbs/Jean-Pierre Jabouille
Matra 660 was stopped with transmission problems.
The Matra 670 "Short Tail" piloted by Pescarolo and Hill took first place,
and the 670 "Long Tail" driven by Cevert and Ganley finished second. This
was the first victory of a French car since 1950, and made Graham Hill the
first, and so far only, driver to win the Triple Crown of the Indianapolis
500, the 24 Hours of Le Mans and the Formula One World Championship.
With such notable results at the top, the third position of the Porsche
908L driven by Reinhold Joest, Michel Weber and Mario Casoni that was
mainly the result of careful preparation by Joest and his team was largely
unnoticed, yet remarkable.
Ford GT40 - 1968 24 Hours of Le Mans
Wonderful period video from brake pad manufacturer Ferodo on the 1968 Le
Mans race from the standpoint of John Wyer's Gulf Oil Ford GT40 team, who
won the race. The first 4 minutes shows a high speed in-car lap around Le
Mans narrated by Stirling Moss. Wonderful video with footage of Alfa Romeo
33s, Porsche 908s, Matras, etc....
1970 - A Year To Remember - John Wyer's Gulf Porsche 917 team
A wonderful period film detailing the 1970 World Sportscar Championship as
remembered by John Wyer with appearances by Pedro Rodriguez, Jo Siffert,
Leo Kinnunen, Brian Redman and many others. Porsche 917, Ferarri 512,
Porsche 908 Mk3 Spyder and footage of Daytona, Le Mans, Spa-Francorchamps,
Sebring, Targa Florio and many others...
ZR1 Vette vs Jet! - Chevrolet Corvette ZR1 Races A U.S. Navy Fighter Jet
MT Editor at Large Arthur St. Antoine pits Chevy's awesome "Blue Devil" --
the Corvette ZR1 -- against its toughest adversary yet: a Blue Angels
F/A-18 Hornet fighter jet.
Shot By: Jim Gleason & Terren Lin
Edited By: Jim Gleason
Read the story here:
1960 Corvette Covertible Test Drive
Test drive of a nice 1960 Corvette Convertible.
Black exterior with Silver coves, Black interior, White convertible top.
230hp 283ci engine, 4 speed manual transmission. This is a reasonably
priced, head-turning car that will gather a crowd anywhere it goes for
years to come! This 1960 Corvette appears to be either a very original car,
or an older restoration. Paint is still very nice with a good shine,
showing few blemishes, but still showing a few signs of age. Chrome looks
to be all original and shows some patina; convertible top is a few years
old, but still in very good condition with a clear window. Exterior chrome
door handles look to be original as well. Door weatherstripping is a few
years old, but still very soft with no cracking. This 1960 Corvette
features a set of original hubcaps that are in very nice condition with no
dings and a good shine. Tires are Dunlop Gold wide whitewalls with tread
showing, however we recommend replacing these tires immediately as they
have dry-rotted sidewalls, and are therefore not safe to drive on. One
single T3 headlamp remains; the others are halogen units. Taillights are in
good condition with no cracks or breaks. The interior of this car is very
much if not ALL original, including the seat covers, gauges, steering
wheel, door panels, and carpet. All of these components show some wear from
age, but nonetheless there are no tears in the seat covers, dash, or door
panels. A vintage White-Westinghouse cassette deck has been installed in
the factory location with no cuts, and a Hurst shifter has been installed
as well. Engine casting number shows 1102043; casting date corresponds to
July 5, 1959. We believe this to be a Numbers Matching car, although being
a 1960 model, this car was built before VIN numbers were cast in the engine
block, and therefore we cannot say for certain. This 1960 Corvette features
its CORRECT original generator!! An Edelbrock carburetor has been added; Exhaust and intake manifold casting
numbers are illegible. This car features a solid frame, and would be
perfect for someone that wants to be able to drive a classic Corvette
without a huge investment or having to worry about driving it to the
grocery store. Factory features include AM radio, powerglide automatic
transmission (both removed/replaced).
For more info please contact a sales person at Buyavette. 770-414-5552
See more than 135 Corvettes for sale at http://www.buyavette.net
Please see additional pictures of this car at
1968 Chevrolet Corvette L88 Stingray C3 Le Mans
1968 Chevrolet Corvette Stingray C3 L88/ZL1 Scuderia Filipinetti. Historic
race car 1968 24Hours of Le Mans. 2013 Endurance Racing (C.E.R) GT1
category Barcelona-Catalunya Circuit.
Car-Driver: #75 - Ralf HUBER GUTIERREZ
Best Time: 2:24.859
Top Speed: 191.2 Km/h
Le Mans - 1955 - Race report
The 1955 24 Hours of Le Mans began on 11 June 1955, with Pierre Levegh
behind the wheel of the #20 Mercedes-Benz 300 SLR run by Daimler-Benz.
American John Fitch was Levegh's assigned partner in the car, and he would
take over driving duties later. Competition between Mercedes, Jaguar,
Ferrari, Aston Martin and Maserati was close, with all the marques fighting
for the top positions early on. The race was extremely fast, with lap
records being repeatedly broken.
At the end of Lap 35, Levegh was following Mike Hawthorn's leading Jaguar
D-type, just as they were entering the pit straight. Hawthorn had just
passed Lance Macklin's slower Austin-Healey 100 when he belatedly noticed a
pit signal to stop for fuel. Hawthorn slowed suddenly in an effort to stop
rather than make another lap. Hawthorn's Jaguar, with the new disc brakes,
slowed much more quickly than other cars using drum brakes, such as
Levegh's Mercedes. The sudden, unexpected braking by Hawthorn caused
Macklin in the Healey to hit his brakes, throwing up a small cloud of dust
in front of Levegh, who trailed close behind. Macklin then swerved across
the centre of the track, attempting to re-pass the slowing Jaguar, but also
apparently out of control. Macklin had not noticed both Levegh and Juan
Manuel Fangio, in another 300 SLR, approaching rapidly from behind. Fangio
was in second place at the time, but directly behind, and attempting to lap
Levegh, ahead of Fangio on the track, did not have time to react. Levegh's
car made contact with the left rear of Macklin's car as he closed rapidly
(at about 150 mph) upon the slowed car. When Levegh hit the Austin-Healey
from behind, his car became airborne, soaring towards the left side of the
track, where it landed atop the earthen embankment separating spectators
from the track itself.
Levegh's 300 SLR struck the mound at such speed and angle that it was
launched into a somersault, which caused some parts of the car, already
damaged and loosened by the collision, to be flung from the vehicle at very
great speeds. This included the bonnet and the front axle, both of which
separated from the frame and flew through the crowd. The bonnet decapitated
tightly jammed spectators like a guillotine. With the front of the
spaceframe chassis—and thus crucial engine mounts—destroyed, the car's
heavy engine block also broke free and hurtled into the crowd. Spectators
who had climbed onto trestle tables to get a better view of the track found
themselves in the direct path of the lethal debris. Levegh was also
thrown free of the tumbling car, fatally crushing his skull when he landed.
As the remains of the 300 SLR slowed its somersault, the rear-mounted fuel
tank ruptured. The ensuing fuel fire raised the temperature of the
remaining Elektron bodywork past its ignition temperature, which due to its
high magnesium content was lower than for other metal alloys. The alloy
burst into white-hot flames, sending searing embers onto the track and into
the crowd. Rescue workers, totally unfamiliar with how to attack a
magnesium fire, poured water on the inferno -- greatly intensifying the
fire. As a result, the car burned for several hours. Official accounts put
the death total at 84 (83 spectators plus Levegh), either by flying debris
or from the fire, with a further 120 injured. Other observers estimated the
toll to be much higher.
Fangio, driving behind Levegh, narrowly escaped the heavily damaged
Austin-Healey, which was now skidding to the right of the track, across his
path. Macklin then hit the pit wall and bounced back to the left, crossing
the track again. He struck the barrier near the location of the now burning
300 SLR, causing the death of another single spectator, although Macklin
survived the incident without serious injury.
The race was continued, officially in order to prevent departing spectators
from crowding the roads and slowing down ambulances. An emergency meeting
of the Daimler-Benz board of directors was convened by midnight at the
request of John Fitch. Mindful of sensitivities involving German cars in
a French race just 10 years after the end of World War II, they decided to
pull out as a sign of respect to the victims. Eight hours after the
accident, while leading the race, the Mercedes team withdrew the cars of
Juan Manuel Fangio/Stirling Moss and Karl Kling/André Simon. Mercedes
invited Jaguar to also retire, but they declined.
Mike Hawthorn and the Jaguar team, led by motorsport manager Lofty England,
kept racing. Hawthorn won the race with teammate Bueb.
Ford Takes On Ferrari and Wins the 24 Hours of Le Mans
Henry Ford II wanted to beat Ferrari in the prestigious 24 Hours of Le
Mans, so he made it a priority to show the world what his American company
could achieve on a global stage. Ford not only won the 24 Hours of Le Man
in 1966, but '67, '68 and '69 as well. This video looks back at that era
with Edsel B. Ford II, Dan Gurney and Mose Nowland.
The History of the Chevy Corvette 1953 - 2013
What happened to 1983 Corvett?
What happened was that the change from the previous-generation Corvette to
the new one was so radical that it took a while to get the Bowling Green
plant up and running. So while 43 preproduction "1983" C4 Corvettes were
built, none of these was ever sold to the general public and only one of
them survives today. Instead, in March of '83, Chevrolet began selling the
1984 Corvette and it was the most dramatically different Corvette since the
'63 Sting Ray.