12 Hours of Sebring Race 1966
The 1966 12 Hours of Sebring was an endurance race held at the 5.2 mile
(8.3 km) Sebring International Raceway, Sebring, Florida, United States on
March 26, 1966. It was the sixteenth running of the endurance classic and
the second round of the 1966 World Sportscar Championship season. The race
proved to be a disastrous event; one of the darkest in American motorsports
Ford had just come off a 1-2-3 triumph at the first 24 Hours of Daytona in
February, with 2 of their 7-liter engined GT40 Mk.II's being run by Carroll
Shelby. They had effectively trounced Ferrari and Porsche, and were looking
to do the same thing at Sebring in March.
Ford's assault on Sebring (which has always been a good preparation run for
Le Mans) was unprecedented. There were 11 GT40 Mk.I's, Mk.II's and a
special X-1 Roadster (which was a heavily modified GT40 Mk.I with an
aluminum chassis, a Mk.II nose, no roof and a 7-liter 427 engine, the same
motor in a Mk.II) at Sebring- these cars were entered by at least 5
different teams- all of whom had direct factory support. The two main works
teams, however, were Shelby-American, a team with direct connections to
Ford and seasoned with lots of road-racing experience; and the Holman &
Moody team, which was known for its successes in NASCAR. There were also 2
works Ferrari's (originally there were supposed to be 5) and 2 Chaparral
2D's. American Dan Gurney qualified his Shelby-entered Mk.II on pole
position with a lap record of 2:54.6, followed by the new Ferrari 330P3 of
Bob Bondurant and Mike Parkes, then a Mk.I of Britons Graham Hill and
Jackie Stewart, then another Mk.II of Americans Mark Donohue and Walt
Hansgen, then the X-1 of Briton Ken Miles and American Lloyd Ruby and then
a Chaparral 2D of Americans Jim Hall and Hap Sharp.
Ford would dominate yet again. Gurney and Grant were leading- and on the
last lap, while Gurney was driving, the car's engine failed. People at the
pits were expecting Gurney to take victory- but Ken Miles crossed the
finish line first in the GT40 X-1. Gurney was pushing his GT40 Mk.II on the
course, and he made it to the finish line. Although pushinlg a car during
the race was illegal- and the car was disqualified, and the Holman/Moody
entered GT40 Mk.II was awarded 2nd place. 3rd was an Essex Wire entered
GT40 Mk.I of Skip Scott and Peter Revson, and then a works Porsche finished
Text from: http://en.wikipedia.org/wiki/1966_12_Hours_of_Sebring
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ALMS 2012 - Nissan Deltawing Big Crash During Testing At Road Atlanta
During testing for Petit Le Mans the Nissan DeltaWing crashed with a
Porsche GTC car and was forced into a roll.
Gunnar Jeannette was behind the wheel at the time of contact with the GTC
Porsche. There's been no official word yet from the DeltaWing team or
Nissan whether or not the car can be repaired in time for this weekend's
Thanks for watching and please subscribe, because there is much more to
Sebring 2012: Ron Russ Viking RV12
Interview with Ron Russ at Sebring Light Sport Expo. Ron flew in his new
Viking powered RV-12 aircraft and displayed it at the Viking Aircraft
Engines booth. Visit www.12Town.com for RV12 builder's pictures and forums.
The 1965 Sebring 12 Hour Grand Prix - Part 1 of 5
The 1965 12 Hours of Sebring Grand Prix is legendary because it was won by
American drivers driving an American car. Jim Hall and his Chaparral cars
broke several speed records but the overall records were not broken because
of the record rainfall half way through the race. That deluge, the worst
in Sebring history, also makes this race a legend. Sit back and enjoy the
race in five parts.
2013 12 Hours of Sebring Full Race Part 1/4 Start HD
Part 1 of the 2013 American Le Mans Series race at Sebring International
Apologies for some of the audio/video glitches, for some reason beyond me
the ALMS.com stream was not available to US viewers. As a result I had to
record dennislive1's stream from Justintv. Big thanks to him.
12 Hs of Sebring - 1970 - Highlights
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.
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.
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.