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bikerspiritmagazine · 5 years ago

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Ο Valentino Rossi, δοκιμάζει μια Ferrari στο Misano για τη συμμετοχή του στο 12ωρο του Abu Dhabi τον Δεκέμβριο.

Ο αναβάτης της Yamaha MotoGP Valentino Rossi πέταξε από την Ταϊλάνδη στην Ιταλία για να δοκιμάσει το Ferrari 488 GT3 της ομάδας Kessel στο Misano. Και όλα αυτά οφε��λονται στη συμμετοχή του στις 14 Δεκεμβρίου στον 12ωρο αγώνα του Abu Dhabi στην πίστα Yas Marina. Με τη συμμετοχή σε αυτό τον αγώνα ακυρώνει την συμμετοχή του στο Show Rally της Monza.

Valentino Rossi: «Φέτος έχουμε αποφασίσει να αλλάξουμε, γι ‘αυτό δεν θα κάνουμε το Show Rally της Monza. Θα κάνουμε τον αγώνα στο Αμπού Ντάμπι. Θα οδηγήσουμε ένα Ferrari 488 της ομάδας Kessel, που μεταξύ άλλων το δοκιμάσαμε πέρυσι. Θα είναι ο αγώνας 12ωρος του Αμπού Ντάμπι που έχουν προγραμματιστεί για τον Δεκέμβριο ».

Ο Rossi δεν θα τρέξει μόνος του, θα είναι μαζί με τον φίλο του Alessandro «Uccio» Salucci και τον αδελφό του Luca Marini, αναβάτη της Moto2.

Η ομάδα Kessel Racing οργάνωσε την δοκιμή ώστε οι οδηγοί να έχουν μια πρώτη επαφή με τους 550 ίππους του Ferrari 488 GT3 .

Στον 12ωρο του Αμπού Ντάμπι έχει ήδη συμμετάσχει με ένα Ferrari GT3, το 2014, ο Jorge Lorenzo και πήρε τη νίκη .

Προς το παρόν, οι Valentino Rossi και Luca Marini θα επικεντρωθούν στους τέσσερις αγώνες που έμειναν για να τελειώσει η σεζόν του 2019 στο Παγκόσμιο Πρωτάθλημα MotoGP.

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Ο Valentino Rossi δοκιμάζει το Ferrari 488 GT3 στο Misano – Φωτογραφίες Ο Valentino Rossi, δοκιμάζει μια Ferrari στο Misano για τη συμμετοχή του στο 12ωρο του Abu Dhabi τον Δεκέμβριο.

#Ferrari #Ferrari 488 GT3 #Misano #Rossi

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italianaradio · 5 years ago

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MotoGP, Mugello: sorprendente annuncio di Valentino Rossi in merito a una sua grande passione

Nuovo post su italianaradio https://www.italianaradio.it/index.php/motogp-mugello-sorprendente-annuncio-di-valentino-rossi-in-merito-a-una-sua-grande-passione/

MotoGP, Mugello: sorprendente annuncio di Valentino Rossi in merito a una sua grande passione

Dopo Le Mans il “Circus” del Motomondiale 2019 sbarca in Italia. Si avvicina a grandi passi il Gran Premio in programma al Mugello. Sul circuito di casa nostra, lo start della gara è previsto per le 14 di domenica 2 giugno, Festa della Repubblica. In attesa di prove libere e qualifiche, spazio alle tradizionali conferenze stampa del giovedi. E proprio oggi Valentino Rossi parlando con i giornalisti ha fatto alcune rivelazioni importanti sul suo futuro e sulla sua grande passione per le quattro ruote. Il Dottore infatti ha sorpreso tutti, tifosi e addetti ai lavori, svelando che quest’anno non parteciperà al Monza Rally Show, perchè sta lavorando a un nuovo progetto per chiudere la sua stagione agonistica.

L’annuncio di Vale. In merito ai suoi nuovi programmi, Rossi ha detto: “Quest’anno non faremo il Rally di Monza, cambiamo genere. Faremo una gara di endurance ad Abu Dhabi, la 12 ore del Golfo, sulla stessa pista dove si correrà anche l’ultimo GP della Formula 1, con una Ferrari 488 GT3 del team Kessel Racing. È una gara di durata con tre piloti che si alternano al volante, e i piloti siamo io, Uccio e mio fratello Luca”. Dunque, una nuova avventura per il centauro pesarese che sente il bisogno di fare nuove esperienze e provare nuove emozioni. Valentino non difenderà il titolo di campione in carica della kermesse brianzola (in cui ha già trionfato sette volte) ma abbraccerà una sfida che in passato ha attirato anche altri grandi centauri, compreso il suo ex compagno di squadra in Yamaha, Jorge Lorenzo. Il maiorchino, al volante di una Ferrari 458 GT3, schierata sempre dal team Kessel Racing, nel 2014 chiuse con il 18° posto assoluto, conquistando la vittoria di classe. Ora, sarà il Dottore a provarci. In bocca al lupo Vale!

Fabio Camillacci

#News da web

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itsworn · 6 years ago

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Bloomington Gold Tribute to Corvette L88

The Bloomington Gold Corvette 2018 L88 Explosion began in 1988 and has been repeated every 10 years since (1998, 2008 and 2018). This year’s gathering was sponsored by Hagerty Insurance and took place at the Indianapolis Motor Speedway. It was organized by curator Bill Locke and his staff. It was an exhausting process but they did an excellent job of arranging this year’s exhibit. He and his team secured 46 of these rare Corvettes that were on display in Indianapolis. The exhibit hall was spacious, well-lit and it was a magnificent way to inspect these historic Corvettes. Kevin Mackay, owner of Corvette Repair in Valley Stream, New York (www.corvetterepair.com), brought 17 L88s to the event. His company restored all 17 of these cars. Kevin also had several book signing sessions for Corvette Hunter. It was written by Tyler Greenblatt and chronicles the history of Kevin’s greatest Corvette finds. It is published by Car Tech and it is a very enjoyable read for any Corvette enthusiast.

Aficionados of early Corvette racing history usually focus on two significant competition generations: C2 (1963-’67) and C3 (1968-’82). During those years, the General was still adhering to the AMA Racing Ban it signed in 1957 to not support any factory racing activities. Zora Arkus-Duntov was not sympathetic to their position. He worked non-stop behind the scenes to find ways to help private teams racing Corvettes. During 1963, the new racing optioned Z06 Sting Ray was badly outclassed by the Ford-powered Cobra. Zora decided to unleash three of his 2,250-pound lightweight Grand Sport coupes (EX VIN# 003, 004 & 005) to embarrass the Cobras. He convinced John Mecom, owner of the Mecom Racing Team in Houston, to purchase the Grand Sports. He instructed Mecom to use the Grand Sports against the Cobras at the December 1963 Nassau Speed Weeks. Zora’s engineers “took vacation” to Nassau to assist Mecom. Zora’s plan was a total success, the Grand Sports clobbered the Cobras and the lightweight became a Corvette Legend. Today, all five are housed in private collections.

Fast forward to 1965 and GM was still firmly anti-racing as a company. Zora decided to work around this ban by increasing the production Corvette’s performance. In mid-1965, the L78 big-block 396-cid/425hp engine was stuffed into the Corvette and four wheel disc brakes became standard. The improvement was startling, but Zora’s team was not finished. They were testing running prototypes with a 427-cid big-block that was producing well over 550 hp. To test its reliability, the engine was installed into a red 1966 coupe and sold to Roger Penske. That car was entered in the 1966 24 Hours of Daytona and the 12 Hours of Sebring. The Corvette finished both races and won the Grand Touring category, beating the Cobras. The engine used by Penske became the L88 option for the 1967 model year.

A total of 87,268 Corvettes were built from 1967-’69 and only 216 RPO L88s were built during that time. The survivors are very rare indeed. In spite of their small numbers, they amassed an amazing competition record. The L88 racers were frequently seen in victory circles at road racing circuits and dragstrips. The most amazing part of their history was they were owned and raced by privateers, not the factory. Their amazing performance is a tribute to the skill of Zora Arkus-Duntov and his team. Somehow they were able to build a world-beating production sports car that could be purchased at a Chevy dealership. They accomplished this in spite of their organization (GM) banning any kind of motor racing.

Zora and his team carefully selected who purchased these cars and found innovative ways to provide backdoor support to ensure their success. Two of these private racing owners were special guests at Bloomington this year. They were driver/owner Tony DeLorenzo and owner Doug Bergen. They both shared their L88 experiences with the large audience that attended. Tony DeLorenzo won multiple SCCA production and endurance races in L88s at tracks like Daytona and Sebring. He told some amazing stories about what it was like to drive these beasts at speed. Doug Bergen purchased two L88 convertibles (1968 & 1969). His British Green ’68 convertible that was restored by Corvette Repair was at the event. Doug told the audience that his wife, Jean, was the first driver for their ’68 L88 because she drove it home from the dealership. Both of Doug’s L88s were multiple race winners, and after he sold his last L88, he joined John Greenwood Racing as team manager. Doug retired from the team in 1976. Both Tony and Doug have had a huge impact on creating the L88 racing legend and we were thrilled they attended and shared their amazing stories.

On the last day of the Bloomington Gold event, all 46 L88 were driven out of the exhibit area and parked in six rows for a photo opportunity. To put the icing on the cake, the owners were invited to take two laps around the famous Indy “Brickyard” in their rare Corvettes. A total of 26 owners took the Brickyard challenge, including Tony DeLorenzo and Doug Bergen, and lapped the speedway to the roar of the crowd. It was a great way to end a memorable event. Vette

There is a lot of horsepower sitting on the Indianapolis Motor Speedway show field as many of the L88s lined up for a photo op near the end of the event. (Photo by David Wesel)

The Indianapolis expo hall was a perfect venue for the L88s to be displayed. The 1969 Monza Red convertible is owned by Guy and Helen Mabee. It is one of 17 L88s with the M40 automatic transmission. The 1969 Can-Am white L88 coupe sitting behind the convertible is one of three exported to Canada with the M40 automatic. Frank Stech Jr. owns this rare Corvette.

Rare Wheels owns this Rally Red L88 coupe. It was the sixth one built on April 12, 1967, and it listed for $6,285.15 with all the factory options. It received a frame-off restoration by the Naber Brothers in 2001 and has received multiple awards. In 2014, it sold for $3.85 million at a Barrett-Jackson auction, making it the highest price paid for a production Corvette.

Bloomington Gold President Guy Larsen introduces championship winning L88 driver Tony DeLorenzo. Tony purchased the first ’67 L88 Corvette built on January 1, 1967. His Owens Corning-sponsored L88 team won every A Production race in 1969 and 1970; a record that still stands today.

Tony DeLorenzo raced the first L88 in 1967 and he won the L88’s first race at Willow Hills, Wisconsin. He finished second in A Production at the American Road Race of Champions in Daytona behind a Cobra. The restored car is owned by Chuck Ungurean.

Hall of Fame inductee Randy Wittine, a GM stylist, designed the paint scheme for every Owens Corning Corvette. Here, the team is shown in the Sebring International Raceway pits prior to the 1969 12 Hour race. The #2 driven by Dick Lang and Gib Hufsteader finished 2nd in GT and 14th overall.

Fabulous Restorations built this stunning replica L88 of Tony DeLorenzo’s 1970 24 Hours of Daytona entry shown on the banking at a Daytona vintage event. Tony and co-driver Dick Lang finished 13th overall and 3rd in GT at that 1970 race.

Doug Bergen (left) and his wife Jean share a moment with Kevin Mackay, owner of Corvette Repair. Kevin located and restored Doug’s original ’68 L88 roadster seen sitting behind the trio. After Doug sold his second L88, he joined Greenwood Racing in 1971 and served as Team Manager until 1976. (Photo by David Wesel)

The colorful Greenwood team is lined up in the pits before the 1973 12 Hour race. The red arrow points to Team Manager Doug Bergen. The No. 50 entry driven by John Greenwood, Ron Grable and Mike Brockman finished 3rd overall behind two Porsche 911s.

The owners stand by their prized L88 Corvettes in Bloomington Gold’s Certification Plaza at the Indianapolis Motor Speedway. It was an amazing photo op for any Corvette enthusiast.

Kevin Mackay, owner of this 1967 SCCA A Production L88 roadster, invited David Borroughs and this author to use this Corvette as an on-the-track photo car. We accepted his kind offer! The crowd is lined up around us as we drive toward the racetrack entrance. The noise was deafening.

Twenty-six L88 owners lined up before taking two laps around the famed Indy Brickyard racetrack. (No, we did not drive 200 mph, but the urge was there!)

Here is driver David Burroughs and the author (blue shirt) moving to the front of the line before we enter the speedway. This was pre-agreed to by Bill Locke to give us the best position to photograph every L88 on the track. (Photo by David Wesel)

The C7 in the lead served as the pace car. The white pickup did videography from the bed during our Indy pace laps.

This ’67 L88 roadster is owned by Patti and Dana Mecum. It was driven from Wichita, Kansas, to Daytona Beach, Florida. It was entered into 1970 24 Hours of Daytona without a sponsor by drivers Cliff Gottlob and Dave Dooley. It finished 11th overall and 2nd in GT and was driven back to Wichita after the race. It was clocked at 186 mph on the Daytona banking.

Harry Yeaggy owns this ’67 L88 coupe that competed in the 1967 24 Hours of Le Mans. It is the only C2 Corvette to ever compete at Le Mans. It was driven by Don Yenko, Dick Guldstrand and Bob Bondurant. It led the GT category for over 12 hours until a wristpin failed in the engine, putting it out of the race. It set a new class speed record of 172 mph on the 4-mile long Mulsanne Straight.

Irwin Kroiz owns this Sunray DX-sponsored ’68 L88 (now Sunoco oil). It finished Sixth overall and First in GT at the 1968 12 Hours of Sebring and was driven by Hap Sharp and Dave Morgan.

Doug Bergen and his wife, Jean, lap Indy in this ’68 L88 roadster. This was the first of two L88s owned by the Bergen family and it finished 1st in class and 11th overall at the 1968 6 Hours of Watkins Glen. Corvette Repair completed the body-off restoration and it is owned by Kevin Mackay.

Fred and Terry Michaelis own this ’69 L88 roadster driven by Tony DeLorenzo. Tony ordered this car new and used it for personal transportation. He sold it to his German friend Kurt Wetzel. Kurt planned on racing it in Germany so Tony prepared it for racing. It became so dominant in Germany that Porsche bought it to get it off the track. Nabors Brothers did the restoration, and the Germany-based Corvette still displays its German license plate.

Donald Ghareeh is the proud owner of the ’69 L88 coupe that spent its life on the dragstrip. It was raced for four years and twice set AHRA (American Hot Rod Association) class records. It was ordered on September 7, 1969, and was built on November 22nd, and was the last L88 built.

This 1969 see-through L88 is driven by Phil Castaldo. It was created by Corvette Repair as a 3-D business card in 2005 and continues to draw crowds wherever it appears. The original black L88 was sold through Bay Chevrolet in Douglaston, Queens, New York. Kevin still owns the original body and may reunite it with the original chassis someday. In the meantime, this creation continues to serve effectively as Corvette Repair’s 3-D business card.

Roaring down the Indy back straight, the see-through L88 pulls ahead of the ’67 L88 camera car for one final photo before we return to the pits. It was an amazing adventure.

The post Bloomington Gold Tribute to Corvette L88 appeared first on Hot Rod Network.

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buildercar · 7 years ago

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New Post has been published on http://www.buildercar.com/classic-drive-1958-ferrari-250-gt-tour-de-france-alloy-berlinetta/

Classic Drive: 1958 Ferrari 250 GT Tour de France Alloy Berlinetta

MALIBU, California — “We’re just up the road,” says Jakob Greisen, car specialist and Vice President – Head of U.S. Motoring for Bonhams auction house. “You can’t miss us!”

True to word, after a mile of climbing the serpentine canyon road through the Malibu hills, the profile of a gleaming red 1958 Ferrari 250 GT Alloy Berlinetta – a car best known to the Ferrari cognoscenti by its unofficial “Tour de France” moniker – is impossible to miss. The Ferrari is parked in a quiet, dusty turnout that looks down on the deep blue Pacific Ocean, sparkling with reflected light on a sunny Southern California day in mid-July. Then, the relative calm of our location is broken with the bark of twelve 250-cc cylinders exploding into life, sucking air and fuel through triple Weber carburetors to feed a hungry 3.0-liter engine before calming to a subdued, unexpectedly quiet idle.

This is Maranello’s quintessential gentleman’s racer.

Launched in 1956, the 250 GT Berlinetta was styled by Pinin Farina (two separate words until the end of the ‘50s) but coachbuilt by Scaglietti. It began to find racing success the very same year, with gentleman drivers Marquis de Portago and Oliver Gendebien driving 250 GT Berlinettas to four consecutive Tour de France road race victories between 1956 and 1959, earning the car its nickname.

Based on Ferrari’s long-wheelbase 250 GT chassis, the Tour de France was, simply put, the car you wanted if winning international sports car races was on your agenda in the late 1950s. Compared to competitors from Mercedes, Aston Martin, or Jaguar, the Ferrari was strong on power, reliabile, and offered a chassis that was not only capable, but forgiving as well. The car was designed to be easy to drive and comfortable for long stints at the wheel, all while producing 260-hp from its Colombo-designed 3.0-liter, SOHC V-12. While the car wasn’t necessarily cutting-edge with its four-speed transmission, solid rear axle, and drum brakes at all four wheels, these parts had all benefitted from years of development and refinement. In short, the Tour de France just plain worked. The cars were also relatively safe for their time, with very few drivers killed or seriously injured behind the wheel despite some horrific period crashes.

Moreover, the Ferrari Tour de France was a car that was capable of being driven comfortably on both street and track. The old saying “win on Sunday, work on Monday,” was popularized by cars like the TdF, which could adeptly handle either endeavor – a massive departure from the specialized race cars of today.

The car we’re standing in front of is part of Bonhams’ Quail Lodge auction, to be held on August 18, 2017 during Monterey Car Week. It was built in 1958 and is known as a fourth-series car, essentially the final iteration of a multi-year refinement process that began in ‘56. It’s the 42nd TdF built of a total of 77 cars and the third of 37 single-vent sail panel cars. The car was completed with lightweight alloy bodywork at the end of March 1958 and delivered to its first gentleman racer owner, Eduardo Lualdi-Gabardi, on the first week of April. The owner of an Italian textile business with a love for racing, Lualdi-Gabardi entered our subject car, 0899 GT in at least 13 races through the end of ’58, winning the Coppa della Consuma, the Varese-Campo di Fiori Hill Climb, and the Coppa Sant’ Ambroeus at the famed Monza race course, while placing at several other events.

Through 1959, 0899 GT was entered in several more events under new ownership and continued to rack up strong results including a win at the 1959 Castell’ Arquato-Vernasca Hill Climb among several other second- and third-place finishes. The following year, 0899 GT changed hands yet again and was raced in Algiers, France and Africa with mixed results.

Unfortunately, 1961 spelled disaster for this particular TdF, when the car was badly damaged in a road accident and sold to a scrapyard. The car’s engine, a special experimental unit, was sold and installed in another Ferrari, while the rear bodywork (the only usable section following the crash) was also sold, later to be used on the one-off Sunbeam Alpine Harrington Special. The remaining chassis, gearbox, suspension, brakes, dashboard, and other components passed through several hands over the better part of the next three decades before the car was finally rebuilt in Italy – first by Carrozzeria AutoSport in Modena, then by Ferrari itself, where the car received a brand new, correct-type engine and further bodywork on its way to achieving Ferrari Classiche certification in 2014. Since then, the car won three awards at the 2016 Concorso Italiano in Monterey, CA, including Best in Show, along with an Excellence in Class award at the Mar-a-Lago Concours d’Elegance, part of the 2017 Cavallino Classic. In addition to these trophies, the car is sold with the trophy from its third-place finish at the 1959 Coppa San Marino.

After looking over the car’s documentation and admiring its lovely aesthetics, we decide to answer the question that’s first and foremost on our minds: what’s a ’58 Ferrari 250 GT Tour de France like to actually drive?

With all-aluminum bodywork, the door opens with an extremely light touch and a click from the chrome pushbutton handle. The interior is the stuff of vintage Ferrari dreams, with a classic, black crackle-finish dashboard, a large-diameter wooden steering wheel, and a tall gearlever topped with a metal knob the size of an eight-ball rising from the leather-wrapped center transmission tunnel. The smell of leather, warm oil, and exhaust fumes mix in the cabin as we settle into the high-bolstered bucket seats that notably lack any restraints. Now that’s period-correct.

The engine fires quickly and after a quick familiarization with the controls – and a quick test of the near-horizontally hinged pedals sprouting from the lower firewall – we’re off. Clutch take-up is surprisingly light but with excellent feel, making moving away from a stop child’s play. The large shift knob fits perfectly in hand and we slot the metal gear lever down into second with a precise “clink” before letting the revs rise again. The view out the front of the car over that red hood is glorious, but narrow and framed by the low roofline and high dashboard. It’s a warm day and we’ve got the windows down, all the better to hear Colombo’s V-12 do its thing. As this is a multi-million dollar car that’s about to be sold, we sympathetically keep revs well below the 7,000-rpm redline, but even at 5,000 revolutions per minute, the sound – a complex arrangement of mechanical orchestra – is just stunning. The most well-worn Colombo engine note cliché is probably that of ripping silk. We’ll just say that once you’ve heard it, it’s a sound that stays with you for some time. The noise is almost haunting.

Over the twisting canyon road with just enough speed to have a little fun, this Tour de France is planted, smooth, responsive and even comfortable to drive. We’d love to take the helm for a multi-day vintage rally like the Colorado Grand – the Ferrari feels like it’s made to eat up miles of snaking road and in fact, it is. Power is strong enough to make quick work of passing slower traffic, even heading uphill, and the trunk is large enough to swallow more than enough luggage for a weekend road trip – or race excursion.

At what cost, this sensational Ferrari? Bonhams’ Greisen feels sufficient to say the consignor will be expecting a result in excess of $5,000,000 when the Tour de France crosses the auction block in Monterey, California at the Quail Lodge sale on August 18, 2017. We think the new owner will find it worth every single penny.

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