WILL POWER, 2ND - JUAN PABLO MONTOYA, 1ST - TONY KANAAN, 3RD
I am happy with the way this season-opener ended. Juan Pablo Montoya has always been one of my favorites since his Formula One days. Since his return to open-wheel racing he has proved what a good driver he is. First for today followed by teammate Will Power (I still love that name) and Tony Kanaan in third. Kanaan still remains one of my favorites in the series.
My other favorite is Takumo Sato who came in 13th.
Two others that were favorites to watch was the Ed Carpenter Team of Ed Carpenter doing ovals and Mike Conway doing street/road tracks. Carpenter's car has joined the Sarah Fisher team and Mike Conway has moved on to World Endurance Racing....I wish him well.
While I am not a Sebastian Vettel fan I did enjoy seeing him win on his second time out for Ferrari. Ferrari has had a couple of tough years and I am sure that the team was thrilled. Two races and two different winners. I hope it stays like that. Lewis Hamilton came in second and his teammate, Nico Rosberg, came in third.
The body is solid, some good effort went into wet-sanding and rubbing out the paint, but it is an older paint job and there are nicks and dings here and there, I'd say it's a five footer, 7/10. The wheel and tire combo is awesome, great look and road feel from the Nittos, 255/50 R17s on the front, 275's on the rear, these tires have less than 200 miles on them. Engine rebuilt in the last few thousand miles, cam seems pretty close to stock, roller rockers. Seat covers, dash pad or cover, steering wheel, shifter bezel, gauges are not connected. I'd replace the front springs, it rides too low, missing rear anti-roll bar, maybe get both from Pro-Touring. Has a 3.73 rear end which is in my opinion too high. Missing side marker light bezel. I don't have a picture of it but the driver window has scratches common to these cars. Choke not connected. The car is a good driver and the black with red letters and bird is an eye-catching combo. Nothing I mentioned above is particularly expensive, it just takes more time than I have.
The MGA is a sports car produced by MG division of the British Motor Corporation from 1955 to 1962. The MGA replaced the MG TF 1500 Midget and represented a complete styling break from MG's earlier sports cars. Announced on 26 September 1955 the car was officially launched at the Frankfurt Motor Show. A total of 101,081 units were sold through the end of production in July 1962, the vast majority of which were exported. Only 5869 cars were sold on the home market, the highest export percentage of any British car. Road & Track magazine reviewed the MG A 1600 Mark II in the September 1961 issue and reported an estimated top speed of 105 mph and a 0-60 acceleration of 12.8 seconds.
We have known this particular MGA for nearly 15 years serving it for one owner and then selling it to another. It represents the best combination of of the breed with the larger 1622cc motor, front disc brakes, oil cooler, and chrome wire wheels. It features the correct black leather seating piped in contrasting red. The body is razor straight and sports a high gloss mirror finish paint. It has a factory style luggage rack, wind wings, twin fender mirrors, tonneau cover and side curtains. The car is a pleasure to drive being tight and spirited. It would easily be a podium contender in local shows.
Filled with former Formula One drivers and sons of former drivers. These are electrics, will that be the new face of racing? I don't think so since the races are short and lacks the roaring engines. Keep in mind, if it has wheels they will race it. First place went to Nico Prost, son of a former F1 driver. Second went to Scot Speed, who has driven in IndyCar, NASCAR and Formula One. Third to Daniel Abt. Races to be held around the world with this and the next race being held in the U.S. It will be interesting to see how these races play out.
This was just about one of the oddest races I have seen in a long time. We can start at the end. Hamilton was the winner with teammate Nico Rosberg coming in second....isn't that where we left off last year? A full 34 seconds behind them came Sebastian Vettel in his debut with Ferrari.
Now lets go to the weird stuff. Caterham Formula One Team is out of the picture for financial reasons. Also out of the picture for this race was Manor Marussia Formula One Team probably for the same reason, but claimed it was a computer problem. At least they were there. Valtteri Bottas was ruled unfit to drive due to a back injury from the day before. A Red Bull and a McLaren and a Lotus didn't make it out of the first lap. Only 11 cars at the end.
After leaving school, Marsh spent ten years in the Royal Navy before deciding to change career. His first love was motorcycles, until a crash in Malta in 1953 steered him towards sports cars – an interest fostered by his stepfather, Anton de la Rue, who himself had a flair for engineering.
His first foray into the world of car construction came when he bought a part-finished Austin Seven special, which he completed with help from de la Rue only to crash into a lorry on the way to a friend's wedding, severely burning his foot.
Unperturbed, he rebuilt the special and began to race it in 750 Motor Club events, where he was approached by Hollywood Motor Maniacs and European Motor Rodeo – a stunt troupe that soon had 'Rodeo Rod' Marsh driving his special over a moving Ford V8.
By 1957 he'd given up stunt driving to set up Speedex in Luton, selling parts and bodies to specials builders, but he retained an interest in racing, winning the 750 Motor Club's Goodacre Trophy.
It was around this time that he first met Frank Costin, and after a long conversation and several drinks the pair had agreed to collaborate on a wooden car; Marcos (so named for the first three letters of their surnames) was born in 1959.
Though Marsh described the car as 'an ugly bugger', it was fiercely competitive, scoring their first customer – and former ERA driver Bill Moss – 10 wins from 10 starts in 1960.
Three years later Marsh spotted Dizzy Addicott's DART at the Racing Car Show – essentially a Minivan with the roof chopped off – which inspired him to produce a similar car with a glassfibre monocoque: the Mini Marcos. Despite never coming to a satisfactory agreement with BMC for the supply of parts, interest was overwhelming and it sold well – no doubt helped by its legendary performance at La Sarthe in 1966, where it became the only British car to finish the race at that point, albeit with French drivers.
A factory-backed effort was launched the following year but the car failed to finish, prompting a change of tack. For 1968, Marsh wanted to enter a mid-engined prototype: the futuristic Mantis XP, which featured F1 Cooper suspension in a stressed plywood monocoque.
First choice BRM failed to come good with an engine, so a Repco unit was sourced after a meeting with Jack Brabham. However, the car was fated never to run at Le Mans. It was entered into a race at Spa with Eddie Nelson and Robin Widdows as drivers, but Widdows pulled out late in the day. Marshes solution? To drive the car himself, despite no being able to fit inside it. Heavy rain eventually put paid to the attempt, the alternator malfunctioning after getting wet. The car was then sold to America.
Away from the track, things were ticking along nicely. A year after the XP had raced at Spa, the roadgoing Mantis was launched at the 1969 Motor Show to critical acclaim. Despite strong initial orders, a slumping economy forced the sale of the company in 1971.
Marsh never strayed far from Marcos, and by 1976 he had bought back its assets from the Rob Walker Group and began selling kits, relaunching the marque in 1981. The Rover V8-powered Mantula was the firm's next project, arriving in 1984, which was joined by the Spyder in 1986.
By '91, Marsh had regained the rights to produced the Mini Marcos, and a relaunched version was targeted squarely at the Japanese market. It remained on sale until 1995. However, by 2000 the company had gone bust.
Never one to give up, Marsh lead another revival in 2002 backed by Canadian Tony Stelliga, which saw the firm return to sports car racing, while the Marcasite TS250, TS500, and later TSO GTC road cars were built in Warwickshire. The company went into liquidation in 2007.
1974 Volkswagen Thing that runs and drives. The car is in orange with a black interior and it comes with a black convertible top. The car is in fair condition. Orange paint is presentable. Black paint is showing age and chipping at a few places. Interior is good – there are no rips or tears in the seats. Mechanics are in working order. Engine starts easily and runs smooth. Transmission and brakes are operational. There is some rust on the floors which can easily be repaired. Convertible top is good – back window is missing. Car comes with a spare wheel and side windows.
An Illinois parts dealer who created an institution in the world of automotive history, Ernest Robert Hemmings, the father ofHemmings Motor News, died early today at the age of 89. Ernie, as he liked to be called, was living in a nursing home in his hometown of Quincy, Illinois. He had been in fading health of late and died peacefully in his sleep, his son, Trent Hemmings, told us.
Ernie had taken over a parts business that his late father had founded, Standard Auto Parts, and began stocking components for antique Fords, especially the Model T and Model A. That was in 1945, when Ts and As were not quite yet out of the realm of used cars. Ernie was a fan of them, however, and Standard developed a regional and then national reputation as a parts source for early Fords. The growing interest led Ernie to a brainstorm: Create a newsletter that catered specifically to the owners of these obsolete cars that weren’t yet considered relics. Customer friendly from the start, he offered free ads to readers.
The first edition of the newsletter was four pages, printed on mimeographed paper, issued in 1954, and all typed by Ernie’s hand. He also came up with a freehand logo,Hemmings Motor News. The first edition of “the magazine,” as he called it from the outset, had a half-dozen classified ads in it. About 500 readers signed up for a yearly subscription toHemmings, priced at 50 cents.
It only took a few years forHemmings Motor Newsto become an established forum for people who wanted to buy cars or parts to restore them. Soon, circulation was up to about 3,000 copies each month. Ernie had transitioned from parts retailer to editor and author, typing out short features that ran amidst the growing number of classified advertisements. Another decade saw both the magazine’s page count and subscriber rate boom, in the latter case to 40,000.
By that time, the whole enterprise had become too unwieldy for one man to handle. In 1969, Ernie agreed to sellHemmingsto Terry Ehrich, a classic-car enthusiast from Bennington, Vermont, who moved the magazine there and continued to grow and operate it until he died in 2002.
Hemmings Motor Newsand its three associated titles—Hemmings Classic Car, Hemmings Muscle Machines and Hemmings Sports & Exotic Car—now boast a combined readership in excess of half a million, and the Hemmings blog sees an equal number of unique viewers every month. While the home office is still in Bennington, Hemmings is an operating unit of American City Business Journals, based in Charlotte, North Carolina.
This site contains copyrighted material the use of which has not always been specifically authorized by the copyright owner. We are making such material available in our efforts to advance understanding of classic automotive related auctions, unusal autos and motorcycles, race related sporting events and other auto related material.
We believe this constitutes a "fair use" of any such copyrighted material as provided for in section 107 of the US Copyright Law. In accordance with Title 17 U.S.C. Section 107, the material on this site is distributed without fee or payment of any kind.