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KarKraft

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Everything posted by KarKraft

  1. Same thing happened to the World Endurance Championship. It had a good following, and plenty of manufacturer involvement. Bernie Ecclestone saw it as a threat to F1, so he became the promoter and it died.
  2. Is the 166 a Munter body?
  3. In the early ‘60s Colin Chapman found much-needed growth for his Lotus team by expanding his operations to race in America. That meant engaging more staff, including some Aussies and Kiwis. One of the first to benefit from that expansion was Ray Parsons. Qualified as a mechanic, the Australian had not long left the army and jumped on a ship to the UK to visit his sister. After playing tourist for a while, he answered a job ad to work as a race mechanic for a garage that was owned by Peter Arundell, in ‘62 and ‘63. When Arundell was hired to drive for Team Lotus, he brought Parsons with him. Parsons was put to work on development of several Lotus prototypes, and at the same time dabbled in some racing in a Lotus 23 he bought off Chapman. When the larger scale production run of Lotus Cortinas began Parsons was put in charge and it was therefore natural for him to run the factory Cortina racing program. (Team Lotus transporter at the airport) In 1964 Team Lotus took their Cortinas over to America to race and promote the English Ford line of cars. As there was no series for sedan racing at this stage, they entered the ten rounds of the USRRC sports car series, and some non-championship races for good measure. Their first outing was the Sebring Twelve Hours, where an extra driver was required, so Chapman used Parsons as Jim Clark’s co-driver. Realistically though, his role in the race was to give Jim Clark a break, so he ‘only’ drove about two of the twelve hours all-told. (Ray Parsons and Jim Clark discuss their chances at Sebring) Running Cortina programs in two continents meant Parsons and the mechanics were on a gruelling schedule often crossing the Atlantic by Boeing 707 twice a week. There was also little chance of winning against the sports cars in the USRRC, and so mostly they were flying the flag for Ford UK against the American Shelby Mustangs and Corvettes. In the middle of this program, when the Cortina crew were at Watkins Glen, another Aussie, Allan Moffat, managed to tag along. “The mechanics came up to the fence to wash their hands. I didn’t have a pit pass, so I’m just hanging around at the back of the fence for the day. Ultimately one bloke came up about three times, so I was able to chat with him, and ask where the team was going for the next race and they said we don’t know the name of the place, all we know is its in Iowa somewhere. (Jim Clark pounding around Sebring) “So I found out where that was and drove out to Iowa. I walked up to the team manager, who happened to be Ray Parsons, that was just a name to me, I didn’t know who he was. But he was an Aussie boy that had joined Team Lotus and I said ‘Could I help you wash the cars?’ He just pointed to the buckets and said off you go and I never let on that I’d ever driven a car. For about four months I was the gofer for Team Lotus. “I really was the water boy and whatever was needed to clean up on the day and keep the spare parts truck in tow. Ultimately I drove that truck - the guys didn’t know one state from another, and when I said I can drive the truck to the next race, well they were happy because they didn’t have to drive it, driving on the ‘wrong’ side of the road. “At the end of the season, I said to the Ford rep (Peter Quenet), where are we storing the cars for the winter. He said well we are not storing them, we are selling them. It was a lightning moment in my career, where you had to talk fast before someone else did. I simply said, well how much are you selling them for? He said $4500. (Peter Arundell at Riverside) “I instantly said could I buy one? He just looked at me as the gofer, ‘Allan, What do you think you are going to do with an Ex-Jimmy Clark Lotus Cortina that’s in pristine condition?’ ‘Well Peter, I’ll tow the car down to New York city docks and send it to Australia and I would be hoping to win the Australian Touring Car Championship in due course, once its landed in Australia. He said ‘Well, that’s very bloody commendable.’ I said thank you very much.” As well as fettling the Cortinas for the US program, sometimes the crew were asked to help out with another American program Lotus had to try and win the Indy 500 . Bob Dance and Bob Sparshott, were two of the English mechanics on the Cortina team in the US. It was because of this that, they too, became involved in the Indy program. “We were seconded in 1964 and 1965,” said Sparshott, who was just twenty-one that year. “It was a real eye-opener, a lot of fun.” But being a mechanic at Indy was a bit of a culture shock for the Team Lotus guys. The locals, with their crew-cuts and square jaws, regarded them with suspicion because of their ‘unlucky green’ overalls. AJ Foyt and Parnelli Jones also didn’t like their long hair, and chased one of them through a garage with a big pair of shears, threatening to cut it off. “The person they chased was Bob Sparshott.” recalled David Lazenby who was one of the original Team Lotus Indy mechanics from 1964 to 1966. “Bob could move at an incredible rate. I have never seen anything so fast in my life as Bob with AJ Foyt after him with a huge pair of scissors. Unbelievable!” (Jim Clark gives Colin Chapman his impressions Goodyear tyres at Indy) Dance recalled that in ’65 he had just driven up Pacific Coast Highway One to Laguna Seca. “The phone rang and it was the old man (Chapman) for Jim. ‘We’ve shunted one of the Indy cars and we really could do with Bob and Bob again so get them on a flight now.’ “We arrived at the airport at about 8:30pm. Andrew Ferguson picked us up and I thought we were going to be taken straight to our hotel. Instead we went to the circuit, and into the garage where the boys were all flat-out as if it were in the middle of the day. David Lazenby said, ‘Sort yourselves out a pair of overalls.’ We finished at about midnight and then went to have something to eat. We had to be up at 7am and it went on like that.” Dance recalled carrying out an “all-nighter” on his thirtieth birthday. The two Bobs stayed for qualifying before returning to their Cortina duties. I think we were quite pleased to leave then,” said Dance. “It was like being in the forces.” (Dog-tired Lotus mechanics catch some rest at Indy) Allan Moffat was also helping out at Indy that year, having further cemented his relationship with Team Lotus by helping Ray Parsons with Jimmy’s car during the ’65 Tasman series. (Jim Clark and Ray Parsons during the Tasman series) “I got a phone call from Peter Quenet and he sent a telegram and said if you are prepared to come back to Detroit and base yourself in Detroit, I have got two cars that haven’t been sold, and they’re yours for your use, as long as you participate in the Central Division of the SCCA , which I ultimately won. “I was going to Detroit, I knew the Indy boys, so I dropped into Indianapolis on the way through. I was just at the circuit for three or four days and again just polishing cars and picking up tools. And my top job on the day was I had a broom handle and a Dixie cup on the end of it and I gave Jimmy his drink at the pitstop. (Jim Clark poses with the Lotus mechanics after winning Indy) “I can tell you in ‘65 when Jimmy won the race I was helping pour the drinks that night in the hotel, which was the Holiday Inn, across the road from the speedway. Everybody was well, nobody was going thirsty let’s say, the drinks were flowing and I was part of the delivery for drinks. That was a pleasant evening I can tell you that.” (Clark’s girlfriend Sally Stokes poses with the winner’s garland outside the Holiday Inn) Credit to: www.peterwindsor.com 'The British at Indianapolis' by Ian Wagstaff www.lotuscortinainfo.com for most of the material and photos here.
  4. Christian, that is awesome! Where are your photos from last year?
  5. KarKraft

    Fly Bmw 3.5 Csl

    The Fly chassis is not beyond fixing, but I don't think it can be made into a winner. There is so much of the running gear that needs replacing to win, that it is probably cheaper to use the Sideways chassis: - Rock-hard tyres - Front mounted motor - Loose bearing mounts - Loose front stub axles The wheels were well made. But it was fun to move the magnet and add lead and glue etc. Probably should have changed the guide and junked the magnet.
  6. WTF is Australia in a Eurovision contest. How can I take it seriously now?
  7. Noice! But, the wheel colour... an easy fix, but why didn't Scaley do it right?
  8. Saw this on a Le Mans related Facebook page. It shows what the Ford Engine and Foundry Division were contributing to the efforts at Kar-Kraft in the lead up to Le Mans '66. This thing ran and things broke, were fixed and broke again, until they got it running for 45 continuous hours.
  9. This isn’t even a repaint, but in answer to Munter’s call-to-arms, here is something of a make-over that may be of interest that I put together for Slot Car Mag a while back. I love Le Mans racers before the LMP era, and I’m constantly on the look-out for past winners. This Monogram 275P was a no-brainer, but being a re-issue, always looked a bit retro. A close look showed obvious reasons as to why, but at the same time, there is not much fundamentally wrong with the body. The two main issues are the cockpit, and the wheels. The shallow-tray cockpit is to accommodate the inline motor, but it seemed there was room to drop the tray lower – perhaps with a spacer. I compared it to the Slot.It 312P interior which was not much deeper and figured there was some room to do something similar. Some research showed what the real thing looked like. Rummaging through some old plastic kits, I found a Capri cockpit with seats of a similar pattern. I cut down the original tray (1) to make a template and then cut (2) and shut (3) them to fit inside the tray and added sides (4). Then I found I’d got a bit carried away with my enthusiasm. It looked great, but the new tray was much too deep to work with the Monogram motor fitted. Eventually I found the current Scaley Escort chassis motor position was a much better fit. After that, the wheels were next and I sourced some nice wire ones from Pendleslot in the UK. Then came some improved decals from Patto. It then finished up like this. Of course that driver was completely wrong, so the last step was to send it off to Ember, who made me a luverly driver figure based on the driver from 1964, Nino Vaccarella.
  10. Ah, now I remember. Well, when you do, I am keen...
  11. John, I don't suppose you have a body for the 1952 Gullwing?
  12. It would, but I've already committed it to a story for Slot Car Mag.
  13. I'm the same as Mopar. I love to follow any scratch-building, but modifying is my limit at the moment. I'm gradually building skills with changing decals and a bit of model detailing to make RTRs look or go better. I usually pick an RTR that has obvious room for improvement. I'm presently turning a Scaley P4 Ferrari into a Spyder - a long way from scratch-building. I'm about to tackle some repaints to go to the next 'level'. The main thing is lack of confidence and time - I've got several resin bodies including a George Turner Ferrari ready to tackle but I don't want to screw them up. If they turned out like 'toy' cars, I'd give up.
  14. KarKraft

    Maserati 4Cl

    David - your work just keeps getting better and better.
  15. Thanks all Good point Phil, I shall check with them
  16. Has anybody bought direct from MMK in France? These are mighty tempting as prepainted bodies for 65 Euros:
  17. Ah, the old jiggery-pokery get it done every time! Have you decided on a paint scheme?
  18. Fixed an error and added some - a bit of a rush job last night after it had been gnawing at me.
  19. I felt there was a need to do a tribute here for Leo Geoghegan, especially for those who were more familiar with his larger brother Ian (Pete). Many sites shared single images but there was nothing comprehensive. A significant amount of text comes from www.vintageracecar.com The brothers both started out racing under the guidance of their father Tom. Although advertising on cars was banned, their cars raced in the colours of Total fuels, before changing to the white and green Castrol oils scheme which became synonymous with the Geoghegan cars. Leo started his racing career in 1956 behind the wheel of an early model Holden sedan and spent his formative years driving similar vehicles. Lotus race cars became their weapon of choice and so the Geoghegan family became Lotus importers and ran up a car yard specializing in sporty cars. Leo later switched to a Lotus Elite and in 1960 won the Australian GT Championship. However, the early 1960s saw Leo find his niche in openwheelers with success as Australian Formula Junior champion in 1963. The travelling Tasman Series saw Leo battling it out with the likes of Jim Clark, Graham Hill, Jochen Rindt, Piers Courage, Chris Amon, Jack Brabham and Frank Gardner. Later, in 1969, driving the ex-Clark Lotus 39 with a Repco V8, Geoghegan won the inaugural Japanese Grand Prix (non-F1) at the Fuji circuit in Japan. He would go on to be Australian Gold Star Drivers Champion in 1970 behind the wheel of a Lotus 59 Waggot. But there were paid drives available with the big three (Ford, Holden and Chrysler) works teams at Bathurst, and Leo had the distinction of being the only driver to race for all three. Later he returned to open-wheelers and won the national Formula 2 championship in 1973 and 1974 in Australian made Birrana Fords.
  20. KarKraft

    Pioneer

    Amen to that Ember. Home hospitality and airport pick-up assured.
  21. Not sure DM, they're the SC4046F (16.5 x 8.5) and SC4052F (17.5 x 8.5).
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