MALLOY takes you on an odyssey of racing, racecars of every kind and variety, rare racing memorabilia, on-track duals, business wins and near-misses, and above all — relentless determination. The insistence of one man to become accomplished at the challenge he desired most to master: Automobile racing. He had nothing to prove, except to himself. And he did — at age 52 and beyond — throughout North America, Down Under and Abroad, owning, collecting and competing in the actual cars of his heros. When asked why he committed himself to the ill-advised risks of racing all-out in iconic racecars on world class racetracks on five continents at an advanced age, he answered: “I didn’t want to embarrass the car.”

MALLOY will take you on adventures untold! Own your copy today!

10″ x 14″ oversized Coffee-Table Book
368 pages, 400+ photos, full color
(Limited copies available)

Special Pre-publication 20% discount, ships December 30th, 2024

Regular price $95.00…. Introductory Special Now $76.00

Order Here

The post MALLOY: Beyond The Speed Limit appeared first on Racing Vintage Cars.

Motorsports legends past, legends of today and legends of tomorrow will converge in a kaleidoscope of extraordinary automotive splendor, August 14^th to August 17^th 2024 at Weathertech Laguna Seca Raceway, commemorating 50 years of wonder on four wheels! Generations of the finest racecars, marques, engine technologies and drivers will converge on this storied California racetrack to showcase the artistry, innovation and compelling performance of cars and automobilia that span multiple decades and exist today as living history.

This time-stamped event, which commemorates an historic etching in the history of this hallmark motorsports milestone, will feature more than 400 historic racecars that span eras from pre-1910 to recent decades. A limited-edition program book, made specially for the half-century birthday of the Rolex Monterey Motorsports Reunion, captures the essence of racing through the ages at the Weathertech Laguna Seca racetrack and grounds. It chronicles the iconic cars, compelling drivers and unforgettable stories that provide participants, spectators and enthusiasts sparkling glimpses of motor racing as it has emerged over timeless decades. This book will be available to all as of August 9^th at the track store.

The book’s cover alone identifies crystalized moments in motorsports time. “We wanted to showcase the diversity of important motorsport legends and personalities,” emphasized Barry Toepke, director of heritage events at WeatherTech Raceway Laguna Seca. “Each of the 25 personalities [we have selected and invited] have incomparable legacies, and I truly hope that visitors will treasure identifying each of these unforgettable individuals, to stir up their memories and remind us of our own.”

Among the moments depicted in the 2024 memory book are when Alma Hill (racing driving champion Phil Hill’s wife) surprised Sir Stirling Moss with a cake before leading a rousing chorus of “Happy Birthday” in 2014, or when Dan Gurney was honored in 2010 and spent hours signing autographs on a fascinating array of one-of-a-kind racing memorabilia. There was five-time World Champion Juan Manuel Fangio, who in 1991 re-entered his classic racecar cockpit and turned impressive laps during exhibitions, then stayed far past day’s end to extend his autograph session and visit with fans, saying through a translator, “as long as there are people in line, I will stay here and sign.”

Inside the incomparable 2024 program book, readers will find exclusive stories and photographs highlighting the event’s rich history, personal stories from those who have experienced Monterey through the years, and in-depth information about the groups and cars that spectators will see on the track.

The Rolex Monterey Motorsports Reunion is an extravaganza not to be missed by true automotive enthusiasts. Complementing the more than 400 historic cars that will be racing is the Golden Anniversary Exhibition, presented by Motul. This once-in-a-lifetime gathering brings together cars that represent each of the past celebrated marques and individual achievements.

Cars such as the 1966 Gurney Eagle Indy Car (displayed by Dan Gurney in 2010), the 1956 Maserati 250F (brought by Maserati in 1988, 2000 and 2014) the 1955 Mercedes-Benz W196 (shared by Mercedes in 1978 and 1986), the 2023 Chevrolet Camaro ZL1 (from the Chevrolet factory in 2023), the “Garage 56” NASCAR (shown by Chevrolet in 1987) that competed in the 2023 24 Hours of Le Mans Classic, will all be showcased, among many more. But it’s not a static display; most of these cars will fire up for spirited live track sessions on Friday and Saturday.

Continuing to elevate the experience will be an expanded selection of locally sourced food, wine and craft beers to enjoy, as well as interactive exhibits that appeal to broad areas of interests. For families, the Kids’ Zone and go-karts will provide much added appeal, adding spice to an entertaining day at the track.

Advance ticket pricing, as well as limited VIP hospitality packages, parking and camping are available and can be purchased by calling; Tickets & Accommodations Specialists at 831-242-8200 or by visiting online at WeatherTechRaceway.com. 

The post Rolex Monterey Motorsports Reunion: 50 Years of Racing Magnificence appeared first on Racing Vintage Cars.

Malloy Foundation chief mechanic Marc Hart takes the ‘81 Patrick Wildcat VIII for a high speed test lap.

Yet on October 8th of the same year – stunningly, a sanctioning body USAC’s appeals Board flipped their ruling and announced that Bobby Unser was the official winner of the 1981 Indy 500. Never in the history of the Indianapolis 500 had there been two winners, and none since.

The very racecar that Mario Andretti ran in the 1981 Indianapolis 500 is shown here; the 1981 Patrick Wildcat VIII STP Indy car. Fitted with then state-of-the-art Ford Cosworth power, the Wildcat was entirely built in the Patrick race facility, located just two miles from Indianapolis Motor Speedway. Unknown at the time was that the superior monocoque-structured early “ground effects” Pat Patrick Indy Cars would in fact be the very last such all-American Indy Cars built in the USA. The art and craft of Indy Car design and development had been giving way primarily to British firms, and did so from the early 1980s forward.

Two 1981 Wildcat VIIIs were to be driven by veterans Mario Andretti and Gordon Johncock for Indy ’81, however Mario at this time was hotly contesting the international Formula 1 championship for Lotus in Europe, necessitating conflictive travel back and forth from the USA to Europe. Therefore, veteran driver Wally Dallenbach substitute-qualified the Wildcat for Indy ‘81. Although Dallenbach’s strong qualifying speed of 193.040 technically put Mario’s car on the 3rd row, Mario had to settle for a last-row 32nd spot starting position for the ’81 Indy 500 race because he was not at the wheel when the car was qualified. Bobby Unser, in contrast, won pole position with the quickest lap and the fastest 4-lap qualifying average, 200.546 mph in his Penske PC-9B.

1981 Patrick Wildcat, driven by Mario Andretti, was pronounced the winner of the ‘81 Indianapolis 500 due to a yellow-flag protest technicality against Bobby Unser, who had taken the checkered flag first. This decision was reversed by governing body USAC five months later.

Mario, back at Indianapolis by race day, started from the back of the pack and achieved what was to be a spectacular charge forward through 32 cars as the race progressed. Lap 149 saw the infamous yellow-flag caution during which several cars pitted for fuel and tires, including Bobby Unser and Mario Andretti. Although both drivers passed cars while leaving the pits toward re-entry to the racetrack, Unser passed more cars under yellow than Andretti, both yellow flag passing infractions. Unser and Andretti dueled the final quarter of the 500, with Bobby Unser finishing 1st and Andretti finishing a close 2nd.

The historic yellow-flag penalty controversy that followed, in which Unser’s win was at first ceded due to “rules violations” to Mario and then over four months later adjudicated by USAC officials back to Bobby Unser – sadly clouded the accounts of serious accidents that marred the 1981 Indy 500. These mishaps   overshadowed the spectacular performances of Mario Andretti, the Patrick Wildcat VIII, Bobby Unser and the Penske PC-9B Norton Spirit Indy car during the 1981 Indy 500 event. Two extraordinary items worth noting were Andretti’s matchless 32nd-to-2nd place charge and Unser’s inspired driving performance at an advanced of 47 – both record-book Indy driver accomplishments by any measure.

1981 Indianapolis 500 was the only Indy 500 in the event’s 100+ year history that had two winners; Bobby Unser, but was then changed to Mario Andretti, and finally restored to Bobby Unser.

Epilogue

Along with original owner Pat Patrick and driver Mario Andretti, legions of motor racing enthusiasts still believe, to this day, that Mario Andretti won the 1981 Indianapolis 500. Yet Bobby Unser and his Penske PC-9B Indy car are permanently listed as the official winning entry. “Either way, we own the 1981 Indy winning car,” Tom Malloy quips. His Malloy Foundation, Inc. owns the 1981 Patrick Wildcat VIII #003/Cosworth DFX, STP #40 in which Mario Andretti was declared the ’81 Indy winner. And it owns the 1981 Penske PC-9B Norton-Spirit Indy car in which Bobby Unser was declared the ’81 Indy winner!

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Average four-lap speed around the Indianapolis Motor Speedway circuit; 203.620 miles an hour! A mind numbing speed to contemplate — yet it seemed an impossible speed to imagine in spring 1978. But it happened, it was documented, and it was achieved by little known former school teacher-come-racer Tom Sneva, in the Penske PC-6 Indy car during qualifying for the 67^th Indianapolis 500. Few would have believed the feat had it not been for the frenzied media that ferociously covered it and the official proofs that documented it. Indianapolis Motor Speedway officially-measured speed records are gospel, and definitive history was made on that auspicious day in May, 1978. In the previous year, after the 200 mph 1-lap speed of The Speedway was originally broken (also by Tom Sneva) in May 1977 — the entirety of the ensuing year [from May 1997 until May 1978] saw the motor sports world waiting and wondering: what driver and what car could achieve the next and most challenging step – a four-lap qualifying average of 200+ miles per hour at Indianapolis Motor Speedway? And now the deed was cemented in the history of motor racing.

It was America’s Race. Every year the cars went faster. Every year, speeds were scarier. Of the twenty Indy 500 events between 1977 and 1996, the lap record was broken in fifteen of those years! In that amazing time, one of the bravest drivers drove the very car in these photos: Indy qualifying master Tom Sneva in the Roger Penske 1978 PC-6, chassis number 002. This car, now owned by the Malloy Foundation in California, was originally created by respected British racecar designer Geoff Ferris, and powered by a 2.4 liter turbocharged Cosworth DFX V8 engine, mated with a Hewland LG-500 4-speed gearbox. The engine developed 1,000 reported horsepower in a chassis/engine package weighing only 1,525 pounds. The result: F18-like speed. But would it stay on the track?

The Penske PC-6 was the outgrowth of an uncommon alchemy. And in a way, it could be argued that its roots were in Penske’s mid-1970s efforts to develop a car for Formula 1 racing in Europe. Stemming from Roger Penske’s 1973-1976 efforts to compete in Formula 1 with its PC-series 1, 2, 3 and 4 cars, the program abruptly shifted its focus to USAC Champ cars for 1977, fusing the firm’s F1 design and engineering knowledges into its fielding of two McLaren M24-Cosworth cars for Tom Sneva and Mario Andretti. Labeled Penske PC-5s, Sneva drove one of these cars three times in 1977 USAC races, achieving the first 200+ mph lap during qualification for the 1977 Indy 500. A stunning accomplishment, heard around the world. Simultaneously, at Penske design and engineering development headquarters in Poole, England, designer Geoff Ferris was busy modifying his earlier Penske PC-4 Formula 1 car into what would become the PC-6 USAC Champ/Indy car. Soon, driver Tom Sneva would rocket the PC-6 into the Indy history books, setting the first-ever 200+ mph four-lap average at Indianapolis Motor Speedway.

At the Indy 500 race in 1978, the front row consisted of Tom Sneva, the persistently fast Danny Ongais, and then-rookie sensation Rick Mears, Tom Sneva’s Penske teammate. At the green flag, Danny Ongais got the jump and rocketed into the lead, with Sneva tracking closely in 2nd place. Mears, initially in 3rd position, dropped pace as he realized he had forgotten to fasten his helmet and it nearly blew off! As Ongais aggressively gained ground, a track yellow condition from a Spike Gehlhausen crash allowed a pit-stop shuffle that put Sneva in the lead. But Ongais mounted another charge and again vaulted to 1^st place. By lap 76, veteran Al Unser Sr. got by both Sneva and Ongais, steeling the lead.

Throughout the middle of the race Unser maintained a narrow margin over Ongais, with Sneva sustaining 3^rd place. However at the three-quarter point on lap 145, Ongais’ engine blew, elevating Sneva to 2^nd place – but Sneva was nursing a fuel system diaphram issue, which caused the team to order Sneva to conserve enough fuel to finish the race. To all appearances, Unser had a cushy 20-second+ lead as a result. But no lead is cushy at the Indy 500; Unser overshot his pit box on lap 180 for his last fuel stop, seemingly blowing a 30-second 1^st place margin. Unser’s miscalculation caused him to hit a tire lying in the pit, damaging his front wing and causing the team to send Unser back out without a new wing or fresh tires, so as to minimize lost time. While these errors would slow Unser’s pace, the Penske/Sneva pit stop had issues also, leaving Sneva also without fresh tires and nineteen laps to reel-in a then 30-second deficit. Against all odds Sneva closed the gap by over a second a lap, but in the end Al Unser was able to take the 1978 Indy 500 win with an 8.3-second lead.

Tom Sneva’s 1978 Indy qualifying lap record of 203.620 mph in the Penske PC-6, followed by his four-lap pole winning average of 202.156 set the stage for three more Indy poles that he would garner in follow-on years, plus four P-1 Indy qualifying times, five Indy 500 front row positions and an Indianapolis 500 victory in 1983. Sneva’s 1978 historic four-lap 200+ mph barrier-breaking Indy qualifier in the Penske PC-6 established the modern record for speed at Indianapolis Motor Speedway that stands as auto racing’s defining benchmark to this day, much like pilot Chuck Yeager’s blast through the “sound barrier” changed aviation forever in 1947. 

The post INDY WARP SPEED: 200+ mph for Four Historic Laps! appeared first on Racing Vintage Cars.

1955-1964 time period, due A.J. Watson’s split from car owner John Zink and adjoinment with Bob Wilke of Leadercard Racers, creating what became the “WWW” [Watson/Wilke/Ward] juggernaut. Initial driver of the Watson-built McNamara Special, Dick Rathmann, sped the new McNamara Indy Car to pole position for the ‘58 Indy 500.

One A.J. Watson Indy Roadster, the 1958 McNamara Chiropractic Special, changed the course of Indianapolis racing history, even though prevented from completing the first lap of its inaugural Indy 500.

After joining forces with ambitious race team owner John Zink in early 1955, Watson and Zink won the 1955 Indy 500 and also the USAC Indy Car Championship that same year. After winning Indy again in 1956 with a new A.J. Watson car, the Zink team was also successful the following year but missed a win in ’57. Determined to win the Indianapolis 500 again for 1958, John Zink had Watson design and build two top-flight cars for two of the best drivers in the game, Ed Elysian and Jimmy Reece.

Simultaneously, A.J. Watson struck a special arrangement with John Zink to build his own Indy Car with his own resources, on his own private time. As history records it, Zink was okay with this scenario as long as it didn’t interrupt the race preparation schedule and winning objectives of the John Zink Indy Car team objectives.

In late April 1958, after the build of A.J.’s new independent Indy roadster was completed, the car was transported to the Indianapolis Motor Speedway, on the off-chance that it might find a buyer for the 1958 Indy 500. Sure enough, A.J. found an interested party in one Lee Elkins, shortly before the beginning of qualifying for the 1958 Indy 500 in mid-May. Elkins, owner of the McNamara Freight Company of Kalamazoo, Michigan, purchased the new Watson Indy car with no engine. But after quickly acquiring a competitive Offenhauser power-plant and adding the special skills of his McNamara crew chief Floyd Trevis, the new Watson roadster was rapidly assembled and race prepped. It was then handed over to veteran driver Dick Rathmann, who shocked competitors by qualifying the car on the pole at 145.974 mph for the 1958 Indianapolis 500!

According to mechanic Bob DeBishop who witnessed subsequent events, Rathmann’s qualifying success with the new McNamara car was met with goading and needling from Zink’s fastest driver, Ed Elisian. Owing to Elisian’s taunts, practice sessions preceding 1958 Indy qualifying reportedly became duels between Elisian and Rathmann, with Elisian setting fastest single-lap time but Rathmann producing the best 4-lap time, capturing the pole position.

John Zink was angered because for A.J. Watson’s independent project car to qualify on the Indy 500 pole was an embarrassment to Zink and his team, who had intended to dominate. Worse, Ed Elisian continued to needle driver Dick Rathmann all the way to race day, insisting that he would lead the first lap.

Ed Elisian collision with Dick Rathmann in Turn 3 of the first lap caused a 16-car accident, eliminating the McNamara and both front row John Zink cars of Elisian and Reece. Tragically, driver Pat O’Connor was killed.

The start of the 1958 Indy 500 saw Rathmann in the McNamara lead into Turn 1 and through Turn 2, but with the field charging down the long backstretch Elisian pulled alongside Rathmann on the inside and gained a slight lead. Determined to be top-dog on the first lap, Elisian overpowered into Turn 3, losing control and spinning into Rathmann which slammed the McNamara into the wall and knocked out both front-running Zink team cars. This tragically triggered a 16-car chain reaction of collisions behind Elisian, causing Jerry Unser to go over the wall, several smash-ups and driver Pat O’Connor’s car to rollover and explode into flames, killing him instantly.

Miraculously, all fifteen other drivers survived, some with injuries, including Rathmann, but the McNamara car was virtually torn in half. Its illustrious Indy pole-setting accomplishment was forever star-crossed by a reckless act on the first lap of the 1958 Indianapolis 500. The pile-up ruined the chances of John Zink’s 2nd and 3rd place qualifying cars (Ed Elisian and Jimmy Reece), both top-flight drivers in state-of-the-art Watson roadsters.

Blaming the mishap on the competitiveness of A.J. Watson’s part-time Indy Car project [the McNamara] Zink was enraged and severed his relationship with Watson. Soon after, A.J. Watson teamed-up with veteran Bob Wilke who formed Leader Card Racers in early 1959. Ironically, the Watson-Wilke relationship produced a 1959 Indy 500 win, three more Indianapolis victories, a USAC Indy Car Championship and countless racing successes over the next ten years. Looking back, it was the A.J. Watson McNamara Chiropractic Special that inadvertently forged what became the juggernaut of Watson/Wilkie and thus launched the dominance of A.J. Watson Indy roadsters for the next half-decade.

Epilogue

Aftermath of the multi-car crash shows two cars basically split in halves. One of those cars, the McNamara, can be seen in the upper middle of the photo; #97.

Incredibly, the multi-car first lap accident at Indy ‘58 was only the beginning for the McNamara Special. The car was revived for the 1959 Indy 500, carrying driver Dick Rathmann to 4th in qualifying, but a pit fire during the race dropped the car to 20th in that year’s final results. For 1960, new owner Jim Robbins entered the car as the #97, painted in silver livery. Driver Rathmann achieved a 4th-place qualifying position again for the 1960 Indy 500, only to drop out of the race with a brake line failure.

In 1961 came a 6th-place qualifying spot and 13th-place finishing position, once again with driver Dick Rathmann. Robbins campaigned the car one more time in 1962, this time as #91 with maroon and white-trim livery. Veteran driver Jim Hurtubise qualified the car 29th and finished a highly respectable 13th in the Indy 500 at a time when newer rear-engine cars were becoming dominant.

In ’62 Jim Robbins sold the #91 to Jack Conley, a super-modified and USAC Champ Car driver, who converted the car into a Modified class racecar. In this configuration the car was soldiered on for nearly ten more years, until it was retired in 1971.

In 1981, Jack Layton from Torch Lakes and Howell, Michigan, purchased this venerable racecar and restored it to its original 1958 silver livery. Later, in 1990 Jack repainted the car to the specification of its 1959 Indy 500 color scheme, the maroon and gold McNamara Chiropractic livery. In the 1992-1993 period Layton sold the car to Lowell Blossom of Charlevoix, Michigan.

In January 2005, Tom Malloy purchased the Watson McNamara Special, chassis #4 roadster from Lowell Blossom and undertook its complete restoration, retaining its 1959 Indy 500 colors of maroon and gold, as the #73 McNamara Chiropractic Special.

The post 1958 Watson McNamara Special, Indy Roadster  appeared first on Racing Vintage Cars.

Story & Photos by Ben Kuhl

Have you ever found yourself enjoying your preferred brand of motorsports and wondered to yourself what it might take to achieve the heights of our racing hero’s feats? While it’s very unlikely that any of us mere mortals will get to walk the vaunted paths of legendary wheelmen the likes of a Nigel Mansell, Dan Gurney, Bobby Unser, Mario Andretti, Jeff Gordon, Allan McNish or Jackie Stewart, today’s real-life racing challenges for us regular folk can be experienced in vintage auto racing – an option fully available for all of us to pursue. But how can we start? And where can we experience our race-driving passions?

In the heart of Southern California, amidst the sprawling farmlands west of Bakersfield, lies a racetrack that once-a-year hosts an event which not only fuels the passion for high-performance driving but also serves as a gateway to the thrilling world of motorsports. Here, the Vintage Auto Racing Association (VARA) hosts its first racing event of each year, which ironically is a venue where no lap times are kept, no single winner is crowned, and the objective is not to be the fastest when the checkered flag flies but to feel the mechanisms of a car at speed in the perfect blend of theoretical and practical application. The event is called “University of VARA.” The place: Buttonwillow Raceway Park.

Kicking off a full weekend of on-track experiences, University of VARA sees students rounded-up into groups that are based on prior sport driving or racing experiences, with all eyes looking for the green flag. Using their personally-owned car types, ranging from race-savvy drivers such as Kevin Capone in his race-ready Apache Sports 200 to Steven Booth in his road going BMW 128i, one-by-one drivers are dispatched onto the twists, bends and straightaways of Buttonwillow Raceway. While some, like Steven, may be newer to the track than Mr. Capone, each is in an equal position to learn the key fundamentals of car control and confidence, while having plenty of fun turning laps around an authentic road racing circuit.  And for those who wish to drive a more racy car than their own vehicle, fully race-prepared Toyota sedans can be rented on-site from Fast Lane Racing School.

As the day moves forward, students alternate between on-track driving and “ground school” classroom training, learning the fundamentals of car control, what and where the “racing line” is and how to find the “apex” of a corner reliably. All of this is taught from certified driving instructors with years of professional level racing experience who have a passion for imparting their knowhow to eager learners. Mix that with a slew of drills, including slalom and skid pad practice and it’s time to hit the track to make it all happen in real-time.

What sets the University of VARA apart is its accessibility. Unlike exclusive racing schools tailored only for seasoned professionals or those with deep pockets, this event welcomes everyone – from individuals with street cars just looking to become more confident drivers to those with meticulously race-prepared machines looking to truly start their own journeys into the world of racing. This inclusivity not only democratizes the sport but also fosters a diverse community of enthusiasts united by their love for speed and precision.

At its core, the University of VARA is more than just a high-performance driving event; it’s an advanced driving seminar for sport driving enthusiasts, as well as a stepping-stone for aspiring racers. For those yearning to embrace the driver’s seat and taste the adrenaline rush of the racetrack, this event provides the ideal platform. With a blend of on-track sessions and classroom experiences, participants receive a comprehensive education in the art and science of real performance driving and actual racing. A strong cast of VARA volunteers provide in-class and in-car instruction, with every student paired with a personal teacher to aid in learning the foundational blocks of safe and speedy on-track driving. From mastering track skills to understanding vehicle dynamics, every aspect is meticulously covered, ensuring that novices evolve into confident drivers able to tackle the challenges of performance driving and competitive racing.

With the focus on learning and growth in driving ability over pace and who finishes first, VARA University ’24 brought pleasure to driving instructors who saw students like Formula Ford driver Jason Wolpert gain knowledge of his car both inside and out of the cockpit, and Stan Teliczan in his small but mighty Datsun 1200 street car, who experienced the thrill of leading a field of speeding cars to the green flag. In the street-car run groups, we instructors saw their everyday driving abilities put to the test as students young and old had the chance to learn how to become safe and able drivers.

At the end of the day, the University of VARA exemplifies the spirit of camaraderie and learning that defines the vintage racing community in Southern California that VARA has fostered for 51 years. Beyond the pursuit of victory, it celebrates the journey – the moments of triumph, the setbacks overcome and learned from, and the bonds forged on the asphalt.

As we reflect on the exhilarating days spent at Buttonwillow Raceway, one thing becomes abundantly clear – the University of VARA isn’t just about racing: it’s about igniting the racing passion in all of us, regardless of our backgrounds or experience levels. It’s about embracing the thrill of the track, the joy of learning and the camaraderie of fellow enthusiasts. So, to all those yearning to experience the rush of the racetrack, I say this: enroll in the University of VARA in the coming years, and let the journey begin!

The post University of VARA: Igniting the Racing Passion for All appeared first on Racing Vintage Cars.

Whether large, small, local, regional or national, vintage motor racing events attract and display examples of the most compelling racecars ever created. Nowhere else can you experience races among open wheel formula cars of the 1960s that regularly showcase actual Brabhams, Lotus’, Coopers and other classic marques that were driven by the likes of Graham Hill, Jimmy Clark and Jack Brabham in their day. In many cases, today’s vintage racing events feature the actual cars that these iconic drivers and their competitors raced each other in while conquering the racetracks and engineering limits of their eras.

Shelby Mustangs, Penske Camaros and AMC Javelins, Gurney Plymouths and other “Pony Cars” of the late ‘60s/early ‘70s blast through the turns and roar down straightaways on the same American racetracks that they banged fenders on fifty years ago. McLaren, Lola, Chapparal and other explosive Can Am cars thunder around fast bends and bankings that test the courage of their drivers today, just as they did the original drivers who pushed them to unthinkable records in racing environments that challenge the possible even today.

Vintage auto racing is an alchemy of sports racing cars, production cars, open-wheel formula cars, stock cars and spec racing cars of myriad variety that fascinate the wide ranging curiosities and differing passions of automotive enthusiasts young and old. Whether a spectator, photographer, videographer, car preparer, engine builder, crew person, track volunteer or driver, there is a place for you within the many dimensions of vintage automobile racing.

Click on a Racing Association or Special Event below for Event Dates & Location:

SVRA RMVR CVAR PVGPA PCA

SOVREN VSCDA SWMS VRG

CSRG MCSCC VDCA VSCCA

VARA WHRRI HSR VARAC

New SPECIAL EVENTS category HERE

NATIONAL ORGANIZATION

SVRA (Sports Car Vintage Racing Association)

2025 events to be announced

SOVREN (Society of Vintage Racing Enthusiasts)

2025 events to be announced

REGIONAL ORGANIZATIONS – West Coast, USA

CSRG (Classic Sports Racing Group) 

2025 events to be announced

HMSA (Historic Motor Sports Association)

2025 events to be announced

VARA (Vintage Auto Racing Association)

2025 events to be announced

REGIONAL ORGANIZATION – Rocky Mountain, USA

RMVR (Rocky Mountain Vintage Racing)

2025 events to be announced

REGIONAL ORGANIZATIONS – Midwestern, USA

VSCDA (Vintage Sportscar Driver’s Association)

2025 events to be announced

VSCR (Vintage Sportscar Racing)

2025 events to be announced

MCSCC (Midwestern Council of Sportscar Clubs)

2025 events to be announced

WHRRI (Waterford Hills Road Racing, Inc.)

2025 events to be announced

REGIONAL ORGANIZATIONS – Southwestern, USA

CVAR (Corinthian Vintage Auto Racing)

2025 events to be announced

SWMS (Southwest Motorsports)

WINTER SERIES
November 9 – 10, 2024
Suika Circuit, Albuquerque, NM

REGIONAL ORGANIZATION – Southeastern, USA

VDCA (Vintage Driver’s Club of America)

2025 events to be announced

REGIONAL ORGANIZATIONS – Eastern, USA

HSR (Historic Sportscar Racing)

2025 events to be announced

PVGPA (Pittsburgh Vintage Grand Prix Assoc.)

2025 events to be announced

VRG (Vintage Racer Group)

TURKEY BOWL
November 15 – 17, 2024
Summit Point Circuit, Summit Point, WV

REGIONAL ORGANIZATIONS – Northeastern, USA

VSCCA (Vintage Sports Car Club of America)

2025 events to be announced

PCA (Porsche Club of America)

2025 events to be announced

REGIONAL ORGANIZATION – Canada

VARAC (Vintage Auto Racing Association of Canada)

2025 events to be announced

SPECIAL EVENTS

The post 2024 Events Calendar – DECEMBER appeared first on Racing Vintage Cars.

Owner John McKenna, driving Cobra CSX2004 (#04), leads a fellow Cobra competitor through the esses.

By Jake Grubb
Photography by Adam Hosey

That old partially restored Cobra was CSX2004, the authentic fourth Shelby Cobra ever made! It was a priceless jewel in the rough, tucked away in the race shop of Dralle Engineering in the little desert town of Rosamond, California, adjacent Willow Springs International Raceway.

After springing to life in late 1962, at a time when the term “Cobra” in the automotive world was still in debate as to whether the sports car bearing this name would sustain or fade into fiction, CSX2004 was sold to a frisky Los Angeles sports car buff who blazed the roads of southern California until his addiction to the throttle caused him to miscalculate. While on a high-testosterone highway sprint near Redondo Beach, California, he crashed heavily and lost his life. The car, seriously damaged, was nearly lost as well, but for the alertness of local car man Josef Chechia, who somehow was able to wrest ownership of the Cobra CSX2004 hulk and cart it away.

“The office” of CSX2004 is much as it was in its heyday; analog, intuitive, efficient.

Josef, a well-known automotive metal fabricator in the coastal Los Angeles region, knew Dave Dralle and extended an offer that Dralle couldn’t refuse. Dave, well acquainted with the car’s potential, had a vision for the Cobra as a racecar that rivaled the standards of Carroll Shelby himself. He bought the Cobra CSX2004 hulk from Josef. And he intended to realize his vision for the car through the skills and facilities at his specialty car business, Dave’s Automotive, in Torrance, California. Little did he know at the time that over 35-years would pass before that vision would finally be achieved at the persistent behest of an enthusiastic customer, one John McKenna.

Rollbar configuration, abbreviated by today’s standards, follows the initial pre-Shelby American design of original American Shelby constructor, Ed Hugus, Shelby Cobra racer and owner of European Imports.

In the 1962-63 time period, Dave Dralle, a master California racer, car crafter and engine builder, had been keenly tracking the developments of a new sports car called the Shelby Cobra even before its arrival on the American scene was official. And he was mighty curious about it. Dralle knew Carroll Shelby from southern California racetracks, as well as from Shelby’s Goodyear tire operation in Santa Fe Springs, south of Los Angeles. And although Dralle didn’t much like or trust Shelby due to his P.T. Barnum style, he knew Shelby’s racing, car building and marketing exploits could be formidable. And besides, if that Cobra turned out to be the real deal, Dralle had every intention of figuring out how to get his hands on one and race it himself.

A short time later, through his happenstance acquisition of the wrecked CSX2004, Dave Dralle became an official Shelby Cobra owner and focused considerable energies on becoming a master of this beastly but thrilling car, through opportunities to race newer and more refined Shelby Cobras in both SCCA and professional competition events. In the meantime, over the decades that Dave Dralle was building a business, raising a family and becoming a professional championship-level race driver, he became known as one of the top Shelby Cobra independent specialists on the West Coast. Dralle-built and race-prepared Cobra 289s, 427s and Shelby GT-350 Mustangs routinely ran at the front throughout SCCA, professional and vintage racing, often out-performing Shelby factory race team competitors. And through it all, quietly in the background, Dralle was painstakingly restoring and readying his prized Shelby CSX2004 Cobra for reintroduction to the motorsports world.

Paddock photo of CSX2004 exhibits flared fenders
that reference the Shelby factory team Cobras of the 1960s.

Enter: John McKenna. No ordinary performance car buff, McKenna had been referred to Dave Dralle by Shelby Cobra expert and longtime friend Randy Dunphy in the late 1990s. McKenna, in the process of purchasing a Kirkham 427 Cobra, which was widely considered to be the best officially licensed Cobra replica available, was seeking an expert to build, refine and set-up his Kirkham, as well as get some driving lessons in this formidable high horsepower car. Randy Dunphy’s categorical recommendation for the man to do this was Dave Dralle. Dunphy’s edict: “let him take his time with your car; it’ll be righter than right.”

During the Kirkham process, on periodic trips from his Seattle location to Dralle Engineering at the Rosamond shop near Lancaster, California, John McKenna spotted the old “real” Shelby Cobra in the back of the shop and became increasingly curious. “How awesome to have an early era authentic Shelby Cobra,” he thought, “and maybe even some day race it.”

Using its 525 horsepower and attention-getting torque, today’s CSX2004 roars effortlessly uphill
at Kent Washington’s Pacific Raceways.

Two years after McKenna’s Kirkham project started at Dralle Engineering, he got a call. “Come get your car,” the voice said. It was Dave Dralle. By this time John McKenna’s interest in becoming a race driver himself had skyrocketed, and he expressed to Dralle his desire to race his newly completed Kirkham 427 Cobra. Dralle’s response was a firm “not that car,” explaining that a street Cobra set-up is different than that of its racecar cousins, and that besides, the Kirkham’s 427 cubic-inch, 640-horsepower was monstrous to manage on a racetrack, much less in a learning environment.

At this point it was time for a race-pace ride around Willow Springs Raceway, euphemistically referred “Big Willow” or “The Fastest Road Racing in the West.” Dave Dralle, still a master on the racetrack and nearly 40-year veteran of Cobra testing and racing at Willow Springs, took the wheel, with John McKenna as passenger. The roller coasters at Magic Mountain, an amusement park just miles away, couldn’t begin to compete.

A study in exit speeds. CSX2004, full traction, power on.

Result: John McKenna was guided by Dave Dralle and colleague Randy Dunphy (an experienced vintage racer himself) into the purchase of a Ford GT 350 Mustang racecar, which had plenty of power but was safer and more forgiving than even the best Cobra. After rapidly gaining experience and skill in this car over a 2-3 year time period, McKenna wanted to race a Cobra more than ever.

With John increasingly expressing his interest in purchasing Dave Dralle’s CSX2004 Cobra, Dave ultimately decided that after nearly 40-years of part-time attention to his prized original Cobra, that it would stand a better chance of completion in new and freshly enthusiastic hands. A deal was struck and John McKenna became the owner of CSX2004. Final restoration and race preparation accelerated in earnest.  

Ford GT40 cylinder head combined with four Weber carburetors references late 1960s Shelby Cobra factory team cars, delivering maximum power and crisp throttle response.

In the meantime, McKenna elected to purchase a second Kirkham Cobra, in this case a fully FIA-spec racecar, competition prepared, including FIA aluminum body, Windsor 302 cubic-inch V8, Ford GT40 heads and horsepower output of 525 bhp, a 20% reduction from that of the Kirkham 427 Cobra. This car would, in effect, become his trainer for the soon-to-be completed CSX2004 Cobra.

CSX2004 Origins

Because the Shelby Cobras built in their first two years of production were built in more than one place, including AC Cars in Great Britain by Charles and Derek Hurlock and European Cars in Pittsburgh at the operation of Ed Hugus, precise trackings of these cars’ construction before assembly was ultimately organized through Shelby American remains beset by riddles. Clearly, however, CSX2004’s build preceded manufacture at Shelby American, and at that time European Cars was known to be well systematized. All indications are that this car was initially “kitted” at AC Cars in Great Britain, assembled in full at European Cars in Pittsburgh after shipment to New York, and transported west to be sold in Los Angeles, most likely through Shelby American. Established Shelby Cobra authority Lynn Park, after examining this car in detail, confirmed from multiple markings throughout the chassis and core components of the car that it is, in fact, provably CSX2004, the fourth Shelby Cobra ever made.

Dave Dralle’s approach to the car from the beginning of his ownership was to utilize all viable original elements of the car in its restoration — however to detail the car in such a way as to incorporate the very best of every engineering refinement and key component improvement that was confirmed over time to make the Cobra factory racecars superior. With these principals in mind, the John McKenna CSX2004 289 Cobra is as good as it gets. The car is built and prepared exactly as Dave Dralle blueprinted it for himself. Today, the CSX2004 Cobra meets the very best specs of the top Shelby team Cobras at the peak of their historical rein, and owner/driver John McKenna’s race results at multiple tracks soundly bear this out. History, artful restoration, matchless competition preparedness, handsomeness, performance and documented race results barely scratch the surface of this remarkable car’s legacy.

The post Destroyed 60 years ago. Reborn & Race Ready Today! appeared first on Racing Vintage Cars.

By Jake Grubb

Blending his lifelong passion for art and graphics with his ardent appreciation of classic cars, designer/fine artist Arthur Schening brings to life iconic racecars of the 1950s, ‘60s, ‘70s and sometimes ‘80s through renditions that delight and compel. His strikingly colorful graphic compositions of unforgettable cars that we recognize from racing benchmarks in history spring forth as visual memory etchings that remind us of the magnificent beauty and excitement of motor sport.

The three first-finishing Ford GT40s of the 1966 24-hours of Le Mans; the 1962 Ferrari 250 GTO that defines the quintessential closed-top racing sportscar of all time; the Gurney Eagle Westlake Formula 1 car that won at SPA in 1967, notching the only historic F1 win by an American driver in a car of his own making; the striking orange McLaren M8B that to this day remains the classic image of Can Am on the world stage; the full-bodied Shelby Daytona Cobra that defeated the Ferrari GT cars at Le Mans in 1964; the Porsche 917K that ushered in the era of incomprehensible speeds in long-distance international racing. And images that represent so many other fantastic racecars and racing moments that have shaped the automotive perceptions of thousands of auto sport enthusiasts over multiple decades.

Like so many of us, artist Arthur Schening grew up reading about famous racecars, events and drivers in magazines and books, long before the dawn and ultimate persistence of the internet. Every picture found was a fascination, and Arthur ultimately kept folders of racecars that captured his artist’s eye and stimulated his imagination. Then one day he started sketching impressions of these images, with drawings ultimately becoming full compositions over time that represented the marvel of these famous racecars, many in their defining moments.

Today, Arthur Schening remains fully engaged in continuing to create impactful artist’s images of the wonderful racecars that fascinate him in an ever-expanding array of ways. And thankfully, the works of art that he creates are today available to us all, as fine art posters to appreciate at home, office or garage settings in perpetuity, for all who see them to richly enjoy.

Posters can be purchased as single-poster orders, gift orders or multiple posters for your
colleagues, family, employees, customers, vendors or business prospects.

Order Here

The post Arthur Schening: Where Passionate Art Meets Iconic Racecars appeared first on Racing Vintage Cars.

Soon to be flying its fourth-year green flag, the ever-unique Velocity Invitational will roar to life with over 250 historic racecars spanning eight decades, featuring luminaries of motorsport and providing rare wonders for enthralled visitors. Presenting an automobile race event that blends extraordinary cars, on-track racing, motorsports culture and the epicurean delights of fine wine and cuisine, the Velocity Invitational takes place at the nexus of automobilia’s colorful past, compelling present and unfolding future.

In a hark back to its 2019 inaugural venue at Sonoma Raceway and after two glorious years at the renowned Weathertech Laguna Seca Raceway, the 2023 Velocity Invitational will once again take place at Sonoma Raceway, in the California wine country that defines the event’s founder, Jeff O’Neill. Proprietor of O’Neill Vintners & Distillers and a lifelong automotive participant and devotee, the Velocity Invitational combines O’Neill’s passions and purposes; excellence in fine wine, car collecting and race driving. And he heartily invites all who enthusiastically share these beloved life passions.

Jeff O’Neill has always had a fascination and love affair with racecars, and even as a child hoped to own historic racecars one day. His father’s love for cars inspired him and the young boy had a fondness for racing and vintage cars in particular. In 2007 O’Neill’s dream came true when he bought a 1957 Maserati 250F Formula 1 car. He soon became an active member of the racing and automotive event community and today owns many storied racecars, including a Ford GTLM, a Maserati 350S and Birdcage Maserati. Along the way, O’Neill realized that many events had shifted from high-level motorsports exhibitions to either more static displays or events with non-authentic vehicles. He decided to leverage his passion and expertise to create something that would truly honor and showcase the heritage of these ultra-special cars and the driving experiences that they impart.

In 2019 O’Neill founded the Sonoma Speed Festival, an automobile racing event that showcased the evolution of motorsports technology and ingenuity. It was important to O’Neill that the event be a family-friendly, curated showcase that would combine the best of food, wine and motorsports. His goal was to introduce a new generation of enthusiasts to a hobby that many of us have been involved in for decades. At the inaugural event, O’Neill gathered 220 cars which were all period racing cars with authentic racing history. Today, this tradition continues.

November 10^th-12^th: Start Your Engines!

Velocity Invitational will celebrate its fourth year in 2023 and brings some of the rarest racecars on Earth, including a hand-picked few of the greatest Formula 1 cars ever created. The event offers an upscale atmosphere in beautiful surroundings, with racing focusing on showing these rare historic automobiles in the context of their intended purpose: competing on the track.

Action is electric, with competitions specifically curated to honor classic racing rivalries and spark new ones. The 2023 event at Sonoma Raceway is scheduled to host Velocity Invitational favorites, including competitive vintage group racing, the Mustangs vs. Minis enduro, modern hypercar demonstrations and several well-known racecar drivers in attendance, all in a family-friendly atmosphere featuring the region’s best food and wine.

“Velocity Invitational is thrilled to return to Sonoma Raceway for 2023,” expresses event founder, Jeff O’Neill. “This is the only event in the world that combines the best in food, wine and motorsports at their zeniths. We are gratified by the support and excitement from the community in helping us make this one of the most anticipated events of the year for enthusiasts. 2023 promises to be the best Velocity Invitational yet.”

Featured participant in the 2023 event, McLaren F1 CEO Zak Brown adds, “Velocity is a very special highlight on the motorsport calendar, and for 2023, McLaren will be bringing some of the most spectacular and historic vehicles in the world from our heritage collection to mark our 60^th anniversary. This is not to be missed.”

Last year’s Velocity Invitational took place in October with more than 15,000 people attending the event throughout the extended weekend. A live stream was shared with over 600,000 followers across YouTube (syndicated by Goodwood Road & Racing) and other streaming platforms. Highlights included hundreds of iconic racecars, including some of the most winning McLarens in racing history. Mario Andretti, among the most renowned drivers in the history of motorsports, attended the event where he piloted a 2013 McLaren MP4-28A on the racetrack. Also in attendance were IndyCar star Pato O’Ward, F1 driver Mika Häkkinen and racecar drivers Alister McRae and Tanner Foust.

For 2023, Velocity Invitational will be celebrating 60 Years of McLaren, which will feature iconic McLaren racecars from several decades past and present, along with current McLaren team drivers from IndyCar and Formula 1, including: Pato O’Ward, Alexander Rossi Tony Kanaan and Lando Norris. And last but not least, McLaren CEO Zac Brown will be racing actual McLaren racecars from his personal collection, as a complement to the company’s spectacular vehicles from its heritage car collection which will be on display.

Visitors’ Ticket packages:

A variety of ticket packages and single-day event passes are now available for purchase at  velocityinvitational.com. Every dad deserves tickets to Velocity Invitational and now they’re at the lowest price of the year. Early bird pricing ends July 5, so act now to lock in the best packages. 

Some of the most popular packages include:

● General admission tickets: These tickets include entry and general parking, as well as access to the paddock and Event Plaza.

● Wine Experience: This package offers a full weekend experience, including three-day general admission and access to the Taylor Farms Sip & Savor Pavilion, as well as private access to the world-class producer, Ram’s Gate Winery, a stone’s throw from the track. The Pavilion features live entertainment and tasting booths from local wine, spirit and food vendors. The Wine Experience is intended for guests 21 and older.

● The Suites: Deluxe amenities of this package include indoor and outdoor seating, elevated track views, climate-controlled environment, catered light snacks, bar service and a parking pass to the Lot 2 VIP lot. Does not include Taylor Farms Sip & Savor Pavilion or Driver’s Lounge passes.

● The Driver’s Experience: Guests will enjoy luxury accommodations, including access to food, drink and great views throughout the weekend. This package includes paddock entry, Driver’s Lounge access with amazing views from the Turn 11 Lawn, Taylor Farms Sip & Savor Pavilion access (ages 21 and over only), Closing Celebration access and VIP Parking. 

● The Ultimate: Guests can leave the planning to the Velocity Invitational concierge staff with an all-inclusive package that ensures the finest event experience from start to finish. They will enjoy a stay at one of Sonoma’s premier destination hotels, breakfast for two, scheduled transportation to and from Sonoma Raceway, VIP Experience package for two, paddock entry all weekend, Driver’s Lounge access with amazing views from the Turn 11 Lawn, Taylor Farms Sip & Savor Pavilion access (ages 21 and over only), Closing Celebration access and VIP Parking.

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